PEM Online Vol 40 Issue 6 November / December 2021 by A&A Thorpe

Also publishers of: SORJ (Ship and Offshore Repair Journal) and SRN (Ship Repair Newsletter)

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Volume 40 Issue 6 November / December 2021 ISSN Serial No. 0965-8203

Jotun developed the HullSkater - a hull cleaning robot for vessels. But they’re… Your Arena for Ocean Solutions

It’s hard to find the next sustainable solution, when there’s an ocean between us. Nor-Shipping brings the industry together. Learn more about new ocean solutions, and meet the companies that are taking positive #ACTION, from 10-13 January 2022 in Oslo. Learn more at nor-shipping.com

… 11240 nautical miles away from Hyundai Heavy Industries Group who constructed the world’s first 14,800 TEULNG dual-fuel VLCS

PORT ENGINEERING MANAGEMENT SECTION ABOUT TITLE PEM

WELCOME Welcome to the November/December edition of PEM ONLINE. This is the end of the first year which we have placed PEM ONLINE on our website. All six issues are available for viewing and downloading from our website – www.pemonline.co.uk As we have now been able to publish all six issues, each issue with extensive contents, PEM ONLINE has gone from strength to strength. We are now able to publish large editions with more Editorial content, which I hope all our readers appreciate. I recently attended the Europort event in Rotterdam, which, I must say, was a very well-organised exhibition and fairly well attended. Meanwhile, all the staff at A&A Thorpe, publishers of PEM ONLINE, would like to wish all our readers a very happy Christmas and let’s hope for a better New Year. PEM ONLINE (Port Engineering Management) is written by a highly experienced team of journalist, all of which have been in the industry for over 40 years. We are a small team, therefore the pride in the work produced is high and suited to any company involved in the various industries covered by PEM.

Although every effort is made to ensure accuracy and reliability of the material published, Port Engineering Management cannot accept any responsibility for the verity of the claims made by contributors or the wording contained within advertisements. © 2016 Port Engineering Management. All rights reserved in all countries. No part of this publication may be reproduced by any means whatsoever without the written permission of the publishers. If you need notification for when PEM ONLINE is available, please send your Email address to sue@shipaat.com – Telephone number (44) 1268 511300 All other enquiries: PEM ONLINE Office 1 First Floor 374 Long Road Canvey Island Essex, SS8 0JU UK

Alan Thorpe

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1,036 teu containership ElbBLUE bunkered synthetic LNG (SLNG) at the Port of Brunsbuttel on the Elbe, Germany (See Page 32)

PORT DuringENGINEERING late September,MANAGEMENT the 13,000 dwt, SECTION TITLE

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PORT ENGINEERING MANAGEMENT CONTENTS

CONTENTS 6 10 18 23 27 33 39 46 59 70 83

VIEWPOINT NEW VESSELS REPAIRS DREDGING PORT NEWS LNG FUEL PORT EQUIPMENT PROJECTS TUGS & TOWAGE RENEWABLES LOCKGATE

C O N TAC T

Front Cover: Shown on this issue’s Front Cover is the TSHD DC Orisant, which is owned by Zandexploitatiemaatschappij Reimerswaal B.V. and managed by Group De Cloedt Dredging. She arrived at Poland’s Remontowa, Gdansk for her first drydocking since being delivered by Royal IHC during 2017 (See Repairs section).

A&A Thorpe Office 1, First Floor, 374 Long Road, Canvey Island, Essex, SS8 0JU, UK.

DEPUTY EDITOR

EDITOR

ADVERTISING

Alan Thorpe +44 (0)1268 511 300 alan@shipaat.com

+44 (0)1268 511 300 sue@shipaat.com www.pemonline.co.uk

Paul Bartlett +44 (0)1844 273 960 paul.bartlett@live.co.uk

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PORT ENGINEERING MANAGEMENT VIEWPOINT

BY PAU L B A R T L E T T

VIEWPOINT

D I G I TA L B E R T H P L A N N I N G – A P OT E N T I A L LY T R A N S F O R M AT I V E T E C H N O LO GY Global supply chains were at full stretch even before the disruptive impact of COVID. But the last 20 months have highlighted land-sea connections as never before. Today, in a number of regions, they are strained beyond the limit. Large containerships waiting to dock off the US west coast are costing billions in lost time and generating inflationary pressures. Thanks to a new queueing system, some ships now lie over the horizon, out of sight, but the financial implications of broken land-sea links are only too clear to see. There are no digital technologies that could have averted the disruption to container shipping, ports and terminals, and landside transport infrastructure wrought by the pandemic. But it is quite possible that some of the latest digital systems, based on artificial intelligence and the optimisation of quayside operations, could have alleviated at least some of the problems. As it is, the scale and cost of the disruption to global supply chains has never been as evident or far-reaching, with port congestion relating to

Large containerships waiting to dock off the US west coast

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principal container trade lanes evident at both ends of the world’s main eastwest routes. Carriers, meanwhile, are earning super-profits far and away above those in previous bull markets and are set to continue notching up these extraordinary numbers for many months to come. But the port sector is in turmoil. Terminals at both ends of the world’s mainhaul container trades are in the spotlight, for it is the boxes that are stuck in ships waiting to dock, or in congested container parks ashore, that are packed full of Christmas fare for western consumers. And economists note that COVID-related constraints in the US, for example, have been driving a record spending spree in the run up to Thanksgiving, and Christmas, a few weeks later. Although it is container ports that are bearing most of the global supply chain disruption, other ports are also affected in some regions. In China, for example, the havoc extends to bulk import terminals. The country’s draconian COVID-19 isolation rules mean that bulk carriers shipping coal and iron ore must lie offshore for up to two weeks. The Chinese authorities have sought to cover up the forced delays to vessels, citing national security concerns. According to reports in the UK’s Financial Times (FT) newspaper, China has blocked public access to ship location data, with the number of Automatic Identification System (AIS) signals from ships plunging from more than 15m a day in October to little more than one million a day early in

PORT ENGINEERING MANAGEMENT VIEWPOINT

November. Although AIS was initially developed as a safety enhancing tool, it has also proved a valuable means of monitoring ship positions and movements, or lack of them, on certain routes. Meanwhile, claims that the AIS move is to counter a possible defence risk have been dismissed – military vessels regularly hide their location from shipping’s publicly available tracking systems.

Close scrutiny Supply chain experts predict that recent events will force everyone – from governments to local authorities, to freight forwarders, traders, retailers and individual consumers – to take a long, hard look at the security of supply. As a national level, the disruption is leading to substantial and, until recently, unforeseeable inflationary pressures. At an individual level, meanwhile, it is more a question of what will be available on the supermarket shelves tomorrow. And will there be any choice? Since port disruption is one of the main causes of the supply chain chaos, the interface between land and sea will be dead-centre of future investigation. And sector experts suggest that there are many tools available that could have lessened some of the congestion, thereby easing pressure on cargo flows. And while many port authorities have taken the plunge into digital systems to raise efficiency by increasing throughput, many others have not yet done so. At a recent webinar organised by TOC Events, representatives of two ports that have recently become new clients of the Copenhagen-based Portchain, a digital berth optimisation specialist, revealed some of the benefits evident so far. Hosted by Toby Miller, Portchain’s Vice President of Customers, the discussion focused on raising port productivity by using the company’s cloudbased digital system and Berth Optimisation Engine (BOE).

Terminal productivity Carlos Lazo, COO/CCO and Vice President of the Management Board at Tanger Alliance and

Fadzly Moftar, Senior Manager Operations at Penang Port in Malaysia, gave their views on the transition from manual to digital berth management systems. Both agreed that the Portchain setup, based on artificial intelligence, algorithms, and smart data, has already made a significant difference to productivity. Lazo said that entering the digital era had allowed the port to provide its customers with fast, reliable, realtime information for the first time. Portchain’s BOE had made planning much faster and more efficient, he said, although he conceded that the transition from longestablished manual systems to a new digital approach had required new thinking. Now, though, it was possible to see opportunities to raise efficiency and gauge their impact in a matter of moments. Container crane productivity and the assignment of cargo gangs are amongst the processes that have been streamlined, he said, and both have yielded significant efficiency gains. Apart from direct productivity improvements, the digital approach has many other benefits, he said, citing better communication with carriers and shoreside transport providers, more accurate arrival and departure information, and the ability to refine digital schedules precisely in a matter of moments, compared with laborious, timeconsuming, manual systems using spreadsheets. These typically took much longer and were, in any case, subject to human error. Moreover, he said, when there are variables that can be adjusted, digital systems can be prepared accordingly, taking into account ‘what-if’ scenarios. Penang Port’s Moftar, meanwhile, noted the benefits of berth optimisation during the pandemic. It would have taken about four hours to produce one berth plan, he said, using the terminal’s legacy setup, a manual system that was prone to human error and where small adjustments would take much more time to incorporate. Now, he said, cloud-based information is available simultaneously to all the parties that require it, including carriers, the port authority, terminal operations personnel, shippers, shoreside transport operators, and security officials.

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‘What-if’ scenarios “Every morning we review the plan,” Moftar revealed, “and with one click, we can look at possible optimisation and what-if scenarios. It’s a great benefit for our shareholders.” Summing up the advantages, he said that the digital setup helped to improve planning and procedures, making the whole system more accurate and transparent. It also enabled instant communication, providing the same information to all parties. But the biggest plus-point, he said, was speed. Once the actual berth plan is prepared, possible options for optimisation can be quickly assessed, he explained, in a reliable way that was not possible using Excel spreadsheets. Small adjustments and improvements, he said, could have a significant impact on financial outcomes. At a practical level, Moftar highlighted the challenges of liaising with and managing feeder services and ship operators. Portchain’s BOE had been adopted in August, he said, and now meant that all parties could receive the necessary information at the same time. There are no longer any delays relating to contact with a ship’s agent, for example, or the ship itself. The system facilitates greater clarity and transparency, saves time, and generates opportunities to improve procedures, increase throughput and raise efficiency.

First US client The Copenhagen company’s client base is expanding fast. Over the first three quarters of this year, nine new container terminals were added to its portfolio including the company’s first US client, South Carolina Ports, where Portchain has installed its BOE application at three container terminals. Various stakeholders in the port’s community now benefit from the cloud-based platform, with real-time access to the latest berthing schedule. Commenting on the deal, the port authority’s Senior Director Operations, Joel Britt, said, “South Carolina Ports has a mission to deliver cost-

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Penang Port

effective facilities and operations, while providing enhanced collaboration and service offerings for our customers and stakeholders. With Portchain, we will deploy the latest cloud technology to digitise and improve vessel operation planning and create a distinctive customer experience by connecting all stakeholders to the multi-terminal berth plan in real-time.” Portchain’s Chief Commercial Officer, Thor Thorup, added, “We are excited to partner with South Carolina Ports to digitise the berth planning process and enter the US market. Our application supports data-driven evaluation of different scenarios and will significantly increase planning speed and accuracy. We look forward to working with South Carolina Ports to simplify communication and creating a common platform to share information in real-time with all stakeholders.” Meanwhile, Portchain is expanding rapidly. Established in 2017 by three former McKinsey project managers with digital and shipping supply chain expertise, the company booked a new container terminal every month over the first three quarters of this year. It has also just completed a capital-raising initiative - more than $3m has been raised, primarily through its current investor group, to underpin further product development and a new recruitment drive. The company is planning to double headcount over the next 18 months. PEM South Carolina’s ports have rolled out Portchain berth planning technology

PORT ENGINEERING MANAGEMENT VIEWPOINT

DREDGING & LAND RECLAMATION MARINE CHARTER - SURVEY SERVICES

GULF COBLA Dubai based dredging firm Gulf Cobla operates a fleet of cutter suction dredgers and has over 35 years of international experience. Our flexible approach combined with professional management, staff and crew makes us a reliable partner for your dredging and land reclamation projects in the Middle East and other parts of South Asia.

HEAD OFFICE Gulf Cobla L.L.C. Jebel Ali Industrial Area 2 Dubai, United Arab Emrates

BRANCH OFFICES Abu Dhabi, United Arab Emirates Hillegom, The Netherlands

CONTACT DETAILS Tel. +971 4 803 7777 Fax +971 4 880 4295 gc-info@gulfcobla.com www.gulfcobla.com

Gulf Cobla BUILT ON SOLID GROUNDS

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PORT ENGINEERING MANAGEMENT NEW VESSELS

NEW VESSELS

VA N O O R D O R D E R S N E W S H I P TO I N S TA L L 2 0 M W F O R O F F S H O R E W I N D I N D U S T RY

Holland’s Van Oord has ordered a new offshore installation vessel to further strengthen its market position in offshore wind. The jack-up vessel can operate on methanol and install up to 20 MW wind turbines at sea with a very low CO2 footprint. The investment is in line with the increasing global demand for offshore wind farms. The ship is expected to enter the market in 2024. Offshore wind is a key contributor to achieving climate change targets around the world. Since its initial involvement in wind farm installation in 2002, Van Oord has become a frontrunner in this industry. In the

Netherlands, Van Oord was one of the first offshore companies (first time mover) to invest in Offshore Wind. As a result, Van Oord makes a significant contribution to the transition to sustainable energy in the Netherlands. It has also been involved in projects including the Princess Amalia Wind Farm, Eneco Luchterduinen Wind Farm, Gemini, Borssele III & IV, and this will be followed in the next few years by Hollandse Kust (North). Van Oord also operates outside Europe, including as an EPCI contractor (engineering, procurement, construction and installation) for the Sofia Offshore Wind

An artist’s impression of the new Van Oord installation vessel

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PORT ENGINEERING MANAGEMENT NEW VESSELS

Farm being built on the Dogger Bank in the middle of the North Sea. Since 2002, Van Oord has contributed to the installation of a cumulative renewable energy capacity of 14.5 GW. That represents 40% of the total installed capacity of approximately 35 GW of offshore wind worldwide at the end of 2020. In 2020, Van Oord worked on and completed offshore wind projects that provide sustainable energy to more than 2.5m households. The demand for offshore wind farms remains high. The EU aims to install 300 GW of offshore wind capacity by 2050, and world-wide this is expected to be 2,000 GW of offshore wind energy. In the Netherlands, the goal is to realise 20 GW up to 2030 and another 20 GW of offshore wind energy in the next decade. Wind turbines at sea are also rapidly getting bigger. In 2002 there were wind turbines of 2 MW - nowadays turbines of 14 MW are installed. The rotor blades are already well over a 100 m long and the transport and installation requires larger ships. Van Oord is investing in a new vessel to transport and install the next generation of 20 MW wind turbines. Van Oord has everything it takes to make wind energy more competitive as an energy source. As an EPC (Engineering, Procurement and Construction) contractor, Van Oord sees to the entire process from design to construction and completion. It also provides T&I (Transport and Installation) projects and other services, such as scour protection and inter array cable and export cable installation. The new 175 m offshore installation vessel will be purpose-built for the transport and installation of foundations and turbines at offshore wind farms. With a top-class crane - supplied by Rotterdam’s Huisman - it can lift more than 3,000 tonnes. The vessel has an advanced jacking system. Four giant legs, each measuring 126 m, allow the vessel to be jacked up and work in waters up to 70 m deep. This investment is part of a €1bn fleet investment programme over the next five years. In December 2020, Van Oord had already ordered a new green cable-laying vessel at Norway’s VARD. Van Oord is committed to reducing CO2 emissions and to becoming carbon-neutral

by 2050, in line with the Paris Agreement. This investment is an example of the energy transition within the company. Marine fuels are becoming cleaner and, thanks to cleaner engines, emissions are reduced. Van Oord has already ordered three LNG-fuelled TSHDs, which will be completed in 2022. The new installation vessel will be able to run on the future fuel methanol. Running on methanol reduces the ship’s CO2 footprint by more than 78%. In addition, the vessel will be equipped with an advanced active emissions control technology (Selective Catalytic Reduction) to reduce the NOx emission to an absolute minimum. An installed 5,000 kWhr battery pack can take the peak loads and regenerate energy to reduce the fuel consumption (and corresponding emissions) even further. The vessel is being built by China’s Yantai CIMC Raffles Shipyard, the ship designed by Knud E Hansen. Components such as the Huisman crane and other technical systems are delivered to the yard by the various suppliers and integrated on site. The ship is expected to enter the market in 2024 and will work under the Dutch flag. Van Oord has also taken an option on a second vessel. Pieter van Oord, CEO Van Oord said, “This investment prepares us for the increase in scale in the offshore wind industry and allows us to maintain our leadership position.” Arnoud Kuis, Managing Director Offshore Wind of Van Oord added, “Thanks to our experiences with the installation vessels Aeolus, MPI Resolution and MPI Adventure, we have a good grasp of working with jack-up installation vessels. Now we are going one step further - the new ship will be the largest of its kind. Compared to the Aeolus, this new version has 88% more deck space and over 80% more lifting capacity.” Jaap de Jong, Director Ship Management of Van Oord commented, “To become carbon neutral by 2050, we look for new fuel technologies. We see methanol as one of the alternatives to meet the industry’s goals to reduce its environmental impact. Similar steps have already been made in our investment programme with the construction of three LNGfuelled trailing suction hopper dredgers and the ordering of a new green cable-laying vessel.”

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DOUBLE CHRISTENING IN THE PORT OF HAMBURG Two new fire boats Dresden and Prag for Flotte Hamburg have been christened. Hamburg’s Mayor, Dr Peter Tschentscher said, “The new fire boats ensure safety in the port and can run emission-free with their plug-in hybrid drives. The sponsorship of our ‘twin cities’ is an expression of our friendship and good co-operation with a wide range of relationships in business and administration, in education and science, in art and culture. The names and sponsorships of the new fire boats are a strong sign of Hamburg’s good relations with our partners on the Elbe and Moldova. The hulls for the vessels were fabricated at Damen Shipyards Kozle in Poland and then transported to Damen Shipyards Hardinxveld in the Netherlands for completion.” Hamburg maintains special relations with nine twin cities - Chicago, Dar es Salaam, Dresden, Léon, Marseille, Osaka, Prague, Shanghai and St. Petersburg. For over 30 years, the twin cities of Prague and Dresden have had close ties with Hamburg. The city partnership with Prague, which emerged from the Elbe River politics, is lived out in many ways by both the administrations and civil society. Business, science, culture and politics are in intensive exchange with each other. The university partnership between the University of Hamburg and Charles University, founded in 1348, has existed since 1980, i.e. since before the fall of the ‘Iron Curtain’. There are also numerous school partnerships. With 315 kWhr of battery capacity, the stateof-the-art, plug-in hybrid vessels are capable of extended, fully-electric, emissions-free operations in and around the Port of Hamburg. Prag will be operated by Hamburg’s fire service while Dresden will support the HPA, the fire service and other third parties.

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The vessels, classed as Damen Fire-Fighting Vessels 3508, are completely new designs fitted out to the latest standards. 35.5 m in length and with a maximum speed of 12 knots, they are equipped to not just fight fires in the port and within the city itself. Their compact size also enables them to undertake other activities including water supply, rescue and recovery, technical assistance and environmental protection. And with their ability to lower their wheelhouses and a draught of just 1.5 m they can also undertake bridge inspections and maintenance within the city, as well as serve locations that larger vessels would be unable to reach. Additional versatility comes from the ability to position mission containers on deck for additional fire-fighting equipment and day accommodation for up to 16 fire-fighters. The installed Fi-Fi systems include remote operation capability, foam pump and control systems, a pre-wetting system, a water spray system around the vessels and internal fire-fighting capability using a Stat-X aerosol fire suppression system. The climate-controlled wheelhouse and dayroom accommodates up to six crew.

S C H OT T E L TO D E L I V E R PROPULSION S YS T E M F O R L ARGES T DREDGER IN US Germany’s SCHOTTEL has been selected to equip the largest US-flagged, self-propelled TSHD Frederick Paup with three rudder propellers type SRP 510 L FP. The dredger will be owned and operated by Manson Construction, and is currently under construction at the Keppel AmFELS Shipyard in Brownsville, Texas. It will be

PORT ENGINEERING MANAGEMENT The christening of the Dresden

128 m in length, have a 25 m breadth and about 9 m draught and will have a hopper volume of 11,500 m3. The vessel will represent Manson’s single biggest investment in its 116-year history. “The Frederick Paup will set a new benchmark in the US hopper dredge market,” says Jordan Brown, Project Manager at Manson Construction. “The innovations include many aspects of improved ship design as well as specific demands regarding automation, machinery, and equipment. SCHOTTEL was able to meet these requirements as the thrusters will optimally support our vision of top performance in terms of mounting, thrust and manoeuvrability.” Hockema Group created a well-elaborated hull design concept that allows for the

NEW VESSELS

propulsion system to be integrated in an exceptional manner. The aft appendages are optimally tailored to the rudder propellers in order to supply the thrusters with the lowestpossible turbulence flow. The three SCHOTTEL RudderPropellers type 510 L FP are powered by diesel-electric drives and feature propeller diameters of 2.8 m and a power intake of 2,240 kW each. A particularly long propeller arm length allows for an arrangement at the stern in portside, centre and starboard position with convenient access for future maintenance. The 360o steerable SRPs will enable the Frederick Paup to always benefit from maximum manoeuvrability, outstanding course stability during free sailing, and powerful thrust in the chosen direction. Besides the nozzles featuring enhanced corrosion protection with ProAnode, the RudderPropellers will be equipped with the DNV type-approved SCHOTTEL LeaCon sealing system. Considered a non-oil-to-water interface, the system complies with the VGP regulations of the US EPA. The Frederick Paup, named after Manson’s Chairman of the Board, will be built to the requirements of the American Bureau of Shipping (ABS) classification society. The vessel is scheduled to enter operation in 2023 and will support the U.S. Army Corps of Engineers in maintaining marine transportation highways primarily along the Gulf Coast and Atlantic Coast, as well as throughout the country.

A general arrangement of the Frederick Paup

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VA L E V E R D E ORDERS SECOND CSD Brazil’s Constructora Vale Verde has placed a repeat order for a cutter suction dredger, type CSD350, with Damen Shipyards. This dredger is a sistership to the Amsterdam, which was delivered in 2019. Vale Verde opted for another Damen dredger based on the quality and service provided by Damen. This proved to be valuable during the recent difficult times, allowing Vale Verde to successfully continue its operations in Brazil. Delivering the second dredger to Constructora Vale Verde has been a matter of trust. The first CSD350, Amsterdam was delivered and transported just before the global outbreak of COVID-19. In a world where the pandemic had fortified frontiers and created nearly unsurpassable barriers, Damen continued with assisting the commissioning of the dredger when it arrived in Minas Gerais, Brazil. Due to the good collaboration between Damen Services and Endratech (the local dredging agent), Damen was able to complete the commissioning and so enable Vale Verde to commence its contract. The new CSD350 for Vale Verde will be named Holanda and is identical to the Amsterdam - a fully dismountable, stationary dredger fitted out for one-man operation that has been working successfully in tailing ponds in one of the mining regions of Brazil. The tailings are being removed from industrial storage basins and reintroduced into the main process, thereby reducing pressure on the environment. The CSD350 is perfect for the job, with a maximum dredging depth of 9m and a dredge production of some 2,000 m3/hr, while being compact enough to be transported by road following dismounting. Managing Director of Constructora Vale Verde, Hugo Soares, visited the Damen Dredging yard to inspect the new dredger himself. “It is great being on-board of our second CSD350. As with 14

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Hugo Soares on-board of his newly acquired dredger

the first one, I am impressed by the quality and the workmanship. This dredger will be customised with several items including a deck crane - a wedge piece and a swivel, all intended to optimise operations. This will make it perfect for its first job alongside its sister in Brazil.” The dredger will be delivered from the stock building programme and transported to Brazil shortly. Robin Segaar, Damen Sales Manager for Brazil, concludes, “I am proud of the reasons behind the decision of Vale Verde in their purchase of another CSD350. It is an amazing achievement to have realised the commissioning and local support during very challenging conditions, while preserving the quality and efficiency of the equipment and maintaining a personal relationship with all involved. This proved to be the foundation for the trust Vale Verde has placed in Damen. We look forward to seeing the dredging operation contributing to the strategy of Constructora Vale Verde.”

DA M E N D E L I V E R S T WO M U LT I C AT S TO B R A B O , ANT WERP Antwerp’s Brabo Group has delivered a Multi Cat 1506 and a Multi Cat 1908 delivered by Damen

PORT ENGINEERING MANAGEMENT NEW VESSELS

Shipyards Group. The group’s cleaning division, Brabo Cleaning Company, has secured a contract with Port of Antwerp to maintain a pollution-free environment in the harbour. Damen’s practice of building vessels in series was the answer to both these requirements - the two Multi Cat cascos were already in stock, ready for adaptation to Brabo’s needs. Additionally, the vessels are configured modularly for easy adjustment going forwards. The customisation of the Multi Cats was carried out by Damen Shipyards Hardinxveld, supported by Brabo Cleaning Company’s supplier, Van de Velden Pipe Inspections & Solutions. This included outfitting the vessels with a vacuum installation, oil booms, high pressure units in the pump room, hot water units, discharge pump and a grabber in the vessels’ crane to collect larger elements. In the case of the Multi Cat 1506, the yard also raised the wheelhouse in order to create the space for the pump room. All of the cleaning equipment is installed modularly and can, therefore, be easily adjusted or removed in the future should the vessels take on different functions. To perform their function effectively, the Multi Cats also require additional power. Damen has taken care of this with the installation of two extra generator sets. Given the role the Multi Cats will fulfill in keeping the Port of Antwerp clean, it is crucial that their own performance be clean and efficient. Applying its in-house developed selective catalytic reduction (SCR) technology, combined with a particle filter, Damen has significantly reduced the vessels’ NOX emissions. Performance is in line with Euro Stage V regulations for vessels operating in inland- and coastal waters. The performance is also compliant with IMO’s Tier III for seagoing vessels. Damen sales manager Benelux Luc Joos said, “This is the first time we have worked with Brabo Group and the cooperation has proven to be a good one. It’s not been without challenges, given that the order arrived on the same day as the first coronavirus lockdown began. However, we have managed to keep working safely during that time and to prepare the vessels to the client’s requirements. I wish Brabo success with their new Multi Cats and look forward to working together again in the future.”

Damen has delivered two Multi Cats to Brabo in Antwerp

JA N D E N U L ORDERS MONOPILE I N S TA L L AT I O N S YS T E M F R O M REMAZEL ENGINEERING Jan De Nul Group has selected Italy’s Remazel S.p.A. for the delivery of a set of cradles, a skidding system and an upending hinge for its new floating installation vessel Les Alizés to handle and install XXI monopiles. The design of this fully automated monopile installation system is tailor-made for Les Alizés and ideally suited to work in challenging weather conditions and harsh sea states. This mission equipment will allow Les Alizés to safely and efficiently install monopiles in offshore conditions. The Les Alizés is equipped with a crane having a lifting capacity of 5,000 tons and equally impressive lifting heights. She will use the monopile cradles on her deck to store monopiles. The monopile cradles can automatically adjust their supporting diameter. If required, the cradles can also support the tapered section of the monopile. The skidding system is needed to optimise VOL 40 ISSUE 6 |

PORT ENGINEERING MANAGEMENT NEW VESSELS An artist’s impression of Les Alizés

the use of the deck and will enable Les Alizés to transport the monopiles in between the monopile cradles and the upending hinge. The upending hinge can accommodate monopiles weighing over 3,000 tonnes. The tub-mounted crane brings the monopile in a vertical position using the upending hinge. Once upended, the monopile is placed into the monopile gripper by the tub-mounted crane. Jan Van De Velde, Head of Newbuilding Department said, “The construction of our offshore installation vessel Les Alizés is well on track. Recently, we have ordered an innovative Motion-Compensated Pile Gripper. Today, we add this automated monopile installation system, fully aligned with our continued philosophy to focus on operational efficiency and improved safety. We are delighted to team up with Remazel, an important industry partner known for its large track record in offering innovative engineering solutions for the offshore market, and we look forward to a fruitful collaboration.” Andrea Rosa, CEO of Remazel Engineering added, “The acquisition of such an important contract for the vessel represents a key milestone in Remazel consolidation path in the offshore wind market. In this landscape, our leadership in providing mission-critical equipment for the offshore sector, which is rooted in more than 30 years of projects execution, will be strategical to give our contribution to a major player as Jan De Nul. This is a real opportunity to demonstrate

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our engineering expertise and capabilities, as well as the great enthusiasm of our dynamic and high-skilled team, fully committed to satisfy our Customer’s requirements. The supply package that Jan De Nul awarded to Remazel includes the most critical equipment for the installation of the newest generation of monopiles and its foundations. This is a real challenge, but we are well-trained and prepared to succeed alongside our Customer.” The Les Alizés allows the installation of very large components including jackets exceeding 4,500 tonnes and monopiles weighing over 3,000 tonnes. It is of paramount importance that the installation process for these very large components can be safely executed. The monopile installation system manipulates the monopiles entirely hands-free and fully automatic. There is no need for rigging or adjusting the supporting diameter of the cradles manually. Moreover, by using a mechanical interface between the skidding system and the upending hinge, the skidding system is able to travel inside the upending line. This unique feature eliminates the need for a lift of the monopile from the skidding system to the upending hinge by the tub-mounted crane. This is fully aligned with the no-handson-deck philosophy - the automated working method creates a safe environment in which the personnel’s safety is not compromised.

P E N TA - O C E A N TA K E S D E L I V E RY OF OCEAN 3 Japan’s Penta-Ocean Construction and Kanmon Kowan Construction have jointly built the Ocean 3, a Calcia improved soil drop mixing vessel that can efficiently produce large quantities of Calcia improved soil by mixing dredged soil with Calcia improving material (made of steelmaking slag processed by component management and particle size adjustment). The Ocean 3 is a

PORT ENGINEERING MANAGEMENT NEW VESSELS

The Ocean 3

reclaimer vessel (a workship that uses conveyor belt to transport dredged soil etc. to a landfill site), specially equipped with a feed hopper for Calcia improving material, a feed conveyor, and a mixing and casting conveyor. There are several methods for mixing dredged soil with Calcia improving material - backhoe mixing method, pneumatic flow mixing method, and drop mixing method. After numerous tests using dredged soil of different soil properties, it has been proven that drop mixing method, which is mainly adopted by a reclaimer vessel, is capable to produce high-quality and homogeneous Calcia improved soil by dropping the soil three times from the height of 2 m or more above the ground. However, the use of a reclaimer vessel for the above purpose requires outfitting of special apparatus, such as a feed hopper for Calcia improving material and feed conveyor. In addition, given that a reclaimer vessel allows only two dropping attempts at the time of conveyor belt transfer and casting into the water, it was necessary to add one more drop operation outside the vessel, either during transshipment ashore or during unloading of soil after transport by lifting the cargo bed of the dump truck. The new vessel allows for a total of three attempts of drop mixing - twice during the transfer of the conveyor belts and once during the drop from the boom conveyor. The vessel is equipped with a quality control system that allows real-time monitoring of the mixing ratio of the Calcia improving material, the density and

water content ratio of the Calcia improved soil, which conventionally could have been monitored only through sampling inspections. This has made it possible to produce a high-quality Calcia improved soil with the accurate composition. Together with Kanmon Kowan Construction, Penta-Ocean will utilise the Ocean 3 to efficiently promote the use of Calcia improved soil for reclamation and backfilling of deep excavation sites, as well as creation of shallow areas and tidal flats. Principal particulars

• Enables large-scale operation - capable of

producing from 2,500 to 4,000 m3/day of Calcia improved soil • Improves operation efficiency - no outfitting is required, resulting in shorter construction period, no need for mixing work outside the vessel, as three drops for mixing are assured by the time of soil discharge from the vessel and direct underwater discharge using tremie pipe enables the creation of shallows and tidal flats as well as backfilling of deep excavations • Contributes to quality assurance and improvement - real-time confirmation of the mixing ratio of the improving material, the density of Calcia improved soil and the water content. Quick response to excessive or insufficient amount of the improving material to produce the high-quality improved soil. PEM

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PORT ENGINEERING MANAGEMENT REPAIRS

R E PA I R S

B U S Y T I M E S AT R E M O N TOWA

Poland’s Remontowa, Gdansk, is one of northern Europe’s most successful repair yards for the dredger industry. Not only does the yard win orders from local dredge contractors, but also from the international market, especially the major dredge contractors in Holland and Belgium. At the beginning of October, the Holland-based 5,450 m3 TSHD DC Orisant, which is owned by Zandexploitatiemaatschappij Reimerswaal B.V. and managed by Group De Cloedt Dredging, arrived at Remontowa for its first drydocking since being delivered by Royal IHC during 2017. The main scope of work involved maintenance. The work primarily involved components that are most exposed to various types of damage

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during dredging operations. In addition to the maintenance and painting of the hull and main deck, Remontowa replaced parts of the dolomite tiles in the dredge pipe. It is a highly technologically advanced, cutting-edge and powerful vessel, with a versatile propulsion system, equipped with the state-of-the-art technology, including an advanced power management system. The DC Orisant is a universal dredger also adapted to perform other tasks. The vessel is also well suited for fairway maintenance, maintenance dredging and beach restoration. Earlier this year Boskalis’ 12,000 m3, 2010-built TSHD dredger Willem van Oranje arrived to Remontowa for class renewal. The Willem Van Oranje is one

Earlier this year Boskalis’ 12,000 m3, 2010-built TSHD dredger Willem van Oranje arrived to Remontowa for class renewal

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of the first dredging vessels in the world to be is powered by 100% biofuel. Also this year, another of the Boskalis fleet, the 1,536 dwt hopper barge Wadden 2 arrived in Remontowa for repair which mainly involved hull works. The motor hopper has been used to transport dredged material for more than 40 years since delivery in 1980. Rotterdam’s Van Oord is also a regular client of Remontowa. This year saw the 18,292 m3 TSHD Utrecht at Remontowa for her class renewal. In addition to the special survey, some 50 tonnes of steel were renewed on the hull, in the hopper and on the decks. Various pipelines were renewed, and the hull underwent maintenance.

P R OT E C T I V E C OAT I N G F O R LO N G S E RV I C E L I V E S In terms of protection against wear caused by the destructive energy of cavitation, erosion and abrasion, there are still two physical schemes available - energy reflection through very hard surfaces, such as those achievable through plasma treatment, manganese steel, Hardox, tungsten carbide and similar alloys. And energy absorption by elastic substrates that absorb, store and release the energy when the energetic impact ends. Since 1960 on the market as a manufacturer of epoxy ceramic repair materials, MetaLine Surface Protection GmbH introduced in the 1990 a range of elastomeric repair and protective coatings and opted for energy absorption. Peter Schramm, MetaLine´s Managing Director said, “Some 30 years ago we began developing a material incorporates the primary technical characteristics of completely different materials. The application process is as straight-forward as with an epoxy-ceramic composite, but the compound itself functions like rubber, and finally

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possesses erosion qualities equal or greater than Duplex Steel (AISI316). The result is a hydrodynamic-resistant castable and sprayable protective coating that provides unparalleled erosion/cavitation resistance.” This fundamental step was based on experience and knowledge from the epoxy ceramics business - epoxy ceramic materials try to fight wear with a low hardness of about 90 to 95 Shore D - which is far less than ordinary mild steel! The epoxy binder is by far not hard enough to become wear resistant by energy deflection and not soft enough for energy absorption. The ceramic content in these products cannot overtake that role, as composites always fail with their weakest element - which is the epoxy binder. The most important maritime applications of epoxy ceramics are quick repairs as an emergency solution until a spare part can be used. The market demands more wear-resistant materials for professional applications with long service lives. The on-going development of ultrawear-resistant elastomeric protective coatings has led to today’s MetaLine Series 700 supplied in 3 different degrees of hardness: • MetaLine 760 (60 Shore A) serves to repair soft rubber linings and worn fenders as well as optimising the performance of hatchcover seals. • MetaLine 785 (85 Shore A) is the first choice for the protection of components subjected to erosion, cavitation, corrosion and wear - rudder blades and horns, kort nozzles, seawater-/ scrubber pipes, strainers, BWM reactors and installations, heat exchangers, pump impellers and casings, thrusters, jet propulsion drives, ropes, fenders, floating hoses etc. • MetaLine 795 (95 Shore A) develops non-stick properties. It offers an ultra-low coefficient of static friction improving material and fouling release. Applications - cargo gates, off-loading chutes, hopper and bunker installations. The use of highly functional coatings requires competent surface preparation. The surfaces to be coated shall be dry, clean, free of grease and salt and need to have a rough blasted surface profile. Metal substrates are coated with MetaLine

PORT ENGINEERING MANAGEMENT REPAIRS The high-revving propeller carries a huge flow of water, which leaves cavitation and erosion marks, especially on the suction-side edge and on the supports of the nozzle.

924. This electro-chemically active corrosion protection prevents borderline penetration on coating edges and protects damaged areas from rusting. After drying, a double coat of MetaLine 900 Universal Primer on solid surfaces or MetaLine 910 on rubber surfaces is applied. Finally, MetaLine Series 700 protective coating with required film thickness and color is sprayed on. For the purpose of visual wear control indication, the coating can be executed with color changes during application. MetaLine Series 700 can be recoated and repaired at any time. MetaLine Series 700 adheres to various substrates including steel, alloys, aluminium,

rubber, concrete, wood and different plastics. The coating thickness ranges between 1 mm and 20 mm and can be achieved on vertical surfaces without material sagging. It can be used in many climatic conditions (as in zones with extremely high humidity). The solvent-free, two-component elastomer can be applied by spraying, injecting or casting by a low-pressure cartridge applicator (about 5 bar). After 5 minutes the coating is dry to touch and most parts can go back in service after 24 hours (at 20 °C / 68 °F). The temperature resistance is between -50 °C / -58 °F and +120 °C / +248 °F, depending on the relevant application. The coating cures without any shrinkage or swelling. In addition to its chemical bonding process, a mechanical memory effect is developed. This permanently ties the coating to the substrate, thus counteracting any separation tendency that is normally associated with conventional rubber sheets. With strict adherence to all processing steps an adhesion/ bond strength of at least 15 N/mm2 (2,175 psi) is achieved. The low-pressure spray mode creates an extraordinary smooth surface improving any fluid-flow dynamic. Efficiency increases of up to 3.5 % have been proven. The MetaLine technology allows seamless coating of the most complicated surface shapes. This is a clear advantage compared to rubber linings. While straight pipes are rubber-coated with a pulled-in hose and subsequent pigging, rubber-coating of branched pipes and pipe bends is not practical. Here, with or without vulcanisation on site, rubber would be always installed as a trimmed sheet by gluing and vulcanizing. Seams and edges are a current challenge and source of functional problems. On curved parts, due to the bending of the plates, a certain surface tension builds up automatically. On the inner radius it is compressed, on the outer radius – tensile. MetaLine Series 700 polymerises, is therefore free of any tension and applicable to geometries impossible to reach by conventional rubber lining. A kind of skin covers the part and forms at higher layer thicknesses a self-supporting shape for example as a pipe-in-pipe. With a density of just 1.05 g/cm3, it is the most lightweight duroplastic wear protection available. VOL 40 ISSUE 6 |

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The material has practically no influence on the dynamic behaviour of moving parts. The dynamic abrasion of 55 mm3 according to DIN ISO 4649 represents the lowest value among competing protective coatings. Other features listed by the manufacturer: • Non-toxic, safe to use and assessed by US & EU authorities as drug and food-safe according to FDA standards and relevant EEC regulations • Lloyd´s Register and ABS confirm (letters of nonobjective / white paper) that No Class Approval is required for MetaLine • Certified for rudders on ultra-fast operating defence vessels • Free of any metal impurities and absolutely non-corroding • Approved up to 700 meter of diving depth in saltwater • Structural born noise / sound reduction of up to 5 dB(A) • 55% vibration damping at a coating thickness of 4 mm

• Hydraulic and pneumatic pressure resistant up to 70 bars • Capable to handle up to 60% of solids in slurry applications

MetaLine Series 700 has been used in civil and military shipping since 2012. A wide variety of marine equipment has been repaired or protected using MetaLine´s elastomer materials on more than 500 ships. Peter Schramm added, “Based upon our experience in application and in co-operation with customers, we can confidently claim that we have a proven product range for maritime applications. For on-board repairs, the MetaLine On-Board Surface Protection Kit is available. “We offer technical support through all communication channels. And most importantly - we have staff and partners experienced in application and in drydock work, ready to contribute to the safety of the vessels in almost any place in the world.” PEM

Due to its spray application, MetaLine 785 can be installed into every possible shape – impossible with rubber.

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PORT ENGINEERING MANAGEMENT DREDGING

JA N D E N U L G O E S F O R 10 0 % S U S TA I N A B I L I T Y F O R I T S DREDGING IN NORTH GERMANY For the first time in Germany, Belgium’s Jan De Nul Group is using solely secondgeneration biofuel for maintenance dredging works in the Port of Hamburg. This fuel contains no petroleum, but processed vegetable waste oil as a raw material, entirely in line with the principles of a sustainable circular economy. Earlier this year, Jan De Nul Nassbaggerei und Wasserbau GmbH was awarded an important contract for maintenance dredging works in the Port of Hamburg within the scope of a European award procedure. Two suction hopper dredgers, Kaishuu and Alexander von Humboldt, executed these dredging works between June and December 2021, thus ensuring accessibility to numerous important terminals in the Port of Hamburg. Thanks to the use of biofuel during

these works, emissions of particulate matter and sulphur compounds are also significantly reduced, as combustion is much more efficient than with conventional diesel fuel. “We have already used this sustainable biofuel for several of our vessels in the Benelux and the UK,” explains Michel Deruyck, Head of the Energy Cell at Jan De Nul Group. “Decarbonisation is at the top of Jan De Nul’s agenda and is supported throughout the company, both commercially, operationally and technically. We always strive to go beyond what is imposed on us. We’re going for zero.” Dredging works are indispensable to ensure the accessibility of the Port of Hamburg and its terminals. This is the only way to ensure that goods can be transported far into the hinterland by sea-going vessels, which are particularly

DREDGING

Maintenance dredging in the port of Hamburg sailing on biofuel

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environmentally friendly compared to other modes of transport. Many hundreds of kilometres that do not have to be travelled by truck or train are a significant contribution to climate protection. World-wide, maintenance dredging works are among the most important tasks of large seaports. The fact that this important task can now be executed in a more sustainable manner is a milestone as the measures taken will save around 45,000 tonnes of CO2 this year. There is currently no contractual obligation to use climate-neutral fuels because they are not yet available in North German seaports. The vessels therefore regularly travel to Eemshaven in the Netherlands to pick up the fuel.

BUSY THIRD Q UA R T E R F O R BOSKALIS Holland’s Royal Boskalis Westminster has closed a busy third quarter. In line with expectations, quarterly revenue was higher than the quarterly average for the first half year. In the past quarter, projects continue to be affected to a greater or lesser extent by the consequences of the COVID-19 pandemic. International travel and entry restrictions make it as challenging as ever to keep projects and vessels operational, especially in the Far East, where the additional costs due to COVID measures are weighing heavily on the margins of certain projects. Nevertheless, Boskalis was once again successful in executing projects in the past quarter, with a higher vessel utilisation. The company’s overall order book stood at €5.1bn at the end of September, down from the record level at the end of June. Over €0.3bn worth of contracts were acquired in the third quarter. The order book is still very well filled thereby offering a solid foundation for the rest of this year and the period thereafter. The third quarter at Dredging & Inland Infra division proceeded in line with 24

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expectations. Numerous projects in Asia (mainly in the Philippines and Singapore), Denmark and the Netherlands contributed well to revenue. The hopper fleet was very well utilised in the third quarter and the cutter fleet was also busier compared to the first half of the year. Quarterly revenue increased compared to the quarterly average for the first half of the year. A variety of smaller projects were acquired during the quarter. In addition to numerous variation orders, new projects were primarily acquired in Europe, the Middle East and Asia. On balance, the Dredging & Inland Infra order book declined slightly compared to mid-year 2021.

L AT E S T S I T UAT I O N AT G L D D Great Lakes Dredge & Dock Corporation (GLDD) has reported financial results for the quarter ended September 30th, 2021. • Revenue was $168.6m in the third quarter • Operating income was $21.4m in the third quarter • Net income was $13.8m in the third quarter • Adjusted EBITDA was $32.2m in the third quarter • Backlog at September 30th, 2021 was $598.5m Lasse Petterson, President and Chief Executive Officer commented, “We ended the third quarter with improved results and a solid backlog. In the first half of 2021, our operations saw substantial negative impacts from the COVID-19 pandemic. Our priority has been and always will be to ensure the safety and health of all our people, and we believe that in this current situation vaccination is an important tool in achieving this goal. As vaccines became widely available in the second quarter, we set a target to have all parts of our organisation vaccinated and we are now close to reaching this target. “We ended the quarter with net income of $13.8m and Adjusted EBITDA of $32.2m

compared to the third quarter of 2020 that ended with $12.5m of net income and $32.2m in Adjusted EBITDA. Given project activity in which we are currently engaged, coupled with our backlog, new project awards, and fewer vessel drydocks for the remainder of the year, we expect improved results in the fourth quarter of 2021. Unfortunately, even with improving results we do not expect to achieve our original expectations for 2021. “We continue to be confident in the domestic bid market and 2021 is shaping up to be as strong as 2020. During the third quarter, GLDD was awarded $300.5m in work resulting in a year to date 37.1% bid market share bringing our third quarter backlog to $598.5m. In addition, we ended the quarter with $533.9m in low bids and options pending award. “Post quarter end, GLDD was awarded the Oak Island beach renourishment project for $17.1m, the South Atlantic Regional Harbour Dredging project for $25.8m, and we have added an additional $106.9m to low bids pending award, which includes the Houston Project 11 Deepening that was announced by the Port of Houston.

During 2020, the domestic dredging bid market reached $1.8bn in projects bid. We continue to be confident in the market for the remainder of the year and still anticipate it to be as strong as 2020. The market continues to be driven by the large-scale port deepening projects along the East and Gulf coasts. We expect in 2022 to see bids for multiple project phases for port deepenings in Norfolk, Freeport, Mobile, Sabine and the Houston ship channel. In addition, our nation’s coasts are subject to climate change, increasing severe weather events like Hurricane Ida, and sea level rise, which can cause an increase in beach erosion and other damage that adds to the recurring nature of our business and the need for more frequent coastal protection and port maintenance projects. “We saw continued support for the dredging industry in the Corps’ 2022 budget that was approved by the House of Representatives and is slated to be $8.66bn, an 11% increase over prior year levels. In this bill the Harbour Maintenance Fund (HMTF) would receive $2.05bn, which is $370m over 2021 budget appropriations. In addition, the 2020 Water Resource Development Act included some additional reforms to VOL 40 ISSUE 6 |

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HMTF that will allow Congress to drawdown from the $9.3bn surplus in the HMTF. The U.S. government including the Corps are presently operating under a continuing resolution with budget approval anticipated before the end of the year. Included in the continuing resolution are significant dollars for emergency funding as a result of Hurricane Ida impacts. In addition, the US Senate passed the $1.2tr infrastructure bill where the Corp will be granted $11.6bn in funding to improve the nations resilience to the effects of climate change, including flood control and waterway dredging. Meanwhile, GLDD has appointed Scott Kornblau as its Senior Vice President and Chief Financial Officer effective immediately. In his role, Kornblau will be responsible for overseeing the company’s financial operations including investor relations and strategic and profitable growth opportunities, while managing various accounting functions and information technology. Based in Houston, he will serve on the company’s executive team and report to Lasse Petterson. He succeeds Mark Marinko

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The Houston Ship Canal

who has left the company to pursue other opportunities in the Chicago area. “Scott brings more than two decades of both financial and industry experience to his role at GLDD and I’m pleased to welcome him to our leadership team,” said Petterson. “Our company has seen exponential growth over the last few years and I’m confident Scott’s multidisciplinary leadership will contribute to and elevate our strategic plan.” Prior to joining GLDD, Kornblau held various finance and leadership positions at Diamond Offshore Drilling, Inc., and most recently served as Senior Vice President and Chief Financial Officer. “I’m grateful to further my career at GLDD and continue executing its strategic plan for accelerated growth and delivering value to stakeholders,” said Kornblau. “I look forward to working with the entire GLDD team to further the company’s momentum and proud history in the industry.” Kornblau graduated from the University of Texas at Austin with a degree in accounting and is a licenced Certified Public Accountant in the State of Texas. PEM

PORT ENGINEERING MANAGEMENT PORT NEWS

TO L L E R O R T TO B E C O M E P R E F E R R E D H U B F O R C O S C O S E RV I C E S

The Tollerort-Cosco terminal

will become a ‘preferred hub’ in Europe, meaning it will be the preferred transshipment point for COSCO, where cargo flows will be concentrated. Angela Titzrath, Chairwoman of HHLA’s Executive Board said, “The maritime world is currently facing intense changes. Long-term, trusting customer relationships – like the ones HHLA has tended to for 40 years in trade with China – are that much more important now. The first Chinese vessel was processed at Tollerort back in 1982. Since then, the terminal has become a hub for liner services of what is now COSCO Shipping Lines. Against this background, HHLA and COSCO equally pursue the goal of successfully

PORT NEWS

Germany’s Hamburger Hafen und Logistik AG (HHLA) and China’s COSCO Shipping Ports Limited (CSPL) have successfully concluded negotiations about a strategic investment by CSPL in HHLA Container Terminal Tollerort (CTT) today. CSPL, a terminal operator listed on the Hong Kong stock exchange and member of the COSCO Shipping Group, takes on a 35% minority share in the Hamburg container terminal. HHLA expects the participation to strengthen the relationship with its Chinese partner, as well as long-term planning security for Container Terminal Tollerort and secured capacity and employment in the Port of Hamburg. With the minority interest of CSPL, CTT

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PORT ENGINEERING MANAGEMENT PORT NEWS

securing the future of CTT and an even more efficient dovetailing of Chinese logistics flows in Hamburg.” Zhang Dayu, Managing Director of CSPL added, “Container Terminal Tollerort in Hamburg is a keystone of logistics in Europe and has excellent future development prospects. We look forward to working together with our partner HHLA to unleash the existing potential and further develop of the terminal.” Among others, two Far East services, a Mediterranean service and a Baltic feeder service of COSCO are handled at CTT today. Notwithstanding the agreed minority interest of CSPL, CTT will continue to be open to all shipping lines. CTT is one of three HHLA container terminals at the Port of Hamburg. The terminal has four berths and 14 container gantry cranes. COSCO’s largest container ships have a capacity of 20,000 teu and more are handled here. With its five tracks, the terminal’s own railway station is excellently connected to the hinterland, meaning goods can be moved quickly between CTT and European destinations.

S O U T H A M P TO N ’ S HORIZON CRUISE TERMINAL W E LC O M E S FIRST NCL SHIP During September, The Port of Southampton welcomed the 55,254 gt cruiseship Seven Seas Splendor, the first ship from cruise partner Norwegian Cruise Line Holdings (NCLH) to make an official call at its new Horizon Cruise Terminal. The ship then departed on a 14-night international cruise which will end in Barcelona, Spain following stops in France and Portugal. The port’s £55m, multi-user cruise facility is a strategic partnership with NCLH and MSC Cruises. The NCLH partnership with the Port of

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Captain Diego Michelozzi and Port Director Alastair Welch excha

Southampton secures regular calls to the port from NCLH for a number of years. Seven Seas Splendor’s call marks the first ship’s first call of this partnership. Regent Seven Seas Cruises’ Seven Seas Splendor is ‘Luxury Perfected’. On-board, 551 professional crew members deliver the highest benchmarks of personalised service and comforts for 750 guests in 375 beautifully-appointed suites, ranging from 28.5 - 412.8 m2. The ship’s public spaces include five restaurants and three bars and lounges, while a US$5m curated art collection, more than 500 crystal chandeliers, and over an acre of Italian marble, complement the ship’s sophistication. Rebekah Keeler, Head of Cruise at the Port of Southampton, said, “We are thrilled to welcome the first of Norwegian Cruise Line Holding’s cruise ships to our newest terminal. We hope that the passengers of Seven Seas Splendor enjoy our world-class cruise terminal as they start their holiday. “NCLH and its three awardwinning brands is an important cruise partner for us and we look forward to many more years of welcoming their ships to Southampton.” Graham Sadler, Senior Vice President and Managing Director, Regent Seven Seas Cruises added, “We have a long-standing relationship with the port and have been sailing from Southampton with all three NCLH brands, Norwegian Cruise Line, Oceania Cruises and Regent Seven Seas Cruises, for many years.” “We look forward to further strengthening our partnership with this new and exciting development, which demonstrates our commitment to the UK cruise industry.”

PORT ENGINEERING MANAGEMENT PORT NEWS

ange plaques

D P WO R L D OPENS NEW £3M S TO R AG E PA R K AT S O U T H A M P TO N DP World has opened an 11.5 acre new empty containers park at Southampton to increase storage capacity and maintain service levels Empty Park opened – Southampton

for customers during the peak pre-Christmas season. The new facility will be able to hold additional empty containers to meet customers’ requirements, a critical factor in keeping supply chains moving at a time when dwell times at terminals across the UK have increased. Ernst Schulze, UK Chief Executive of DP World, said, “The new £3m empty park is part of DP World’s on-going £40m investment this year at Britain’s second largest container terminal – designed to take it up to the next level as a smart logistics hub – which will provide customers with speed, security, reliability and flexibility. We now have 25% more storage capacity at Southampton than before which will enable us to maintain productivity and service levels for the vital next few months and beyond.” “Operating two ports at Southampton and London Gateway means that we offer unrivalled flexibility and choice to customers. Volumes can be switched quickly and easily between locations, giving customers more control over their supply chains and increasing security of supply for critical goods coming into the UK. No other logistics business can offer this level of flexibility and certainty.” Southampton has already benefitted this year from the dredging and widening of berths to

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PORT ENGINEERING MANAGEMENT PORT NEWS

ensure continued accommodation of the world’s biggest ships and a £1.5m extension of a quay crane rail by 120 m to ensure the world’s biggest cranes can service the entire terminal. The total investment represents the next step by DP World, the leading global provider of smart logistics, in delivering integrated supply chain solutions for customers. In the first half of 2021, a record volume of cargo was handled at DP World’s two UK ports, with Southampton seeing throughput between January and June of 995,000 teu, the second best first half ever, contributing to a combined UK total of 1,883,000 teu. Southampton and London Gateway have both been awarded Freeport status as part of Solent Freeport and Thames Freeport respectively, further cementing the critical role of both logistics hubs in the UK’s international trade.

D P WO R L D S I G N S AG R E E M E N T W I T H OA S I S G R O U P DP World has announced that OASIS Group has become the latest business to locate at its rapidly expanding port-centric logistics park at London Gateway. Situated on the doorstep of Europe’s largest consumer market and given a further boost by London Gateway being a central pillar of Thames Freeport, the 10,124 m2 warehouse will be taken on a long-term lease by OASIS Group, which provides information management services to clients across the UK and Europe. The news marks the latest in a series of major steps forward for London Gateway, owned by the leading global logistics provider DP World and one of the UK’s largest privately funded infrastructure projects in the last 30 years. It has seen unprecedented levels of interest from potential customers since its Freeport status was announced in March this year and in June DHL, one of the world’s leading contract logistics providers, started construction of the largest warehouse to date on the park.

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Ernst Schulze, UK Chief Executive of DP World, said, “We are delighted to welcome OASIS Group to our port-centric logistics park at London Gateway which is home to supply chain solutions, high-quality warehousing and light manufacturing. It also has outstanding road links and access to an adjacent rail terminal.” “DP World in the UK is at the heart of Britain’s trading future, providing the right trading infrastructure, smart logistical solutions and the benefits of Freeport status to our customers. We believe in the UK market and have the ambition and the resources to boost growth, support businesses, create jobs and improve living standards.” Conan Wade, Group Property and Facilities Director at OASIS Group, added, “We are

PORT ENGINEERING MANAGEMENT PORT NEWS

delighted to have this new facility at DP World’s London Gateway Logistics Park. This is an excellent opportunity to expand our information management business, whilst supporting our ambitious environmental goals. We are attracted by the 21 m clear internal height - which allows for greater operational efficiencies and deployment of optimised racking systems - whilst the rainwater harvesting system, extensive solar panels and bespoke electric vehicle charging all support our ESG strategy. Like all other warehouses at London Gateway, the OASIS Group distribution hub will be built to BREEAM ‘outstanding’ – the world’s leading sustainability standard for building construction. Work will begin in the spring and is scheduled to be completed by October next year.

The OASIS facility at London Gateway

PORT OF T YNE GOES GREEN The UK Port of Tyne now operates a Net Zero Port Centric Warehouse, run entirely using clean energy from renewable sources. Warehouse 21 is used by a wide range of the Port’s 3PL customers, including many household brand names. All internal materials handling within the warehouse is conducted using electric vehicles powered through renewable sources and the lighting

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PORT ENGINEERING MANAGEMENT PORT NEWS

Port of Tyne’s Warehouse 21

within the facility is provided by energy efficient LEDs. As part of Tyne 2050, the Port’s transformation strategy, over £2m has already been invested into new clean energy assets and logistics facilities. This includes energy efficient LED lighting across the entire Port estate and electrified materials handling equipment, all supported by an advanced warehouse management system. A fully Net Zero warehouse demonstrates the Port’s on-going commitment to helping its 3PL customers achieve their environmental sustainability targets, whilst also improving the carbon footprint of the wider logistics and transport industry. “Offering green warehousing services is critical to our 3PL customers, because it means these businesses can source the space they need, while also meeting their sustainability targets,” says Matt Beeton, CEO at the Port of Tyne. “Net Zero achievements are a key part of our Tyne 2050 strategy and at a time when there is exceptional demand for warehousing, we can offer customers the advantage of high quality port centric warehousing, efficiency and sustainability.” The Port of Tyne set out ambitious environmental sustainability targets in its Tyne 2050 strategy, including becoming a carbon neutral port by 2030 and all-electric by 2040. In addition, the Port intends to become a test bed for new clean energy technology by 2025. A range of initiatives are already well underway to enable the Port to achieve these objectives 32

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and by the end of 2021, over 27% of total CO2 emissions will have been reduced through switching to clean alternatives. In 2020, these improvements were recognised by Maritime UK, which awarded the Port of Tyne two industry awards, for Clean Energy Operator and Clean Energy Enabler. Port centric logistics is a popular option for many businesses looking to reduce road haulage miles after shipping goods into the UK from global suppliers. Government statistics show that HGVs account for around 17% of UK greenhouse gas emissions from road transport and around 21% of road transport NOx emissions, while making up just 5% of vehicle miles. Figures show that moving goods by sea using coastal shipping services saves around 80% CO2 compared to the road transport alternative. Storing goods directly at the Port means any onward shipping is minimised because goods are only moved as necessary. Now as a result of working with the Port of Tyne, port centric logistics customers can further reduce the CO2 emissions remaining in their supply chains, by benefiting from the Port’s sustainable materials handling. The Port of Tyne has over 50,000m² of fully racked and Customs-approved port centric warehousing available for commercial customers. Warehouse 21 is a multi-use warehouse and provides high quality storage for tea and a range of consumer and industrial products. PEM

PORT ENGINEERING MANAGEMENT LNG FUEL

G R OW T H I N L N G - F U E L L E D P R O J E C T S library of other guidance, are available freely as part of SGMF membership. Non-members can also purchase hard copies. Mark Bell, General Manager, SGMF commented, “The rhetoric around LNG is rising to fever pitch, but SGMF remains a calm voice calling for consistent safety standards to be applied to the most widely available of shipping’s alternative fuels. We are delighted that our working groups have been able to contribute further to the consolidation of safety standards with these two important publications.” Meanwhile, SGMF has set up its first regional committee to facilitate cooperation and information sharing as uptake of LNG-fuelled ships surges in the Asia Pacific. The new body held its first meeting during June and already has an ambitious work agenda. Its first tasks will be to prepare a publication on the pathway to green ammonia and a regional dashboard tracking trade patterns to measure the multifaceted impact of conversion to gas as marine fuel. This dashboard will build

LNG FUEL

The Society for Gas as a Marine Fuel (SGMF) has published two new guidelines to improve the safety of LNG-fuelled ships. The documents are intended to assist greater standardisation in crew competency and vessel design. SGMF’s Operation of ships with LNG – competency and assessment guidelines defines the skills required for any party involved in the preparation, storage, handling and use of gas as a marine fuel. The guidance can also be used by organisations developing training in these competencies. A new Technical Guidance Note recommends on the best locations for bunker manifolds or bunker stations on gas-fuelled ships. The guidance complements existing SGMF documentation on manifold arrangements and is intended to promote compatible bunkering operations across a widening range of bunkering facilities and installations. Both publications were prepared by working groups comprising SGMF members. They, along with an extensive A LNG-fuelled PCTC

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on an existing East Coast Australia dashboard developed by DNV, released late 2020. Meanwhile, industry coalition SEA-LNG recognises significant growth in LNG-fuelled vessel orders in 2021. According to the latest report from Clarkson Research Services, LNGfuelled vessel orders are approaching 30% of gross tonnage on order, representing a substantial part of shipping’s overall capacity when these vessels are delivered. This year (2021) has been a banner year for new LNG dual-fuel vessel construction contracts as reported by DNV and others. This trend is expected to continue. Major deep-sea sectors of the maritime industry are embracing LNG in efforts to reduce both local and global emissions, as LNG-fuelled vessels are one of the only options today that meet the reduced emissions required of environmental finance. It is anticipated that over 90% of the new PCTCs that will enter the market in the coming years will be LNG dual fuel. Likewise, containership owners and operators are moving to LNG-fuelled tonnage, with orders for LNG-fuelled liners increasing five-fold since January 2020. Tankers and bulkers are also following suit, with increases of seven-fold and two-fold respectively over the 18-month period.

MAN TESTING SLNG During late September, the 13,000 dwt, 1,036 teu containership ElbBLUE bunkered synthetic LNG (SLNG) at the Port of Brunsbuttel on the Elbe, Germany. This is the first such bunkering operation undertaken using SLNG and is being carried out as a test case for the owners and engine manufacturers (MAN Energy Solutions). MAN engineers will accompany the ship on her voyage from Brunsbuttel to St Petersburg, Russia, and then back to Brunsbuttel. The MAN team will be monitoring all necessary details of the engine’s performance including, pressures, temperatures, revolutions, emissions etc, although, according to Stefan Eefting, Head of MAN PrimeServ Augsburg, “There is no

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expectation that the results will be any different from the ship’s normal operation – running on LNG. “This represents another important milestone and will once more demonstrate the feasibility of the Maritime Energy Transition, which a MAN Energy solution has been promoting for several years. We have found the perfect partner in Wessels Reederei. Now it’s the duty of politics. After the conversion of the Wes Amelie, a government support programme has been set up for the conversion of more ships to LNG. To make SNG a viable and available option for shipping, governments and regulators need to work closely together. At present, this fuel is far too expensive and not available in sufficient quantities for longterm use.” To demonstrate that SLNG can successfully be used as a marine fuel, 20 of the 120 tons of LNG that the vessel typically uses on such a round trip will be replaced by climate-neutral SLNG. As a result, CO2 emissions are expected to decline by 56 tonnes for this trip. As the Wes Amelie, the ship was converted from HFO-driven diesel engine to LNG during 2017 at Germany’s German Dry Docks in Bremerhaven. At that time she was the first vessel to move to LNG fuel using MAN units. The vessel was built during 2011 as the Wes Amelie by China’s Jiangdong Shipyard, Wuhu and is owned by Germany’s Wessels Reederei, Haren Ems and is part of the Unifeeder pool. She is powered by and MAN 8L51/60 dual fuel diesel engine, which has an output of 9,000 kW. Since 2017, MAN Energy has converted some 10 vessels/year to LNG, however, it will need a massive increase in this figure to attain IMO’s climate target by 2050. Meanwhile, GoodFuels and Unifeeder have together completed their first bunkering of sustainable marine biofuel in the Port of Rotterdam. Under this new partnership, the 14,669 dwt shortsea containership ElbSUMMER was bunkered with a blend of marine biofuel produced from 100% sustainable feedstock and marine gasoil (MGO) before starting its journey towards Helsinki, Finland. This is the first bio-bunkering between GoodFuels and Unifeeder, and aligns with both

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companies’ ambition to significantly reduce the carbon footprint of European transportation and improve the environmental impact of the shipping industry. GoodFuels supplies sustainable biofuels to the global shipping industry that ‘drop in’ existing engines without requiring any modifications to the engine components or fuel infrastructure, and enable instant decarbonisation impact. GoodFuels’ sustainable marine biofuels reduce CO2 emissions by up to 90% well-to-exhaust, and eliminate SOx emissions almost entirely. Its entire portfolio of biofuels is 100% sustainable because they are produced from various certified feedstocks labelled as waste or residue. Similarly to GoodFuels, Unifeeder, which is part of DP World, is also positioning itself as a frontrunner for sustainability in shipping, and is fully dedicated to reducing Greenhouse Gas emissions with its own target of decarbonising its fleet by 50% by 2040. Partnering with GoodFuels is an impactful and immediate way of Unifeeder achieving these goals by using a solution that is market-ready and available today.

GA S U M W I N S F I N N I S H C O N T R AC T AND BUNKERS CRUISESHIP Finland’s Gasum has won the framework agreement in a competitive tendering process organised by the Finnish government central purchasing body, Hansel Ltd. Gasum will supply LNG, to the Finnish Transport Infrastructure Agency and the Finnish Border Guard for 20212022 as set forth in the framework agreement. The framework agreement has two years additional option. LNG as a marine fuel meets the current as well as future emission limits. Meanwhile, during late September, in the port of Le Havre, France, Finland’s Gasum bunkered LNG to Le Commandant Charcot, PONANT’s latest LNG-fuelled newbuilt polar exploration vessel.

The ElbBLUE being bunkered with SLNG

This operation marked Gasum’s first LNG delivery in France and the first LNG bunker operation in the port of Le Havre. Gasum and PONANT share the dedication both to excellence and to reducing the environmental footprint of the shipping industry. Le Commandant Charcot, named after the renowned French polar scientist and explorer Jean-Baptiste Charcot, is the first hybrid-electric polar exploration ship powered by LNG. This unique polar exploration vessel is the latest addition to PONANT’s fleet and is set to sail the Arctic and Antarctic regions. “We have been working on this natural gas powered polar exploration ship project for six years and this is already the second LNG bunkering operation we have carried out with Gasum since the delivery of the ship during late July 2021. These LNG bunkering operations represent the culmination of several years of analysis, engineering and testing to perform these operations safely and with maximum efficiency. The ship reached the Geographic North Pole for the first time during early September 2021, using LNG throughout its journey. We are fully satisfied and particularly proud of the technical innovations developed on this ship that have enabled us to achieve this exceptional performance. Le Commandant Charcot is the first passenger ship equipped with high pressure membrane LNG tanks offering up to two months of autonomy on LNG, greater flexibility in its VOL 40 ISSUE 6 |

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bunkering and operation, and guaranteeing enhanced safety. She paves the way for new and more environmentally friendly LNG propulsion methods and helps to meet the CO2 reduction targets set out in the Paris Agreement.” said Hervé Gastinel, CEO of PONANT. Reducing emissions is crucial as she will be operating in fragile environments, such as the waters of the North Pole and Antarctica. LNG is currently the most environmentally friendly maritime fuel available. Switching to LNG removes completely SOx, PM and reduces NOx emissions up to 85%. LNG also emits at least 20% less CO2 when compared to traditional maritime fuels. Maritime traffic contributes up to 3% of the world’s total GHG emissions, which contributes directly to global warming. Gasum is leading the way towards a cleaner future for maritime transport by operating as a premium supplier of

WÄ R T S I L Ä AWA R D E D I TA L I A N A N D H M D C O N T R AC T S Finland’s Wärtsilä has been awarded a contract to supply a complete cargo handling system for a new LNG bunkering vessel. The ship is being built at the Nantong CIMC Sinopacific Offshore and Engineering shipyard in China for Fratelli Cosulich S.p.A, the Italy based shipping group. The Wärtsilä system selected for this 8,200 m3 capacity bunkering vessel includes a complete engineering, design and equipment supply package for the cargo handling system, including a loading and discharge system, a boil-off gas (BOG) management control and integrated fuel supply system, as well as the custody transfer and bunkering transfer systems. The Wärtsilä equipment will be delivered commencing in 2022, and the ship is expected to start commercial operations in 2023. It will

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The Le Commandant Charcot being bunkered with LNG

probably operate around Italy’s coastline in the Mediterranean Sea. Meanwhile, Wärtsilä has received two more orders for its complete LNG cargo handling and fuel system. The contract has been awarded by South Korea’s Hyundai Mipo Dockyard (HMD), the yard building two LNG bunkering vessels for which the Wärtsilä systems will be required. The 18,000 m3 capacity ships have been ordered by Korea based owners Pan Ocean and Korea Line LNG. The complete Wärtsilä solution selected for these orders includes the system engineering and design, the boil-off gas (BOG) management control with an integrated fuel supply system, and the custody transfer system. The equipment is scheduled for delivery to the yard during the first half of 2022. Wärtsilä Gas Solutions is a market leader with innovative systems and lifecycle solutions for the gas value chain. Our main focus areas are the handling of gas in seaborne transport (storage, fuel, transfer and BOG management), gas to power, liquefaction and biogas solutions. We

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BV AWA R D S A I P F O R M A L AYS I A N BUNKER VESSEL

help our customers on the journey towards a sustainable future through a focus on lifecycle, innovation and digitalisation.

France’s Bureau Veritas (BV) has delivered an AiP to Malaysia’s LNG Marine for its first LNG Bunkering Vessel concept, which is also the first of its kind ever developed by a Malaysian company. The development of LNG-fuelled ships is one of the key steps taken by the shipping industry to reduce its emissions and make the transition to a lower-carbon future. Meanwhile, the increased size of this new breed of LNG-fuelled ships is driving bunkering needs well beyond the capacity of LNG trucks previously used for smaller bunkering operations at terminals. This has led to the development of LNG Bunkering Vessels (LNG BVs). The vessel design will reflect industry best practice, as well as the latest features for LNG bunkering operations to cater for all types

An artist’s impression of the Fratelli Cosulich LNG bunker vessel

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and sizes of LNG-fuelled ships. BV reviewed the design and confirmed that it meets the technical and regulatory requirements and safety standards. The vessel will integrate the most recent notations in terms of cyber management (CYBER MANAGED notation) and environment protection (CLEANSHIP, GREEN PASSPORT notations). The vessel will also have provision to incorporate a battery-hybrid for reducing its GHG emissions in future operations.

A E T TA N K E R BUNKERED IN THE US During October, Singapore’s AET completed its first ever LNG bunkering in the US, working in co-ordination with Shell to refuel the LNG dualfuel Aframax tanker Pacific Ruby outside Port Canaveral in Florida. The transfer of 600 tonnes of marine LNG onto the 113,305 dwt vessel from the Q-LNG

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The Pacific Ruby being bunkered with LNG

During October, Singapore’s AET completed its first ever LNG bunkering in the US, working in co-ordination with Shell to refuel the LNG dualfuel Aframax tanker Pacific Ruby outside Port Canaveral in Florida. The transfer of 600 tonnes of marine LNG onto the 113,305 dwt vessel from the Q-LNG 4000 bunker barge was safely and successfully completed within three hours while the entire bunkering operations took nine hours. The operation was co-ordinated by AET and Shell NA LNG LLC while Pacific Ruby was on its way from Houston bound for Rotterdam. AET’s Commercial and Operations Teams out of Houston both commercially and operationally managed the full process with Shell and the crew of the Pacific Ruby ensuring efficiency and safety for this first vessel bunkering in the US. This bunkering milestone also represents further progress in AET’s commitment to reduce the environmental impact of shipping by using lower emission fuels world-wide. At the same time, it also represents another example of the rapid extension of LNG bunkering facilities in the US and globally, allowing LNG supply for transatlantic tanker routes between Europe and the US. PEM

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As announced earlier this year, Cargotec and Konecranes will merge to create a global leader in sustainable material flow. The merger is expected to take place by the end of the first half of 2022, and Cargotec and Konecranes have announced the planned high-level operating model and leadership team of the Future Company. “The planned high-level operating model of the Future Company is the result of months of integration planning work and the benchmarking of best practices across various industries, and the selection of the planned leadership team is the result of a rigorous selection Mika Vehviläinen

process. Today marks a major step forward on the road to creating a global leader in sustainable material flow, and I’m confident we will have the right leaders to unlock that potential,” said selected Future Company President and CEO Mika Vehviläinen. The Future Company aims to be a customer-centric organisation of top global talent. The Future Company’s designed high-level operating model would be a customer-centric model as the planned four independent businesses would each serve one clear customer segment - industrial, maritime, ports and roads. This would ensure decision-making close to the customer by fully empowered, agile businesses. After the completion of the merger, the Future Company is planned to consist of the following businesses, with their leaders being members of the Future Company leadership team and reporting to the Future Company President and CEO Mika Vehviläinen. The naming and branding of the planned businesses is part of the integration planning work and is currently on-going. The Future Company plans to combine Konecranes’ Service and Industrial Equipment Business Areas to strengthen the position as a global lifting leader. This would leverage service and equipment offerings and customer excellence to unlock sales opportunities throughout the lifecycle for industrial customers and support the extended lifetime of sustainable lifting products. This business would be led by Fabio Fiorino, currently Executive Vice President, Business Area Service at Konecranes. Cargotec’s current MacGregor business would continue to serve shipbuilders, shipowners and operators with a strong portfolio of products, services and solutions. As part of a larger group, the business would benefit in areas including sustainability,

PORT EQUIPMENT

C A R G OT E C A N D KO N E C R A N E S ANNOUNCE D E TA I L S OF FUTURE C O M PA N Y

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procurement and digital. This business would be led by Leif Byström, currently President, MacGregor at Cargotec. The Future Company plans to create a new business by combining Cargotec’s Kalmar and Konecranes’ Port Solutions to be a true lifecycle partner for port and terminal customers, capturing technology, innovation and scale benefits to deliver end-to-end material handling solutions including equipment, software and services. This business would be led by Michel van Roozendaal, currently President, Kalmar Mobile Solutions at Cargotec.

WO R L D P R E M I E R E AT T H E U N I K A I TERMINAL IN HAMBURG The Port of Hamburg is the first in the world to use the technical innovation carpodX for vehicle inspection. HHLA subsidiary Unikai is using the system developed by the C.A.R. Consulting Group for a thorough, automated check of new and used vehicles before they are shipped via its ro/ro facility. Hartmut Wolberg, Managing Director of Unikai said, “After a successful test phase, we are now using the carpodX in the normal course of vehicle inspection. The system documents every detail of the vehicles that roll through the system during normal operation. This allows us as a port logistics company to concentrate on handling instead of taking thousands of manual reports and painstakingly archiving them.” At Hamburg’s multi-purpose terminal O’Swaldkai, a teu was set up that can be passed through like a tunnel. Within three seconds, 43 cameras take more than 4,000 photos of the passing vehicles. Every area is completely documented, from the underbody to the roof rails. Timo D. Pasila, Managing Director of the C.A.R. Consulting Group added, “CarpodX is a fully40

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automated digital condition capture system that can be integrated extremely well into any continual vehicle handling process and is much faster than the conventional visual inspection method. The vehicle does not need to stop, the high definition quality images are more accurate, and our digital inspection container can be placed wherever it is required. This technology also facilitates a more transparent handover procedure whereby eventual damages are assigned to the correct liable party. We are thereby making the vehicle handover inspection and the claims process fairer. Moreover, the carpodX unit is mobile, ‘plug and play’ and robust, and its capacity is practically unlimited. The vehicles move through carpodX during on-going operations so that there is no reduction in productivity.” In addition, the photos taken by carpodX are used in a second step to train artificial intelligence through ‘deep learning’. The goal is to develop AI software that automatically detects and reports damage to vehicles. The system currently in use has to check to see which of the photos shows actual damage – with the help of terminal workers. Through the constant comparison of image and reality, the quality of the automatic image recognition continually improves. The carpodX system for vehicle inspection

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I TA L I A N T E R M I N A L O R D E R S T WO KO N E C R A N E S ’ G OT T WA L D C R A N E S Italy’s Terminal Flavio Gioia (TFG) has ordered two eco-efficient Konecranes Gottwald mobile harbour cranes for its terminal in Naples, bolstering its material handling capacity to keep up with demand. The first order was placed in March 2021, and the option for a second was exercised in August, reflecting the need to quickly ramp up business. The first crane is already in operation and the second will start in early 2022. TFG is the main terminal of Gruppo Bucci, specialists in international logistics based in Naples. The company provides manufacturers in Italy with import and export services including the management and handling of container shipments, and multimodal connections to and from local destinations. “The cranes we’ve ordered in 2021 are central to our long-term growth plan to expand and

The TFG mobile harbour crane

improve our logistics offering. We’ve had a strong partnership with Konecranes for nearly 20 years, and they’ve always shown us a humble, reliable and professional commitment that we value,” says Roberto Bucci, Chairman and Founder of Gruppo Bucci. “TFG extended their order from one to two cranes very quickly, showing they trust our technology to realise their logistical ambitions. This trust comes from our long and successful history working together, and we look forward to taking that into 2022 and beyond,” says Gino Gherri, Regional Sales Manager for Konecranes Port Solutions. The crane ordered in March was a Konecranes Gottwald Model 7 mobile harbour crane in the G HMK 7608 variant, with a working radius of 54 m and a capacity of 150 tonnes. The second crane will be a Model 6 in the G HMK 6507 variant, with a working radius of up to 51 m and a capacity of 125 tonnes. With their long reach, high working speed and range of attachments, the cranes have the precision and flexibility to handle both

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breakbulk and general cargo. Remote monitoring will make maintenance and repairs easy to plan. There is built-in readiness for an external power supply, so conversion to electric operation will be easy when resources allow. A range of Smart Features is included that will improve performance and efficiency, bringing the cranes in line with EU climate directives and Italy’s National Industry 4.0 Plan, a state strategy that encourages industrial innovation. A strong focus on customers and commitment to business growth and continuous improvement make Konecranes a lifting industry leader. This is underpinned by investments in digitalisation and technology, plus our work to make material flows more efficient with solutions that decarbonise the economy and advance circularity and safety.

KALMAR GETS ORDERS FROM K E N YA A N D AU S T R A L I A Kalmar, part of Cargotec, has secured two orders from long-term customer Kenya Port Authority (KPA) for its Mombasa Container Terminal. The first order is for three forklift trucks and the second order, for eight reachstackers. All machines are scheduled for delivery in the first quarter of 2022. KPA manages and operates the Port of Mombasa and all scheduled seaports along Kenya’s coastline. The port is the gateway to eastern and central Africa and is one of the busiest on the east African coastline. KPA’s diverse equipment fleet includes Kalmar terminal tractors, forklift trucks, reachstackers and rubbertyred gantry cranes. These new orders closely follow orders for four Kalmar Gloria reachstackers delivered in 2020 and a total of 50 Kalmar terminal tractors, delivered to KPA in 2019 and 2020. The reachstacker order comprises four Kalmar Gloria reachstackers and four reachstackers for 42

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The Kalmar forklift truck

empty and semi-laden container handling, while the forklift truck order comprises two medium machines and one heavy machine. Meanwhile, Kalmar has received a large repeat order of six Kalmar automatic stacking cranes (ASCs) from Victoria International Container Terminal (VICT). The new Kalmar ASCs will enable VICT to expand its current capacity at the Port of Melbourne located at Webb Dock East. VICT, owned by International Container Terminal Services (ICTSI) is Australia’s first fully automated container terminal which welcomed its first vessel in March 2017 and since then has handled the largest in capacity, longest in length and highest exchange within Australia in a single call. The 35-hectare terminal has a design throughput capacity of over a million teu and is the only terminal in Melbourne capable of handling the largest container vessels. The six new Kalmar ASCs are part of VICT’s capacity expansion programme, and the cranes will join the current fleet of 20 Kalmar ASCs operating at VICT that have been delivering truck turn times of sub-35 minutes. The cranes will be delivered fully erected and tested to ensure rapid, smooth integration into the terminal’s automated operations. VICT’s automated operations are powered by Kalmar One automation system – a complete end-toend system that combines Kalmar automated equipment and a pre-integrated and tested

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software solution. The OneTerminal deployment at VICT currently includes the recently upgraded Navis N4 Terminal Operating System (TOS), a Kalmar automatic stacking crane system with 20 Kalmar ASCs, 11 Kalmar AutoShuttles, and the Kalmar automated truck-handling system. Earlier this year, VICT ordered an additional six Kalmar AutoShuttles to be delivered by the end of this

year, increasing their total fleet to 17 units. Kalmar is also responsible for the maintenance and support of the automated container handling software solution operating at VICT as well as related technical support. In 2020, VICT signed a three-year Kalmar Parts Care agreement covering the availability of Kalmar genuine spare parts for their fleet of Kalmar equipment.

C PA U P G R A D E S P R O P R I E TA RY C R A N E A N A LYS I S S O F T WA R E Casper, Phillips & Associates Inc. (CPA) has upgraded its proprietary crane analysis software, used for pre- and post-processing during finite element analysis of cranes. The crane analysis software suite, which is a set of programmes

that perform both pre- and post-processing, was developed with container cranes in mind. The pre-processing module is used to develop criteria, geometry, and loads. Users note how The Victoria International Container Terminal (VICT)

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quickly wind loads can be developed using different design codes and boundary layer wind tunnel tests. Pre-processing is the creation of the mathematical model of the crane structure (defining structural beams, and load cases). Processing is when you take the math model and solve it to get the forces in each structural member (beams and columns). Post-processing is when you take the forces in each structural member and check to see if the structural members have adequate strength and resilience. This stage also includes checking overall crane stability (tipping over) and making sure that the crane doesn’t overload the dock. In addition to container cranes, CPA has also used the software to analyse other material handling equipment, such as 500 tonne+ capacity Goliath gantry cranes, offshore floating cranes, stacker cranes, electric overhead travelling (EOT) cranes, bulk ship loaders, and unloaders. The versatile programme has also been used on industrial structures and docks. The company offers a wide variety of services, including procurement, specification, design, manufacturing review, modification, and accident investigation—has introduced a myriad of new features, including the addition of EN 13001 to the existing library of crane codes. CPA said that the standard is being updated ‘more regularly’ than the popular European crane design code European Materials Handling Federation (FEM). Many ports in Asia and Europe are starting to adopt EN 13001 for this reason. Richard Phillips, mechanical engineer at CPA, said, “We can, and will, highlight the multitude of features that complete the system but more holistically it is a showcase of our design and design review services. Ports and terminal operators repeatedly note the effectiveness of the software - we’re not looking to generate sales, as such. With our software a crane structure can be analysed in two to four weeks, depending on the complexity. A new crane design requires a structural analysis to assure the crane meets the purchaser’s requirements as well as applicable codes and standards. Structural analysis is also required if an existing crane design is used in a new geographic region that is subject to higher wind loads or earthquake loads.” 44

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The upgrade allows CPA to analyse a crane structure quickly without compromising on quality. This will shorten the window for the design review and verification, which ultimately cuts down on the delivery time of the crane. Crane fabricators have also hired the company directly to help them with their crane designs. Notably, CPA has added detailed thin panel buckling output, so the user can quickly figure out which panel is over and which load case governs. Buckling will display the governing load case not only for each plate, but each panel between stiffeners. Thin panel buckling is a localised failure of a slender plate that is part of a large beam. The detailed buckling output will automatically show the user which load case is causing the buckling issue and where the thin panel buckling occurs on the beam. This allows the user to quickly optimise the design. Once the pre-processing is complete, the model is loaded into SAP2000, a commercial Finite Element Analysis programme. SAP2000 solves the model and will output all forces, moments, and reactions to the post-processing programmes. However, SAP2000 does not support crane design codes, which led CPA to create programmes that use the SAP2000 output and check the structural members to the most popular crane codes. Phillips said, “[SAP2000] is the best analysis software for beam modelling - it has the best non-linear time history analysis routines. For this reason, we chose SAP2000 as the processing engine for our software suite.” CPA is upgrading its proprietary crane analysis software, used for pre- and post-processing during finite element analysis of cranes.

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He reiterated that the programmes for stress, buckling, and fatigue will automatically analyse every structural member and check every load case. This includes checking each load case for the wind angle that maximises the stress at each structural member. This new proprietary crane analysis software is compatible with a series of design codes, including those of FEM, AISC, BS5400, DIN 15018, CMAA 70, and EN 13001. It is compatible with Windows-based PCs.

P & O F E R RY M A S T E R S E X PA N D S SIZE OF REEFER TRAILER FLEET P&O Ferrymasters has announced the expansion of its fleet of reefer trailers, to enable more customers to benefit from the end-to-end logistics company’s expertise in solving supply chain challenges for temperature-controlled goods. The 25 new specialist trailers are being introduced to provide additional capacity for a major new partnership with an international business. Combining energy-efficiency, tailored temperature management, competitive pricing, track and trace and impeccable hygiene, the reefer trailers offer customers expert end-to-end temperature-controlled transport across Europe. Thorsten Runge, Managing Director of P&O Ferrymasters, said, “This major expansion in our reefer fleet is the latest example of our ongoing investment in new equipment, new sites and new capabilities, all of which are designed to help customers solve complex supply chain challenges. Working in partnership with our parent company, DP World – the leading provider of smart logistics solutions – our aim is to use our global network to maintain and build flows at a time when international trade is going through change. “The establishment of 24/7 operating enables

us to deliver 70% of the business during night time hours and on weekends. This flexibility ensures rapid rotation speed and reliable passage of fresh, perishable produce throughout the United Kingdom, saving customers’ precious time, providing greater visibility on the status of goods and facilitating the creation of robust supply chains.” Sustainability is at the heart of the fleet expansion. After a rigorous audit process, the British Retail Consortium Global Standards has renewed P&O Ferrymasters’ Agent and Brokers certification for their Dover and Amsterdam offices, awarding reefer trailer activity in Europoort its highest AA status for the carriage of food products – the ultimate endorsement of quality. An array of plugins available at the quay and vessels will result in significant CO2 savings, supporting P&O Ferrymasters’ objective of integrating sustainability into its operations to make a positive contribution to economies and communities. P&O is a leading pan-European ferry and logistics group at the heart of Europe’s economy and a part of DP World, the leading provider of smart logistics solutions and enabler of the flow of trade across the globe. P&O Ferries is a major provider of freight transport and passenger travel services, sailing on eight major routes between Britain, France, Northern Ireland, the Republic of Ireland, Holland and Belgium. Working closely with P&O Ferries, its logistics business P&O Ferrymasters operates integrated road and rail links to countries across the continent including Italy, Poland, Germany, Spain and Romania, and facilitates the onward movement of goods to Europe from Asian countries via the Silk Road. PEM P&O Ferrymasters’ reefer trailers

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PROJECTS

T I DA L E N E R GY PROJECT IN N OVA S C OT I A

Every day, huge amounts of seawater flow in and out of Minas Passage in Nova Scotia, Canada. Now these water masses will create electricity through the establishment of the world’s first floating tidal power array, the Pempa’q In-stream Tidal Energy Project. Seasystems contributes with mooring technology for the first phase being installed this autumn. The Bay of Fundy on the east coast of Canada is famous for having the highest tides in the world which can provide predictable renewable energy. The daily replacements of water will now be used to produce electricity for the Canadian power grid. This year, Scottish Sustainable Marine will deliver the first development phase of the Pempa’q Project. When completed, the project will provide up to 9 MW of electricity to the province’s power grid. This is enough to power around 3,000 homes and will reduce GHG emissions by 17,000 tonnes of CO2 annually. The first phase comprises a 420 kW PLAT-I tidal energy platform, and Seasystems AS has been commissioned to supply adjustable mooring tensioners. Lying on the seabed, these are attached to the anchors that hold the power station in place in the strong tidal current – connecting the anchor chains with the anchors. “This is an exciting and important breakthrough for Seasystems. In the global transition to more sustainable forms of energy, it is extremely inspiring to take part in such a ground-breaking project as Pempa’q. This is the first

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mooring contract we secure within floating tidal power, representing an important breakthrough for the company. We are thrilled to be entering new and progressive markets across the vibrant renewable energy sector, contributing towards a sustainable, low-carbon future,” says Seasystems Managing Director, Torkjell Lisland. For the past five years, the company has adjusted its strategy from being purely a supplier of equipment to the oil and gas industry to focusing on deliveries to aqua culture and floating renewable energy. In 2020, Seasystems secured a contract to supply mooring equipment to Hywind Tampen, Equinor’s new floating wind farm, marking the firm’s first hardware contract in the floating wind power market. Seasystems has joined forces with Swift Anchors, a division of Sustainable Marine, in developing a unique hybrid mooring connector and anchor solution, specifically targeting wave, tidal, floating wind, floating solar, ocean thermal energy conversion, deep water aquaculture and other challenging anchor applications. This new solution, applied to the Pempa’q project, involves the integration of Seasystems’ adjustable mooring tensioners with Swift Anchors’ broad anchor product portfolio – including groutless rock anchors, screw anchors, drag embedment anchors and grouted self-drilling piles. “Our latest venture with Swift Anchors will further catapult our business into the marine energy market,” Lisland says. “We are pleased with our alliance with Seasystems, which has strong reputation for innovation in the maritime market. The integrated tensioning system significantly eases the installation process for any floating platform and provides increased flexibility in the mooring system design,” says Swift Anchors Managing Director, David Ainsworth.

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The Pempa’q In-stream Tidal Energy Project

The Pempa’q Project offers several benefits, both locally and globally. First and foremost, the tidal power plant will provide predictable, renewable, and clean energy. Globally, this means lower GHG emissions and less harmful effects on the climate and the environment. Locally, it means reduced dependency on coal as an energy source, and fewer harmful effects on the local environment. The development also provides more skilled jobs in the province, and the location at the Fundy Ocean Research Centre for Energy means that there is already infrastructure in place to bring the electricity ashore and into the power grid. The name of the power development has been chosen to honour the indigenous communities around Fundy Bay. Pempa’q is the indigenous people Mi’kmaq First Nations’ word for ‘rise of the tide’.

provide a clean, quiet and versatile alternative to diesel pumps, with advanced modern motors for energy efficiency, and excellent performance using any available power source. They are ideal for a wide range of applications across sectors including construction, civil engineering, quarrying, waste treatment, marine and utilities. The GP100E is an industry-leading 4” electric pump that enables customers to drastically reduce their carbon footprint without compromising on performance with a flow rate of up to 42 litres/sec and solids handling of up to 44 mm. Meanwhile, the GP150E 6” electric pump can handle flows of up to 80 litres/sec and solids of up to 52 mm, while providing a similarly flexible and energy efficient solution. Both compact, lightweight pumps provide hours of quiet, unattended operation for continuous use and hardwearing parts for a robust solution in harsh operating environments. Automatic priming and re-priming on both models ensures maximum efficiency, while varied control options and compatibility with generators enable flexible deployment, even where an existing electrical power source is not available. Chris Graham, sales director at Sykes Pumps, commented, “Climate change commitments

SYKES INTRODUCES T WO N E W ELECTRIC PUMPS Pump hire specialist, Sykes Pumps, has reiterated its commitment to helping customers go greener with the addition of its GP100E and GP150E electric pumps to its extensive UK-wide port folio. The new additions to the Sykes Pumps fleet are part of the company’s strategy to help its customers address tightening environmental legislation, ambitious green targets and the phase out of red diesel from April 2022. Both general purpose pumps have been designed to

The Sykes Pumps’ GP100E electric pump

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outlined by the UK government require a huge 78% reduction in carbon emissions by 2035. We know that environmental best practice and compliance is important to our customers so we are investing ahead of time to ensure we’re able to help them achieve their environmental goals and obligations. “Our roadmap to delivering greener solutions is well-established and this is another key milestone on that journey. We’re looking forward to continuing to lead the industry in making greener pump technologies available across all aspects of our wide-ranging fleet.”

JA N D E N U L C O N T R AC T S C A S TO R M A R I N E TO C O N N E C T ENTIRE FLEET Jan De Nul Group has moved its entire fleet of 82 vessels and jack-up barges to Castor Marine’s global VSAT and Iridium connectivity network on a long-term contract to guarantee solid vessel connectivity. Since all vessels are operational around the globe, Castor Marine was challenged to migrate vessels remotely to its network using the existing equipment on-board within a tight deadline. Castor Marine successfully migrated 98% of the fleet within 3 months after contract signing, with up to six migrations a day. The project is a fine example of the company’s engineering capabilities to manage complex migrations. Castor Marine delivers a tailored VSAT solution for Jan De Nul’s fleet, with quality of services specified on the customer’s VLAN level. The Jan De Nul fleet benefits from the flexibility Castor Marine can provide in its global VSAT network allowing Jan De Nul to easily scale up based on the ad hoc, dedicated high bandwidth demands per vessel. Included in the internet package are high48

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quality on-board voice services based on local Belgian telephone numbers for the vessels, which allows cost efficient phone calls at local rates. Along with the VSAT, Iridium and VoIP services, Castor Marine delivered 15 new Sailor 900 VSAT antennas and Sailor 4300 Iridium Certus antennas replacing existing hardware on-board. For the newbuild jack-up installation vessel Voltaire and the heavy Lift vessel Les Alizés, Castor Marine supplied a complete new set of antenna systems based on the recently launched Sailor 1000 XTR VSAT antennas, including below deck equipment. “It is nice to work with an agile and technically advanced partner. Flexibility is very important to Jan De Nul to cater for temporary project upgrades and downgrades. Castor Marine monitors these developments and communication lines are very short. We attach great importance to mutual trust. So far, everything is going as desired with our new KU & L-Band supplier,” said Nils Crabeel, Communication Manager at Jan De Nul Group. “It’s an honour to serve the Jan De Nul fleet with our services as Network Operator. I’m proud that we can deliver our flexible airtime solutions with high bandwidth capabilities to Jan De Nul on a global scale and that we can match the expectations of Jan De Nul with respect to high quality, flexibility and service levels,” added Mark Olthuis, Director Maritime Offshore & Energy. An artist’s impression of Jan de Nul’s Les Alizés

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HPC has been commissioned by GDWS to conduct a study on information services for ports and terminals

H P C TO S U RV E Y I N F O R M AT I O N S YS T E M S F O R I N L A N D WAT E RWAY PORTS AND TERMINALS IN EUROPE HPC Hamburg Port Consulting has been commissioned by the German DirectorateGeneral for Waterways and Shipping (GDWS) to conduct a study on information services for ports

and terminals. The analysis is being carried out as part of a European project aimed at developing a digitalisation strategy for freight transport on continental Europe’s inland waterways. As the central federal authority of the Federal Waterways and Shipping Administration, the GDWS is participating in the ‘Digitalisation of Inland Waterways’ (DIWA) project, which is funded by the EU’s Connecting Europe Facility (CEF) programme and involves four other national inland waterway authorities - the Netherlands, Belgium, France and Austria. The project aims to develop a common, integrated strategy for the digitalisation of the inland waterways of the TEN-T corridors, making the transport mode more competitive and sustainable in the long term. “We at GDWS are pleased that, together with our European project partners, we will be able to help shape the future of European inland waterway transport and to contribute to this environmentally friendly mode yielding an even VOL 40 ISSUE 6 |

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better performance,” say Thomas Wagner, Head of Department for Inland Transport Engineering and Tobias Aretz, National DIWA Co-ordinator (both GDWS). As part of the business process developing a framework for the DIWA master plan, HPC has been commissioned to explore the information services for ports and terminals. The focus will be on building an inventory of the data interfaces between inland navigation operators and European ports, as well as the IT system landscape. The aim is to determine the existing level of digital maturity and future potential with regard to the digitalisation of the processes engaging ports and inland navigation. “Against the background of the heavy utilisation of road and railway systems, the integration of inland navigation into the overall development of intermodal transport concepts is very welcome,” says Hartmut Beyer,

VA L E P O R T L AU N C H E S N E W MARINE SENSING A N D M O N I TO R I N G INSTRUMENTS Valeport recently launched the new Bathy2, an exciting evolution in the collection of bathymetric data, the formal release being during the first half of 2022. Also making their debut on the manufacturer of environmental sensors stand, are four innovative instruments designed with ease of use at their core, where a much improved user experience is now available alongside the highest quality, precise data. Bathy2 –this new integrated sensor suite is designed to meet customer bathymetric requirements for a reliable, accurate and robust instrument with more functionality to suit specific operations up to 6,000 m in depth. An

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authorised signatory at HPC. He is convinced that, “the digital transformation of the inland waterways network will significantly increase the attractiveness of the mode for customers. At HPC, we are very pleased to be able to input into the strategic development of this important transEuropean project with our combined port and IT know-how.” HPC has many years of experience in this sector and has advised national and international inland ports on operational issues, analyses and digitalisation projects. For example, HPC supports the Hamburg Vessel Co-ordination Centre HVCC in optimisation and co-ordination of manoeuvring when feeder vessels and larger ships meet in restricted parts of the Elbe or in port. In addition, HPC has successfully implemented digitalisation and inland navigation projects for operators on the Rhine, in India and the USA.

enhancement of the popular Midas BathyPack, the new Bathy2 uses state-of-the art sensors to generate Sound Velocity and Density profiles for precision depth and height data. This evolution brings together the benefits of density corrected output directly from one instrument, alongside the flexibility of third party pressure sensor input and Valeport interchangeable pressure modules to allow users enhanced accuracy at different depths. Improving the user experience has been a key driver in the development of this superior bathymetric instrument and the addition of a dedicated data output for INS allows bathymetric data to be efficiently communicated directly with users’ own operational software. Other helpful benefits include the flexible pressure options using Valeport’s interchangeable pressure sensors, these field-swappable sensor heads make it easy for users to select the correct pressure for their working depth bringing benefits of exceptional reliability and a higher degree of accuracy. Designed for surveyors requiring bathymetric data from ROVs, underwater vehicles or drop structures, Bathy2 also has an external pressure

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sensor input option for Digiquartz referencing. This comprehensive bathymetric package offers other useful parameters such as Altitude and Bathy2 interfaces with the Valeport VA500 altimeter and other popular third party makes. Data transfer is via Ethernet or RS232/RS485 interfaces and the Bathy2 Interpreter function via the Valeport Configure software allows data out on extra ports in industry standard formats, this facility also allows for an atmospheric pressure data input. miniIPS2 - The smart miniIPS2 underwater pressure sensor with accuracy to 0.01%, offers a cost-effective solution to vehicle pilots who require highly accurate depth information in real time. This innovative pressure sensor, with a unique interchangeable pressure module, allows the user to quickly and easily change the pressure transducers whilst in the field, with no tools required, to maximise operational specific depth requirements. uvSVX - The compact uvSVX is designed for underwater vehicles where space is at a premium and it delivers calculated salinity and density data, along with SVP as standard. Like the miniIPS2 it also features field-swappable sensor heads, has a depth rating of 6,000 m and delivers 0.01% accuracy. The interchangeable pressure transducer, with integral calibration is easily changed in a couple of minutes without opening the instrument and is available in 10, 20, 30, 50, 100, 200, 300, 400 and 600 bar variants. SWiFT CTD and SWiFT CTDplus – the latest addition to Valeport’s popular SWiFT profiler family, the SWiFT CTD profiler provides enhanced accuracy and versatility for those requiring CTD measurements. The SWiFT CTD profiler delivers survey-grade sensor technology coupled with the convenience of Bluetooth wireless technology, rechargeable battery and an integral GPS module to geo-locate each profile. Using Valeport’s high accuracy sensor technology to combine sensors for multiple profiles in a single drop, the SWiFT CTD features a new fast response temperature probe and operates down to 500 m as standard. With an operational battery life of up to five days and the convenience of charge via USB, the SWiFT CTD is intended for offshore, coastal, harbour and inland environmental and

The Valeport Bathy2 integrated sensor suite

hydrographic survey use. A CTDplus version is currently available with Turbidity at present and combines CTD measurements and turbidity observations, in addition to providing computed salinity, density and sound velocity. Guy Frankland, Valeport Head of Marketing commented, “Ocean Business, where all the equipment was first launched, is a great platform to introduce our newest developments and product upgrades prior to their general release. We’re particularly looking forward to seeking feedback on our Bathy2 instrument and its capacity to offer an increased survey grade performance, as well as getting Valeport’s unique range of interchangeable pressure sensors into the hands of potential users so they can get a real sense of the streamlining benefits they bring.”

U K H O L AU N C H E S N E W A D M I R A LT Y GA M S E RV I C E The UK Hydrographic Office (UKHO) has announced its new Admiralty GAM Service, developed in collaboration with Teledyne CARIS to improve efficiency during bathymetric data cleansing processes. The Admiralty GAM Service classifies and removes sonar noise from VOL 40 ISSUE 6 |

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bathymetric survey data using machine learning based on a Generalised Additive Model (GAM). The service uses cloud computing capabilities to examine and cleanse new multi-beam survey information, removing outlying data points within the data set. This could include any point or cluster of points that are above or below where the actual slope being surveyed is, and random spikes in data that are inaccurate to the reality being surveyed. This provides the same levels of certainty and accuracy achieved through human data cleansing and manual noise identification, while significantly reducing the amount of effort and time spent on this process. Hydrographers, geospatial analysts, marine geospatial specialists, survey and scientific research companies, and other Hydrographic Offices can benefit from this tool to substantially improve the volume and velocity at which data is refined, and invest the freed time and resource in analysing and adding value to that data. The tool has been especially tailored to work with single track multi-beam sonar data such as that collected on a research cruise or voyage. A recent trial conducted on a data set gathered during a two day, 900 kms voyage in the southern ocean, showed that the Admiralty GAM Service algorithm took one hour and 30 mins to identify the noise in a data set of marine depth data ranging from 100 m to 3,000 m. Comparatively, manually identifying noise and outlying data would have required a trained expert to spend more than one day examining the data. The Service will be available and securely accessible through the Teledyne CARIS platform for users with an existing HIPS and SIPS licence. Commenting on the announcement, Paul Marks, ADMIRALTY GAM Service Product Manager at the UKHO, said, “The new Admiralty GAM Service that we have recently launched is the result of years of work, development, and investment from the UKHO into the use of AI and machine learning to tackle the increasing levels of bathymetric data cleansing and verification tasks that our industry has to undertake. “The new service significantly reduces the time it takes to process foundational bathymetric data from days to hours, which will increase the 52

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The UKHO’s new Admiralty GAM Service

speed at which we deepen our understanding of the world’s oceans. The combination of our data science expertise and our knowledge in the field of bathymetry gives us the ability to bring solutions to the market that help experts and survey companies refine collected data into trusted, usable and analysable data quicker than ever before. We will continue to contribute to the wider ecosystem of bathymetry tools, methods and products in collaboration with Teledyne CARIS and our other industry partners.” Karen Cove, Senior Manager of Products at Teledyne Geospatial, added, “It’s an exciting time in our industry and Teledyne CARIS is pleased to be working with the UK Hydrographic Office to bring forward tools that can really make a difference in enabling hydrographic surveying efforts to scale in a cost effective and efficient manner. The new Admiralty GAM tool will now be available in the CARIS HIPS & SIPS workflow and is a perfect complement to CARIS’ AI Sonar Noise Classifier released last year.” DP World has launched of its new digital logistics platform, CARGOES Logistics

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D P WO R L D L AU N C H E S C A R G O E S LO G I S T I C S DP World has announced the launch of its new digital logistics platform, CARGOES Logistics. The platform provides customers with a singlewindow solution enabling seamless, safe, secure, and efficient movement of their cargo. With CARGOES Logistics, customers can choose from multimodal logistics options, ship freight by sea, road, and/or rail, get instant quotes, swift booking confirmation and multiple secure payment options in three simple steps – Search, Choose & Book. It will offer easy and swift cargo booking from origin to destination. The first phase of launch will immediately offer customers access to book cargo from UAE to India as well as India to multiple destinations across the Middle East, Subcontinent, Southeast Asia, the Far East and North Africa. CARGOES Logistics aims to address complexities and inefficiencies that exist in global supply chains including multiple handovers, inefficient tracking and limited visibility of a shipment across the supply chain. The new digital platform will enhance transparency by providing deep tracking of cargo with real time insights, end to end visibility & predictability, an all-inclusive price with no hidden charges and highly efficient end to end digital experience backed by DP World’s extensive network of integrated logistics assets and best-in-class service levels. It will facilitate ease of doing business, boost reliability & flexibility and provide seamless experience to customers for all their

logistics needs. Rizwan Soomar, CEO & MD, Subcontinent, DP World said, “This announcement is a testament of our commitment towards enabling smart logistics globally. With CARGOES Logistics, our aim is to build and offer highly efficient, seamless and end-to-end transparent supply chains. The new digital solution will simplify the container shipping experience providing visibility across all modes of transportation through smart enablement of IOT based solutions. We will continue to invest in technology and work with our customers to drive innovation, continually add new products & features and provide solutions to meet their global logistics needs.” Pradeep Desai, Chief Technology Officer, DP World added, “Demand for digital solutions has never been higher and will only keep growing. We are leveraging technology to create value for our customers and help drive growth. CARGOES Logistics by DP World is part of the broader CARGOES software suite of products. DP World created CARGOES to solve pressing challenges caused by supply chain related inefficiencies. It’s a holistic solution powered by technology targeting all aspects of global trade including finance, ERP, tracking, terminal operating system, customs software and enabling end-to-end logistics. We are excited to provide Logistics as one of our first CARGOES offerings to customers.”

E LO G E N ANNOUNCES T H AT I T H A S BEEN SELECTED BY S TO R E N GY Elogen, a GTT group company, has announced that its unique membrane electrolyser VOL 40 ISSUE 6 |

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Storengy’s HyPSTER project

technology has been selected by Storengy, as part of the HyPSTER project, to store green hydrogen produced from renewable energies. Elogen will design and produce the 1MW Proton Exchange Membrane (PEM) electrolyser and will install its technology in 2022 at the Etrez site. HyPSTER is a large-scale green hydrogen storage demonstrator, co-ordinated by Storengy, the European leader in natural gas storage. The company is surrounded by six other partners with complementary expertise - INERIS, Armines/ Polytechnique, INOVYN, ESK, Element Energy, and AXELERA. HyPSTER is the first underground green hydrogen storage project in a saline cavity to be supported by the EU. It will allow a better assessment of the place of storage in the hydrogen value chain. The Etrez site, France’s leading natural gas storage site in salt caverns in terms of capacity, will rely on local renewable energies (photovoltaic, hydraulic) to produce green hydrogen. The facility will allow the production of 400 kg of green hydrogen/day. This production

will test the storage of green hydrogen at a level of 2 to 3 tonnes initially until the full capacity of the identified salt cavity is used, i.e. 44 tonnes. Experimentation with the storage of hydrogen in a saline cavity and the production of green hydrogen will start in 2023. Jean-Baptiste Choimet, CEO of Elogen, said, “This new contract represents an important step for Elogen as it positions us in storage, which is a strategic link in the hydrogen value chain. Storengy’s choice of electrolysis technology developed by Elogen thus demonstrates the relevance and performance of membrane technology for producing hydrogen from renewable energies, and consolidates our collaboration with this major player in natural gas storage in Europe2. The HyPSTER demonstrator will play a key role in supporting the development of the green hydrogen economy in Europe and we are particularly proud to associate our innovative technology with this major project.”

AC T I V I T I E S AT A A L

Liner Service’ (EUMEIA), from Jebel Ali in Dubai to offshore anchorage in the Persian Gulf. The buoys each weighed 340 tonnes and measured 16.4 m x 15.9 m x 14 m. They were transported on behalf of DHL Industrial Projects and enable offshore interconnection with tankers, loading or offloading gas, and liquid products. As well as the issues of an extremely tight

The 31,000 dwt ‘mega-size’ heavy lift vessel, AAL Kobe, recently transported two heavy lift singlepoint mooring (SPM) buoys along AAL Shipping’s (AAL) ‘Europe – Middle East/India – Asia Monthly

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delivery schedule and offshore wind and visibility considerations at anchorage – when discharging the two buoys in open water – the cargo’s shape and size posed load-spreading challenges for AAL’s engineering team when planning safe stowage on the vessel’s 3,000 m2 weather deck space. Yahaya Sanusi, Deputy Head of AAL’s Transport Engineering Department, explained, “Planning took six weeks. The operation demanded exacting stowage requirements, including extensive load-spreading calculations, strict protection of filling pipes protruding from the bottom of both units and pin-point positioning by the Master and his crew to ensure optimum load and discharge space. In solution, temporary platforms were designed and constructed for the buoys to sit on, comprising 750 mm thick tweendeck panels, additional heavy load platforms (HLPs), and wooden blocks. “We originally planned to ship only one buoy, so our solution was completely re-designed at some point. Despite this, sea fastening and lifting of both units proved no issue at all and was

possible with our ship’s equipment. However, COVID restrictions meant that none of the engineering team could attend discharge, which put pressure on the AAL Kobe’s crew – especially with a constant risk of bad weather offshore. The operation ultimately proved a success and strong collaboration between the engineering team in Singapore, our Project Engineer Monique Haehre at AAL Hamburg, and Columbia Shipmanagement colleagues manning the ‘Performance Optimisation Control Room’ (POCR) facility in Cyprus – whose 24/7 weather routing calculations and prognoses significantly helped sailing efficiency and operational safety.” Andy Tite, Global Commercial Head, DHL Industrial Projects, concluded, “The close partnership DHL holds with our carriers is imperative to our safe and effective operational performance. In this instance, AAL completed the operations to the highest standards, which is not only a requirement of DHL but also of our clients. This was all the more impressive as we were placed under some quite considerable pressure due to restrictive timescales and the addition of

AAL Kobe, recently transported two heavy lift SPM from Jebel Ali in Dubai to offshore anchorage in the Persian Gulf.

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twice as much cargo as originally booked, AAL responded in a positive and supportive manner. We appreciate greatly their approach technically and operationally, as well as their overall professionalism.” Meanwhile, at the end of September 2021, the 19,000 dwt heavy lift multipurpose vessel, the AAL Nanjing, loaded four large chimney sections, with a combined weight of close to 500 tonnes and 6,000 m3 in size. The units were manufactured and loaded in Humen, China, and shipped long-haul along AAL Shipping’s (AAL) popular ‘Asia – West Coast Australia Monthly Liner Service’ (AUWC) to Henderson in Australia for installation at the Kwinana Waste to Energy (WTE) Plant – the first thermal utility-scale WTE facility in the country. The AUD $700m Kwinana plant will create 800 jobs and is located 40 kms south of Perth. It will process 486,000 tonnes of industrial and domestic waste every year to generate 36 MW of renewable bioenergy – enough to power 50,000 households – and avoid 486,000 tonnes of CO2 emissions normally emitted by Western Australia’s electricity grid. Jack Zhou, General Manager of AAL China, commented, “AAL is a heavy lift project cargo specialist, so our engineering and operations teams were more than capable of planning and handling this operation – despite the extreme size of these units. We have a dedicated China-based team of chartering, commercial, engineering and operations specialists and their hands-on presence, local contacts, and expertise ensure our Chinese cargo operations run smoothly. “In fact, the issues we did face were mostly due to local Chinese COVID restrictions, creating port congestion, slow productivity and unavoidable delays of anything up to two weeks. Heavy lifting operations of this kind require many handson-deck to assist with executing the complex shackling, lashing and stowage plan. On this occasion, local stevedores were not permitted to embark the vessel, and this caused delays and cost far more time and energy for our crew than would normally have been required.” Frank Mueller, General Manager of AAL Australia, added, “Like the rest of the

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The AAL Nanjing loaded four large chimney sections

multipurpose sector, AAL is facing pressure and incentives from container shippers to carry yet more containers on our ‘mega-size’ vessels, to fill the gap left by container carriers and RoRo operators. Despite this, AAL will continue to prioritise the needs of our project, breakbulk, and heavy lift partners and our monthly liner services between Asia and Australia are operated for them, as they have been for the past 26 years.”

F I R S T P I LOT S TAT I O N S T E E R S A COURSE FOR S E A B LY O N L I N E MARITIME TRAINING The Varna Pilot Station in Bulgaria has chosen Seably to become the first pilot station to use the digital platform for its training. Seably’s digital marketplace offers exclusive courses for the maritime industry, with more than 150 courses developed by industry specialists covering a wide range of topics and skills. In this last year, it has demonstrated the ease and convenience of accessing quality maritime training and development through its digital platform. Seably is a timely solution for the maritime industry as it comes out of the pandemic and faces increasing challenges to provide more accessible training.

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Earlier this year, Seably launched new offices in Bulgaria to establish a presence within the Eastern European market and provide support to the Black Sea region. A member of the Bulgarian Maritime Pilots’ Association (BMPA) and European Maritime Pilots’ Association (EMPA), Varna Pilot Station had identified the need to update their training model by moving away from traditional training methods and adopting a digital approach. Seably met all their requirements and eliminated the need for pilots to visit a training centre and spend hours in a classroom. Captain Alexander Borisov of Varna Pilot Station explained why Seably was chosen to improve their maritime training structure, saying, “Our pilots need continuous access to quality training to ensure they comply with national and international rules and regulations. This is where we found the Seably platform to be highly impressive. It is very easy to use and navigate, and the ability to organise on-going training for our pilots was extremely appealing. “We can see the changes taking place in training across the industry, so making this change was vital. With Seably, there are a lot of advantages, especially as we do not need any special equipment or devices to access the platform or training. It is an effective solution with quality content delivered digitally and online, making it accessible to our pilots anytime, anywhere. The fact that it saves us time applying our training schedules is an additional bonus.” Seably CEO Andrea Lodolo understands why shipping associations are looking to make the change. Explaining Seably’s approach to digital training and platforms, he said, “The rapid growth and success of our marketplace shows the appetite within the maritime industry for progression and innovation. As the industry embraces digitalisation, making the transition to digital training has proven to be easy and beneficial in almost every way. Seably is meeting this rising demand with regards to maritime training. We are proud to work with Varna Pilot Station as they adopt the digital Seably approach to ensure their pilots are kept up-to-date with the required and latest training and development.” Varna Pilot Station is the first pilot station to join as Seably expands the platform globally,

Maya Evtimova, Business Development Manager & Captain Ivan Marinov, Varna Pilot Station

offering the latest and most innovative training available to all seafarers. Seably is a unique marketplace providing affordable and free access to the latest maritime training and development for real-life learning. It was created by seafarers for seafarers. Uniquely, it has a shared revenue algorithm for the international community of course providers. The Seably platform can be accessed online and offline, at any time on land or at sea using apps, PCs and mobile devices.

R O B OT I C B OAT COMPLETES FIRST U N C R E W E D S U RV E Y A robotic boat has been used for the first time to survey fish populations around oil platforms in the North Sea. The survey was part of a project led by the University of Aberdeen, looking at the effects of decommissioning oil and gas structures on marine ecosystems. The robotic boat, known as an Uncrewed Surface Vessel (USV), owned and operated by ocean data company XOCEAN, used sonar to collect data on fish numbers around several oil platforms off Scotland’s north-east VOL 40 ISSUE 6 |

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The uncrewed robotic survey vessel

coast. The project, and the INSITE programme, will run until 2023, and the team will be running similar surveys of more oil platforms using the USV next summer. XOCEAN’s USVs operate ‘over the horizon’ transiting unaccompanied hundreds of kilometres from shore, without the need for a mothership. Fitted with high end commercial fisheries sensors, the USVs perform the same task as a crewed vessel but without the need to send a single person offshore. Instead, XOCEAN’s innovative platform brings the surveyor online in real time to collect and validate the data from anywhere in the world. XOCEAN’s XO-450 USVs are around the size of an average car (4.5 m), allowing it to get within 10 m of a platform – significantly closer than a conventional ship. The project, part of the UKRIfunded INSITE (Influence of Man-made Structures in the Ecosystem) programme, aims to better understand the influences offshore structures have on commercial fish populations in the North Sea. The survey was led by Dr Joshua Lawrence, from the University of Aberdeen. He said, “The survey was a great success. After months of planning and working closely with XOCEAN and the platform operators, it was great to finally see the Uncrewed Surface Vehicle collecting data. It’s amazing how this sort of technology reveals new opportunities to advance our understanding of these structures and their influences on the North Sea ecosystem. Previous work has suggested that fish aggregate up to several kilometres away from some of these structures, so we designed the survey to make approaches to the structures from 10 kms away in each direction.” The next stage of the project will see Dr Dougie

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Speirs and Prof Mike Heath from the University of Strathclyde use the survey data to model the expected effects of a range of decommissioning strategies on the surveyed fish populations. Dr Speirs said, “The data coming out of this survey is providing us with an exceptional highresolution picture of what is happening to fish distributions around marine installations. It was fascinating to see real-time online images from the USV, and the resulting data will be invaluable as we construct our fish population models.” James Ives, CEO of XOCEAN, added, “Conducting survey campaigns using USVs not only enables the collection of the highest possible resolution data, but it allows that to happen in a way that is safe, carbon neutral and economical for our clients.” Commenting on the survey exercise, Paul Shearer, Environment Team Lead, from Ithaca Energy said, “We are delighted to have supported this important project to understand why fish congregate around structures in the North Sea. It is important that quality data and science is available to enable more informed decisions to be taken in how the offshore energy industry interacts with the marine ecosystem. We look forward to supporting the project in future work.” Professor Paul Fernandes from the University of Aberdeen, the lead researcher on the project, explained why these data are so important. “Fish have long been known to gather at offshore structures,” he said. “However, the extent of this aggregation, and whether it leads to an increase in productivity to benefit our fish stocks, remains unclear. Offshore oil and gas platforms act as de facto marine protected areas, so we are aiming to quantify the extent to which the increased numbers of fish found there spill over into the surrounding waters.” PEM

PORT ENGINEERING MANAGEMENT TUGS & TOWAGE

DA M E N & GEBHARD C E L E B R AT I N G AND NEW TUGS F O R B O LU DA The VB Bolero and VB Rumba

In addition to efficient, smooth and safe shipping, sustainability is also an essential part of the concession agreement between Port Authority Zeebrugge and Boluda Towage. The newly-built tugs are complying with IMO Tier-III emissions requirements and are certified with the highest firefighting standards. The emissions of the tugboats, e.g. nitrogen oxides, will be reduced by 80%. Shore power also will become the norm for moored tugboats, so that these can switch off their engines when inactive and during the rest-period of the crew. The VB Bolero and VB Rumba are highly manoeuvrable, high performance, environmentally friendly vessels of modern design. The 85-tonnes bollard pull ASD tugs 2813 were built at Damen Song Cam Shipyard in Vietnam. Thanks to their operational flexibility, the tugs can be used for harbour and terminal (un)berthing operations, escort operations, firefighting operations, coastal and offshore towing operations. The VB Flandes and VB Samba, a 80-tonnes bollard pull ART80-32 Advanced Rotortugs, were built at Albwardy Damen Sharjah Shipyard in the Emirates. The triangular propulsion configuration of Rotortug ensures a great redundancy level and faster handling, while providing enhanced safety and highly accurate manoeuvring under all circumstances.

T U G S & TOWAG E

Holland’s Damen Shipyards Group and Gebhard Electro are celebrating a milestone moment - Gebhard has recently contributed for the 450th time to a Damen tug. Working together for more than three decades, the companies have collaborated on over 900 projects in total. It all began with a telephone from Damen 30 years ago when an existing vessel encountered a technical issue with its electrical system. Damen was impressed with the effective and fast manner in which Gebhard solved the issue and an excellent relationship was born. “Gebhard is fully aligned with Damen on the importance of sustainability. CO2 reduction is going to be key in the coming years. Damen has a unique role to play in this, being able to create standard solutions that are able to evolve by embracing innovation. We too are heading in this direction, working towards the development of systems that can operate on battery power. We are very much looking forward to working with Damen in the future – here’s to the next 450 tugs!” Meanwhile, during 2021, Boluda Towage has taken four newly-built Damen tugs, the VB Bolero, VB Rumba, VB Flandes and VB Samba, into service for the extended concession for towage services in the Belgium Port of Zeebrugge.

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N AV T E K P R OV E S FIRS T ZEROEMISSIONS TUG PERFORMANCE Reaching beyond the one-year operational milestone of their zero-emissions tugboat, Turkey’s Navtek Naval Technologies has proven the design and operational performance of its Zeetug, Gisas Power, with consistent results over the past 18 months. Navtek developed, designed, built and delivered Zeetug (zero-emission electric tug), the world’s first rechargeable and fully electricpowered tugboat in early 2020 for Gisas Shipbuilding Industry, a major Pilotage and Towage company in İstanbul. More than 18 months later the company is celebrating the stellar performance of its pioneering technology with unrivalled results. After delivering the first Zeetug (32 tonnes bollard pull) last year, Navtek signed three more tug orders with Gisas Shipbuilding Industry for two sisterships (Zeetug30) and one 45 tonnes bollard pull Zeetug due for delivery at the end of 2021. The revolutionary Zeetug series of fully electric-powered tugboat designs are already making waves with the success of Gisas Power generating interest from stakeholders who are keen to reduce emissions in harbour towage. The industry has witnessed the effective operation of the first Zeetug powerfully manoeuvring ships in Tuzla Bay, one of the largest regions for the shipbuilding and ship repair industries in Turkey, the Middle East, and Europe, welcoming dozens of vessels every day. The electric tugboat has been running smoothly for more than a year now and continues to prove its operational efficiency. Zeetug represents the new generation of green technology with its rechargeable battery and all-electric zero-emission motor as well as low levels of noise and vibration. The innovative design allows the vessels to operate powerfully 60

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with higher efficiency and without harming the environment. With the aid of the modular system, Zeetugs can be custom built from 5 tonnes bollard pull up to 80 tonnes. They are smart power-efficient harbour tugboats, capable of managing their energy to reach longer distances. Navtek has also developed a smart tug energy-management system for these all-electric tugs and quickcharging stations for the ports they operate in. Lithium-ion battery packs are used to power the Zeetugs, manufactured by Navtek’s solution partner and green craft tech specialist Corvus Energy. With powerful electrically charged battery packs and quick-charge stations (QCS) capable of fully charging a Zeetug within one hour, the tugs can successfully fulfil daily heavyduty day and night time operations. Navtek claims that this technology can also be adapted to any existing short distance watercraft such as ferries, coastal fishing boats, leisure boats, workboats and water taxis. The Zeetug avoids around 9 tonnes of NOx and 210 tonnes of CO2/year, compared to similar tugs with diesel engines. Cansu Tuncer, Business Development Manager for NAVTEK Naval Technologies says, “The profile of an electric tug is completely different to that of a tug fuelled by diesel. According to our studies, refitting a diesel tug to zero-emissions or hybrid propulsion is almost the same cost as buying a new electric tug. We are therefore encouraging owners and operators to start by building or buying fully electric-powered tugs now to secure the future of low-carbon propulsion in harbours and terminals.”

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The Gisas Power

ADNOC AC Q U I R E S S I X L I N E B OAT S F R O M A L BWA R DY DA M E N Abu Dhabi’s ADNOC Logistics & Services, the shipping and maritime logistics arm of the Abu Dhabi National Oil Company (ADNOC), has contracted Damen Shipyards Group for six Stan Tugs 1606. The vessels will be used for pushing, towing, hose line handling and berthing in ports in Abu Dhabi. The tugs were procured from Sharjah-based Albwardy Damen, as part of ADNOC Group’s commitment to boost in-country value across its operations. The steel hulled, twin screw vessels are powered by two Caterpillar C18 engines The line boats awaiting delivery at Albwardy Damen

providing 1,216 bhp with nearly 16 tonnes bollard pull. Nearly a hundred Damen Stan Tug 1606 type vessels are currently in operation by leading martime logisitics companies worldwide. Captain Abdulkareem Al Masabi, CEO of ADNOC L&S, said, “The acquisition of these stateof-the-art Line Boats from Albwardy Damen is in keeping with our strategy of enriching the ADNOC L&S fleet for highly specialised marine services, including comprehensive port operations for customers in the UAE and worldwide. Additionally, we are committed to boosting the in-country value of our operations by contributing to the development of highend shipbuilding and repair capabilities within the UAE. The country is emerging as a global hub for maritime and shipping operations, and we will continue harnessing the environment for shipping and affiliated sectors through such targeted capital expenditure.” Pascal Slingerland, regional sales director Middle East for Albwardy Damen, added, “We are grateful for the long-lasting relationship with ADNOC Group. We have invested heavily in our UAE base with new shipbuilding and ship repair facilities so we can support the full range of repairs and requirements during the lifetime of the vessel. This includes the construction of new boats in the UAE and drydocking in addition to Damen Services Team in the UAE, which offers niche services for the maritime industry.” The design and build work for the newbuild vessels was undertaken entirely in the UAE. Damen has previously delivered 33 vessels to ADNOC Group across all its operating companies. The tender for acquiring vessels was floated in November 2019 and the contract was awarded to Albwardy Damen in July last year. Four of the vessels were delivered in May this year and another two were delivered in June 2021. ADNOC L&S is in the midst of a strategic expansion programme, to offer a broader service to its customers while supporting and enabling the growth of ADNOC’s upstream production capacity and the expansion of its downstream and petrochemical operations. Last year, ADNOC L&S signed a 25-year agreement with Petroleum Ports Authority to service all petroleum ports in Abu Dhabi. VOL 40 ISSUE 6 |

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The new tugs for Hidrovias do Brasil

WÄ R T S I L Ä E N G I N E S F O R T WO NEW BRAZILIAN PUSHER TUGS Finland’s Wärtsilä will supply the engines for two new pusher tugs being built for the Brazilian operator Hidrovias do Brasil at Turkey’s Uzmar Shipyard. There is an option for an additional two vessels. The Hidrovias fleet already includes a number of vessels operating with Wärtsilä engines, and their operational dependability and competitive lifecycle cost were cited as key considerations in the award of this latest contract, which was signed in the second quarter, 2021. The new 46 m long tugs have been designed by Canada’s Robert Allan Ltd. The vessels will operate along rivers in northern Brazil, often in remote locations and challenging operating conditions. The engines’ reliability and efficiency is, therefore, of paramount importance. “As one of the largest providers of integrated logistics solutions in the Northern Corridor, this project is important for the growth and strengthening of our company. We are always looking for partners who can assure us of efficiency, sustainability and reliability. Wärtsilä was the best choice for this project,” says Mariana Yoshioka, Director of Engineering, Innovation and Operational Planning at Hidrovias do Brasil.

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“We are pleased to have once again been selected as a major equipment supplier for the Hidrovias fleet. We have established a very strong relationship with the customer, and our track record with previous engine deliveries has clearly led to this latest order,” says Mário Barbosa, Senior Sales Manager, Wärtsilä Marine Power. The Wärtsilä scope of supply includes three Wärtsilä 20 engines for each of the two vessels. The engines are scheduled to be delivered to the yard later this year. Hidrovias already has 12 pusher tugs operating successfully with Wärtsilä 20 engines. Hidrovias do Brasil is an integrated logistics company focused on taking advantage of waterway transport throughout Latin America. In the Northern Logistic Corridor (MirititubaBarcarena, Pará), the company offers an integrated logistics alternative for the transport and outflow of grains in the Midwest region of Brazil, in addition to the cabotage operation for transporting ores. For these operations, more than R$2bn were invested in the region, which has the capacity to move more than 7.0m tonnes of grain/year. In the Southern Logistics Corridor, the company operates through the

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Paraguai-Paraná Waterway, having handled nearly 3m tonnes of various cargo in 2020, such as agricultural commodities, ores, fertilizers, cellulose, among others. Hidrovias do Brasil was founded in 2010 by the infrastructure fund of Pátria Investimentos, and was listed on B3 (Brasil, Bolsa, Balcão) in September 2020, in the Novo Mercado segment, which includes companies with the highest governance standards of the São Paulo stock exchange.

PORTL AND PORT’S NEWEST TUG IS O F F I C I A L LY N A M E D During September, Portland Port held the official naming ceremony of the newest tug to enter the fleet, the Rupert Best. The vessel has been named after former submarine Commander and Portland Port director, Rupert Best, who passed away in February of this year. Commander Best

commanded the nuclear- powered submarine HMS Courageous during the Falklands conflict in 1982. He retired from the Royal Navy during the 1990s and was part of the consortium that persuaded Langham Industries to privately take over Portland Port from the Ministry of Defence in 1996, subsequently forming Portland Harbour Authority. Rupert was a strong advocate for both the port and Dorset as a whole and worked tirelessly to help the port grow to what it has become today. The multi-million-pound tug entered service earlier this year shortly after the passing of Commander Best. However, COVID restrictions forced any naming ceremony to be postponed until it was safe to hold. The new asset joins Portland Port’s existing tugs, the Maiden Castle and Rufus Castle, all playing pivotal roles in enhancing the port’s towage capability. It was announced earlier this year that the new tug would be arriving at Portland Port following its construction in 2019. The tug was built in Turkey to a Robert Allen design - the Sanmar Sirapinar class ‘RAmparts 2200’ azimuth stern drive tug will improve and help support the port’s ability to welcome larger vessels. The Rupert Best

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HARBOUR T U G D E V E LO P E D BY K E P P E L A remotely operated harbour tug developed by Singapore’s Keppel Offshore & Marine is the first in the world to receive the ABS Remote Control Navigation Notation. A trial of the 65 m tug, controlled from a remote location at the Maritime and Port Authority of Singapore’s Maritime Innovation Lab, was successfully performed in April 2021. The second phase of the project, scheduled for late 2021, will see the vessel perform autonomous collision avoidance tasks while under remote supervision. The Maju 510 is owned and operated by Keppel’s jointventure company Keppel Smit Towage. The project was one of a series of industryleading initiatives to inform the development of the recently published ABS Guide for Autonomous and Remote-Control Functions, which introduced the REMOTE-CON notation and another recognising autonomous functions. The Guide sets out a goal-based framework for the implementation of these technologies on vessels and offshore units. “This landmark project demonstrates the rapid advance of remote control and autonomous technology at sea. This vessel is the first to receive the REMOTE-CON (NAV, OP1) notation and is blazing a trail others are sure to follow. ABS is involved in cutting-edge projects all over the world designed to advance the application of remote and autonomous functions on vessels and we are proud to play a role in supporting the safe development of this technology at sea,” said Patrick Ryan, ABS Senior Vice President, Global Engineering and Technology. “As the overall system integrator, Keppel O&M is able to provide technology solutions and integrate best-in-class systems to offer customisable remote and autonomous function for vessels. With the offshore and marine sector evolving rapidly, we are leveraging our engineering expertise and harnessing advanced

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technologies to stay at the forefront of the industry. In line with Keppel’s Vision 2030, we are also collaborating with the Keppel ecosystem of companies, such as M1 with its connectivity solutions, to enhance our value adding,” said Tan Leong Peng, Managing Director (New Builds), Keppel O&M. “Keppel Smit Towage is pleased to receive the world’s first ABS Remote-Control Navigation Notation. It is a testament to our commitment to continuously harness technology and improve safety of operations to serve customers better. Remote and autonomous functions can significantly enhance safety and efficiency of tug operations by automating simpler tasks, allowing the crew to focus on more technical or crucial matters,” said Romi Kaushal, Managing Director of Keppel Smit Towage. The Guide’s goal-based framework also covers interactions with relevant stakeholders such as port authorities and other vessels. The Guide uses a risk-based approach to determine the requirements for the assessment and implementation of autonomous and remotecontrol functions. In latest news, Boskalis and its co-shareholder KS Investments have signed an agreement relating to the sale of their harbour towage activities in Singapore and Malaysia to Rimorchiatori Mediterranei. The sale transaction relates to Keppel Smit Towage and Maju Maritime. Under the terms of the agreement, Boskalis expects to receive approximately €80m in cash for its 49% equity stake. The contribution of KST/Maju to the net profit of Boskalis over the last two years was €4m/year. The Maju 510

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KOT U G S TA R T S O P E R AT I O N S I N GA B O N A N D AU S T R A L I A Holland’s Kotug International has been awarded a long-term contract by Perenco Oil & Gas Gabon to provide towage support for their operations off Port Gentil, Gabon. The contract includes the chartering, operation and manning of three vessels, two of which are Kotug’s first-ever Rotor Tugs, the RT Magic and RT Spirit. After successfully operating in several countries, the two tugs will set sail to Gabon to support Perenco Oil & Gas in optimising their marine spread thereby providing cost savings simultaneously with redundancy in operations. In addition, Kotug’s SD Honour will be temporarily deployed to support the operations in Gabon, whereby she will be replaced by a third Rotortug. Kotug established Kotug Gabon S.A. to align with the local community and provides knowledge and work experience for local people. The operation will start in the second half of October, 2021. Kotug President and CEO Ard-Jan Kooren said, “We are happy to be awarded this contract and look forward to supporting Perenco with our proven in-house developed Rotor Tug technology and our extensive experience in the oil & gas industry. The Rotor Tug technology was developed under the inspiring guidance of my father, Ton Kooren. It is with great pride that our first two Rotortugs are now being deployed for this prestigious operation in Gabon.” Meanwhile, Kotug’s new build Rotortugs RT Imperieuse and RT Clerke arrived in Port Hedland, Australia. Both vessels, chartered to BHP for the long term, will further optimise the fleet of mining group BHP to support their bulk carrier loadings at Port Hedland. Both 32 m ART80-32 tugs, built at Cheoy Lee Shipyard, have three Caterpillar main engines, which deliver a total output of 5,295 kW each,

The RT Magic and RT Spirit

13 knots sailing speed, and 80 tons bollard pull power. Both Rotortugs are equipped with advanced DMT Escort Winches. With these two new state-of-the-art Rotortugs, the total number of Rotortugs deployed by BHP is eight. “We are very pleased that BHP, our partner for more than 12 years, once again put their trust in Kotug’s ART 80-32 in a long-term contract. The vessel is a perfect fit for assisting the world’s largest, heavily loaded vessels in the Pilbara region,” says Ard-Jan Kooren.

The RT Imperieuse

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T WO N E W T U G S FOR SUDERMAN & YO U N G F E AT U R E S C H OT T E L S O LU T I O N S SCHOTTEL has been awarded a contract from Master Boat Builders, Alabama, for the supply of four rudder propellers for two newly built tugs of the US-based operator Suderman & Young Towing Company (S&Y). Beyond this, the tugs will feature MariHub, the IoT Gateway and monitoring solution from SCHOTTEL. Expected delivery dates for the first tug is October 2022 and April 2023 for the second tug. Kirk Jackson, President at Suderman & Young Towing Company said, “We have used SCHOTTEL propulsion units in our tugs for many years. SCHOTTEL’s excellent products and service have proven themselves time and time again.

An artist’s impression of the new tug

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We are excited to welcome these new Rapport 2600 tugs to our fleet. The use of SCHOTTEL RudderPropellers and MariHub highlights our continued commitment to provide the best available equipment to serve our customers’ growing requirements.” Each of the tugs will be propelled by two diesel-driven SCHOTTEL RudderPropellers type SRP 430 (1,650 kW each) with a propeller diameter of 2.2 m. By this, the Robert Allan RApport 2600 design vessels will achieve a bollard pull of about 52 tonnes. The 26 m long and 12 m wide vessels will feature SCHOTTEL MariHub - it collects, analyses and transfers signals from sensors, machinery and other ship equipment to an onshore cloud server. With MariHub, owners benefit from datadriven services such as performance evaluations and on-board high-speed data processing for real-time condition analysis. With the condition monitoring service ProCMS, MariHub allows for early detection of irregularities in the drive train. This predictive maintenance approach significantly increases the availability of vessels, while reducing in order to reduce maintenance costs and improving maintenance planning.

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SVITZER GETS NEW UK TUG AND LO O KS TO D E S I G N FUEL CELL TUG Denmark’s Svitzer has announced the purchase and renaming of the Immingham-based tug Innovation, following the end of a chartering agreement for the vessel from Damen Marine Services. After the acquisition, the three-yearold vessel was renamed Svitzer Eleanor and its ownership officially passed to Svitzer. She will follow the naming theme of fellow tugs in service in Immingham, including Svitzer Josephine, Svitzer Kathleen and Svitzer Laura. The 75.3-ton bollard pull Damen RSD Tug 2513 is a solid, compact tug with high manoeuvrability - qualities that make the vessel ideal for servicing customers on the large tidal estuary waters of the Humber. With a length of almost 25 m and a beam of over 13 m, Svitzer Eleanor’s propulsion system includes two MTU 16V 4000 M63L main engines which can power the vessels to speeds of up to 13 knots. The vessel, which is completely insulated and accommodates four people, carries a sound absorbing ceiling in the wheelhouse and the design includes floating floors. The superstructure is mounted to reduce noise levels, with the aim to improve working conditions onboard and increase crew welfare and comfort. The Svitzer Eleanor joining Svitzer’s fleet on a permanent basis is a reflection of the company’s continuous fleet renewal programme. The move further strengthens the already-robust service that the company offers on the Humber, one of its key hubs in England. Commenting on the announcement, Ita Dickson, Cluster Managing Director UK North, Svitzer Europe, said, “Svitzer Eleanor will play a crucial role in further enhancing our operational capability in Northern England and will help us to solidify our position as the leading towage services provider in the Humber for the long

The Svitzer Eleanor

term. The acquisition of this tug is proof of our commitment to the region. “We are also extremely excited about the involvement that our crew, and specifically Eleanor Wright, have had on the naming process of Svitzer Eleanor. We always aim to be a valuable, positive part of the communities where we operate, and seeing the interest that the new tug has sparked among the crew’s children and families is very special to us.” Meanwhile, Svitzer has signed an agreement with Canada’s Robert Allan to design the world’s first fuel cell tug for harbour operations, running on green methanol. The project builds on close co-operation between Svitzer and Maersk with the aim to jointly explore the combination of methanol fuel cells, batteries, storage/handling systems, electric drives and propulsion units as a carbon neutral alternative to the conventional fossil fuelled propulsion train. Commenting on the agreement, Ingrid Uppelschoten Snelderwaard, Global COO, Svitzer, says, “Fuel cells will be applicable as main propulsion power for tugs earlier than for larger vessels and, further, the time to build a tug is significantly less than for a container vessel. Svitzer will obtain valuable knowledge and operational experience handling fuel cells as an alternative to diesel or pure electric power. We consider this project a significant step in Svitzer’s ambition to lead the decarbonisation of towage and an important contribution to the joint efforts VOL 40 ISSUE 6 |

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to develop solutions with a positive impact on the environment.” Svitzer and Maersk are working closely together to determine technologies that support the overall Maersk decarbonisation journey. The objective is to extract and apply knowledge and operational experience of methanol feasibility from the near shore small scale tug onto larger ocean-going container vessels. Commenting on the collaboration, Ole Graa Jakobsen, Maersk Head of Fleet Technology, explains, “Fuel cell technology could be a disruptor in the maritime technology space, promising high efficiencies and eliminating the need for substantial amounts of pilot ignition fuels while removing harmful emissions. Thus, we have been monitoring the technology for the last few years, and with the accelerating developments in the ‘Power-to-X’ arena, it has become evident that we should step up our engagement in fuel cells, especially in combination with green methanol.” The 80 tonnes bollard pull newbuild tug with escort notation will come with a hybrid electrical propulsion system solution where fuel cells can be dimensioned to deliver a specific amount of sustained bollard pull using fuel cells alone, adding additional power from the

batteries during the short but often frequent peaks that characterises towage. The fuel cells can be used to charge the batteries when the tug is mobilising and when the tug is berthed, minimising the need for expensive shore side charging facilities. The combination of fuels cells and batteries will deliver a self-sustained tug with longer endurance and with less operational constraints than a pure battery powered vessel. Jim Hyslop, Director of Project Development, Robert Allan, adds, “Robert Allan is very excited to be working with Svitzer on the development of this new tug design. It is refreshing to work with an operator with such a progressive and forward-thinking attitude and this move towards drastically reducing tug emissions is a bold step. By taking the lead with this technologically advanced project, Svitzer and Maersk are making true and meaningful progress towards a greener future in the tug industry. Robert Allan is proud to be a part of this team and we look forward to the challenges and opportunities that this innovative vessel will bring.” The fuel cell tug will function as a pilot design for future Svitzer newbuilds and is planned to be put into operation within the Svitzer Europe region by the first quarter of 2024.

R O L L S - R OYC E TO S U P P LY M T U E N G I N E S F O R 8 0 TO N N E B P T U G B OAT S I N B R A Z I L Rolls-Royce has secured a significant contract to supply eight of its mtu 16V 4000 M65L engines for four 80-ton bollard pull tugboats to be built by Detroit Brasil and operated by Starnav Servicos Maritimos Ltda. The new tugs will feature a hybrid propulsion system, combining the mtu engines and mtu Blue Vision New Generation (BVNG) monitoring system with Z-drive thrusters, hybrid components and controls from Schottel, a manufacturer of propulsion and steering systems for ships and offshore applications. 68

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While Rolls-Royce has supplied mtu Series 4000 engines to Detroit Brasil for several vessel projects in the past, this marks the first time Rolls-Royce will be supplying engines for 80 tonnes bollard pull tugboats to the company and the first time that the high performance mtu 16V 4000 M65L engines which deliver 2,560 kW at 1,800 rpm will be used in Latin America. Once the new tugs are entered into service, Starnav Serviços Marítimos will run a total of 96 mtu Series 4000 engines in their fleet of harbour tugs and offshore vessels.

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“The hybrid system featured on the new tugs will allow for the ships’ thrusters and one of the two main engines to be connected for all light operation activities when full power is not required, reducing the operating hours for the main engines, leading to lower overall maintenance costs, better fuel consumption and lower emissions compared to a traditional configuration,” said Maxwell Oliveira, General Manager of Detroit Brasil Shipyard. “When full propulsion power is needed, the connection between the two thrusters is disengaged and each engine is engaged to each thruster, reverting to a traditional, directdrive propulsion system. The performance characteristics of the mtu 16V 4000 M65L and its wide performance map allow for this type of hybrid propulsion concept while keeping a considerable level of available reserve power on demand,” said Oliveira. “This order is an important milestone in the launch of the next generation of mtu 4000 series engines, as the 16V 4000 M65L engine is

currently the most powerful version of the new series and is being supplied to Latin America for the first time,” said Christof von Bank, Director Sales, Marine, Americas at Rolls-Royce business unit Power Systems. “Further, this contract will reinforce our 20% share in the Brazilian tug boat market with mtu engines, a position we’ve earned over the past decade since installing our first Series 4000 in a tug in 2010.” “The mtu 16V 4000 M65L engines offer the best engine performance for the hybrid propulsion concept being utilised in our new tugs,” said Carlos Eduardo Pereira, CEO of Starnav Serviços Marítimos. “Having accumulated 2.5m hrs of operation with mtu engines in several of our harbour tugs and platform supply vessels operated over the years, mtu engines were a reliable choice for these new ships.” The mtu engines will be delivered in phases, with two delivered in August, two more in October, and two ship-sets consisting of two engines each for delivery in December. PEM

The Starnav tug under construction

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R E N E WA B L E S

RENEWABLES

US R E G U L AT I O N S C R E AT E OFFSHORE WIND NEWBUILDING CHALLENGES By Krystof Adam, General Manager Europe, W&O Supply Newbuilding opportunities in North America are surging as a result of expanding offshore wind developments, but it is a unique and demanding market for shipowners. One challenge is the sheer size of the structures involved. The US has set a target to install 30 GW of offshore wind capacity by 2030, and turbines ranging up to 12-15 MW are expected to prove more economical than their smaller counterparts in many cases. However, their deployment will pose challenges for the ports and vessels handling them. Added to that, over 50% of US offshore wind is expected to be deployed in deep water, potentially leading to the extensive use of floating platforms. On the West Coast, the continental shelf is narrow and steep - on the east coast, there is a need to avoid other nearshore ocean users, and there is also the prospect of hurricanes to consider in both the design and on-going operation of windfarms in the region. Despite these challenges, the number of projects getting underway is growing fast. Under current lease agreements with the Bureau of Ocean Energy Management, planned offshore wind

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development could reach 18 GW by the middle of the decade. This rapid expansion of capacity will need to be supported by a specialised fleet of offshore vessels the expertise for which, as with the wind farm construction itself, lies in Europe. It is not surprising that shipowners are turning to this expertise for their detailed newbuild designs. It’s already clear though that there will be no getting around the cabotage requirements of the US Jones Act. Experience with the first operational US offshore wind farm, Block Island, demonstrated this. The US regulators clarified that a foreign vessel could install turbines from a stationary position but could not transport equipment or personnel between two points within the US. In a complex and costly work-around, the Block Island nacelles were delivered directly from France on a heavy lift installation vessel and other equipment was supplied to the site by US-flagged feeder vessels. Without access to a US cable installation vessel, retrofitted barges were also used. The National Renewable Energy Laboratory estimates that the technical resource potential for US offshore wind is more than 2,000 GW of capacity, so work-arounds such as this are unlikely to be economical in the long-term. A sustained US market will develop, increasing investment in domestic manufacturing industries and shipbuilding. The Jones Act will cover vessels involved in the transport of installation equipment, components, and personnel from US ports. This makes knowledge transfer directly from European shipyards difficult. All designs need to meet the Code of Federal Regulations (CFRs) standards and regulations set out by the USCG which, at times, differ from IMO standards. While the different regulations aim for equal levels of seaworthiness, reliability and quality, the

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USCG regulations take precedence. Owners run the risk of having their designs rejected by the USCG if they fail to comply, but while it is the regulating body, it is not required to give naval architects or commissioning owners’ guidance on why a design is deemed unacceptable. Owners, design houses and shipyards therefore face cost and time overruns if they fail to meet the USCG regulations, a situation exacerbated by the potential lack of clear guidance as to where the failure to meet regulations lie. Another trend globally that will impact the US offshore wind support vessel fleet is the government’s quest for lower emissions from shipping. Here again the US has a unique regulatory environment that differs from Europe. Far from being left behind, the US has recently pledged economy-wide carbon emission reductions, with shipping specifically included. This propels its newbuilding market into the global trend towards the hybridisation and electrification of ship propulsion systems. To minimise disruption to vessel development and construction, designers can benefit from working with a partner that knows and understands both the regulations and the regulator as well as the ship building practices in US shipyards - all of which helps in the upfront design. Applying knowledge of US-specific obstacles at the beginning of the vessel design process will smooth the path for approval. Newbuilding opportunities in North America are surging as a result of expanding offshore wind developments

DEME SIGNS AG R E E M E N T W I T H P E N TA O C E A N The formation of a joint company, Japan Offshore Marine (JOM) marks the formalisation of the co-operation between DEME Offshore (49%) and Penta-Ocean Construction (51%) in Japan. Through JOM, both partners are committed to take a pioneer position in the fast-developing Japanese offshore wind market. JOM combines DEME Offshore’s marine engineering knowledge and decades of experience in the renewables sector, with the knowledge and highly specialised marine construction technology of Penta-Ocean. As a further vote of confidence in the Japanese market, the DP2 jack-up installation vessel Sea Challenger will be relocated to Japan and will be brought under the Japanese flag. The vessel is set to undergo a major upgrade, preparing it for the first round of offshore wind farm projects in Japan expected to start in 2025. JOM’s investments in new technology will ensure the company is ready for the future and to become an offshore wind industry leader in the Japanese market. The new company will be a front runner in Japan’s offshore wind farm construction. Takuzo Shimizu, CEO Penta-Ocean Construction, commented, “We are delighted to have established a joint venture company in Japan with DEME Offshore, a leading company in the field of offshore wind construction in Europe. We are confident that through JOM we will be able to combine our extensive experience and expertise in offshore wind construction and marine civil engineering, to lead the growing offshore wind farm construction market in Japan. JOM’s new challenge begins with overcoming Japan’s challenging natural conditions such as harsh metocean conditions, earthquakes and complex soil conditions.” Luc Vandenbulcke, CEO DEME Group, added, “We are thrilled to have established a VOL 40 ISSUE 6 |

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local Japanese company together with our partner Penta-Ocean Construction. JOM will combine both partners’ strengths and will be well-equipped with its own state-of-theart and future-proof installation vessel. Both partners bring their drilling and offshore expertise to JOM. Japanese projects will be marked by complex seabed conditions, which mean that drilling expertise will be vital for becoming successful in Japan. We are very excited to be able to make a significant contribution to the long-term development of the offshore wind sector and to help Japan fulfil its ambitions.”

U S C O N T R AC T F O R DEME OFFSHORE DEME Offshore has announced that it has secured a +US$1.1bn Balance of Plant (BoP) contract for the construction of the Coastal Virginia Offshore Wind (CVOW) project in a Consortium with Prysmian. The contract, with a total value amounting to +$1.9bn, has been awarded by Dominion Energy Virginia, a subsidiary of Dominion Energy Inc., to a consortium made up of DEME Group and Prysmian. The agreement is the largest offshore wind installation contract ever awarded in the US. Upon expected completion in 2026 - the CVOW will be the largest wind farm in the US, and one of the largest in the world. The CVOW project will play a crucial role in helping the State of Virginia meet its goal of becoming carbon neutral by 2045. The project is located at approximately 43 kms off the coast of Virginia Beach, VA, US. The 2.6 GW offshore wind farm will be capable of supplying clean energy to as many as 660,000 households, while reducing carbon emissions by over 2m tonnes/year. DEME Offshore’s CVOW BoP contract includes the transport and installation of 176 monopile transition piece foundations, three offshore substations, scour protection and the supply and installation of export and inter-array submarine 72

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The Sea Challenger

cable systems. DEME Offshore will oversee the complete offshore installation works for the foundations, substations, infield cables, as well as part of the export cables. For the fulfilment of the project, DEME Offshore entered in a consortium with Prysmian, the world leader in underwater energy cable systems. “DEME Offshore brings valuable industry knowledge and years of experience to our Coastal Virginia Offshore Wind project,” says Joshua Bennett, Dominion Energy vice president of offshore wind. “We look forward to working with DEME Offshore to advance offshore wind off the coast of Virginia as we lead the Commonwealth’s clean-energy transition.” Luc Vandenbulcke, CEO, DEME Group commented, “We are extremely proud to be playing such a significant role in this dynamic and growing US market and seeing our efforts bring clean energy to American households. Following the award of the Vineyard offshore wind project installation works for foundations, substation and wind turbines and South Fork cable installation works, this partnership with Dominion Energy is an endorsement of our expertise and track record in enabling the energy transition process in the US. This contract further reaffirms DEME’s position as the pre-eminent contractor in the offshore wind installation industry both in the US and globally.” “We are grateful for Dominion Energy for the opportunity to launch this consortium. By working closely with our partners at Prysmian Powerlink, we will jointly support the project during the design and preparation phase with our joint expertise, and ultimately deliver on the promise of offshore wind power to the

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benefit of Virginia residents, businesses, and families,” said Jan Klaassen, Director, DEME Offshore US LLC. Sid Florey, President, DEME Offshore US, added, “This significant contract will allow us to further build out our US footprint, working with key partners and the local supply chain to grow jobs. We are pleased to continue supporting the growth of the US offshore wind industry and demonstrating DEME’s commitment to this growing market.” DEME Group has spent many years building up its presence in the US market and established DEME Offshore US LLC in Boston in 2019. The CVOW announcement is a fast follow on from earlier contract awards for Vineyard Wind 1 off the coast of Massachusetts, the first utility-scale offshore wind project in the US, and the South Fork offshore wind farm off the coast of Long Island. Upon expected completion in 2023, these projects will generate clean, renewable, affordable energy for over 400,000 homes and businesses in Massachusetts and over 70,000 homes on Long Island, while reducing carbon emissions by 1.6m tonne/year and 300,000 tonnes/year, respectively.

VA R D S E C U R E S C O N T R AC T S F O R T WO N E W B U I L D S AND ONE CONVERSION Norway’s VARD has announced contracts of the design and construction of two Commissioning Service Operations Vessels (CSOVs) with options for two additional vessels, and the sales and conversion of one Platform Supply Vessel to be converted to a Service Operation Vessel (SOV) for Norwind Offshore in Ålesund, Norway. The contracts for the firm three vessels have an indicative total value of NOK1.4bn. The two newbuildings are of VARD 4 19 design, developed by Vard Design in Ålesund, Norway.

DEME has been awarded the Coastal Virginia Offshore Wind contract

The CSOVs are tailor-made for world-wide services and maintenance operations at offshore wind farms. The first vessel will be outfitted and delivered from VARD in Norway in the second quarter of 2023, with the hull to be built at Vard Braila in Romania. The second vessel will be built and delivered by Vard Vung Tau in Vietnam, scheduled for delivery in the third quarter of 2024. The third vessel is a conversion and sales of one of VARD’s Platform Supply Vessel (PSV) that will be converted to a Service Operation Vessel (SOV). The vessel has been in operation in Asia and Australia and will now sail to Vard Brattvaag in Norway for an extensive conversion and outfitting. The vessel will be delivered to Norwind Offshore in the second quarter of 2022. Norwind Offshore is a newly established ship owning company that will offer specialised vessels designed for advanced maritime operations in the development and service of the offshore wind sector. The owners of Norwind Offshore have a long history in the offshore and maritime industry. Over several decades, VARD and the owners of the new company have developed a strong relationship through the building of a broad range of advanced offshore and specialised vessels. Fredrik Mordal Hessen, General Manager for the Offshore and Specialised business area in VARD, said, “I would like to congratulate Norwind Offshore’s owners with the new company, and VOL 40 ISSUE 6 |

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wish the team welcome back as a customer of VARD. To have local shipowners is vital for the innovation power of the complete maritime cluster at the north-west coast of Norway. As such these are particularly important contracts for the entire maritime cluster in this region. We are looking forward to continuing the great cooperation, and to contribute to developing the maritime industry for the future together with our many good customers and partners.” Svein Leon Aure, CEO in Norwind Offshore added, “Norwind Offshore is excited and looking forward to take delivery off several high-quality vessels from VARD in the years to come. We are pleased to continue our long relationship and together contribute to further position the maritime cluster towards the renewable energy market.” The VARD 4 19 design is a highly versatile platform for sustainable offshore windfarm support operations, focusing on on-board logistics, security, comfort, and superior operability. The 85 m vessels have a beam of 19.5 m and will be equipped with a height-adjustable motion-compensated gangway with elevator

system, a height-adjustable boat landing system, and will be prepared for battery solutions. The CSOVs will have an accommodation for 87 persons on-board, with an option to increase to 120 persons. VARD’s specialised high technology subsidiaries will be involved with major deliveries on-board, and in the shipbuilding process of the vessels. The newbuildings will have Vard Electro’s SeaQ Integrated Bridge System installed, - a bridge solution with an intuitive user interface designed with the operator in focus. Organised to achieve a clean and efficient workspace, the bridge emphasises ease of operation, safety, and ergonomics. For control and monitoring of the vessels’ systems and overview of emissions, the newbuilding’s will be equipped with Vard Electro’s SeaQ Integrated Alarm System (IAS), Power Management System (PMS), and Energy Management System (EMS). The PSV is of VARD 1 08 design with a length of 81 m and a beam of 18 m. The vessel will be converted to a Service Operation Vessel (SOV) outfitted for offshore wind farm operations.

Norway’s VARD has announced contracts of the design and construction of two CSOVs

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A B S AWA R D S A I P TO N E D P R O J E C T ’ S W TIV DESIGN ABS has awarded Approval in Principle (AIP) to Ned Project Inc. for its hydrogen-ready wind turbine installation vessel (WTIV) design. The NP20000X ULAM design is intended to be Jones Act Compliant and able to meet future offshore wind market demands, specifically operations involving 15-20 MW wind turbine installations. Its innovative approach loads monopiles vertically on the 8,000 m2 deck, eliminating the need to rotate monopiles to the vertical position at sea, increasing efficiency and safety. The design is equipped with a leg encircling heavy cargo crane with a working load of 3,500 tonnes capable of handling turbines of 240 m rotor diameter and 150 m tower height. “ABS is the ideal partner for a highly specialised wind turbine installation vessel such as this, both for the US market and internationally. Our extensive knowledge of US regulations combined with our global offshore industry leadership means we are uniquely equipped to support this project and a range of other innovative vessels now being commissioned to support the growing international demand for renewable energy. ABS is committed to playing a significant role in the safe development of the US offshore wind industry,” said Greg Lennon, ABS Vice President, Offshore Wind. Ned Project Inc. is working with GPZ Energy to develop ULAM WTIV projects for the US market. “There is significant potential for growth in the US offshore wind market and we are confident our WTIV design has the attributes required to deliver this. The scale, power and handling capacity as well as the innovative way it handles the monopiles means this is perfectly adapted to serve the US industry,” said Peter Novinsky, spokesperson for GPZ Energy. The design is hydrogen-ready with the engine rooms able to be converted into fuel cell compartments accommodating polymer electrolyte membrane fuel cells, making it

Turbines for the Ned project

possible to rely solely on liquefied hydrogen (LH2) to meet its energy demands. Charybdis, the first Jones Act compliant WTIV is now being built to ABS Class. It is just the latest vessel for the US offshore wind industry to be supported by ABS. The first US flagged Jones Act offshore wind farm service operation vessel (SOV) ever ordered will be built to ABS Class. These vessels will join the first ABS-classed crew transfer vessel (CTV) in the US, Windserve Odyssey. ABS has also issued AIPs for a series of wind support vessels from European designers.

V I N E YA R D W I N D SELECTS DEME OFFSHORE US F O R F O U N DAT I O N I N S TA L L AT I O N Vineyard Wind, a joint venture between Avangrid Renewables, a subsidiary of Avangrid and Copenhagen Infrastructure Partners (CIP), has announced that DEME Offshore will serve as its contractor for the installation of offshore wind turbine foundations for the Vineyard Wind 1 project. “We’re pleased to work with DEME on another VOL 40 ISSUE 6 |

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DEME Offshore will serve as contractor for the installation of offshore wind turbine foundations for the Vineyard Wind 1 project.

facet of our Vineyard Wind 1 project because they understand the need to train the US workforce so that we can meet the demands of this growing industry,” said Vineyard Wind CEO, Lars T. Pedersen. “With this contractor in place, we can now build on the goals laid out in our Project Labour Agreement and lay the foundation for the good paying US jobs that will carry our industry forward.” In addition to the installation of turbines, which was announced earlier this year, DEME will also now handle the transportation and installation of the monopile foundations, transition pieces, and scour protection for the wind turbine foundations, in addition to the offshore electrical substation foundation and platform. “DEME Offshore US LLC is proud of this achievement, not only about the award of another significant scope of work for the project, but also about the agreement with the unions, said Jan Klaassen, Director DEME Offshore. “DEME Offshore has always promoted co-operation with local companies and local people; we believe in the success of bringing people from different backgrounds and expertise together in one team. We will deploy highly specialised vessels and crews with huge experience in offshore wind and at the same time providing opportunities for American labour force to become involved in this fascinating business - constructing sustainable offshore energy production for US future energy mix.” As a part of the recently signed Project Labour Agreement, Vineyard Wind 1 and DEME Offshore 76

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will closely work together with the local unions and trades to provide training in this new industry. The goal is to have US workers play an increasing role on a variety of scopes of work during the construction of the project. Sid Florey, president of DEME Offshore said, “It has been a pleasure to work together with the local unions and trades. We are also engaging intensively now with local US companies who can act as our suppliers and vendors. We look forward co-operating with all the stakeholders in the realisation of this first large-scale offshore wind project in US waters. This project will form a cornerstone for the growth of offshore wind industry in the US, where DEME Offshore US will play a significant role together with its US partners.” Located 24 kms off the coast of Martha’s Vineyard, Vineyard Wind 1 is slated to become the first large-scale offshore wind farm in the United States. With a generating capacity of 800 MW, the project will provide significant benefits to the Commonwealth of Massachusetts by providing clean electricity to power more than 400,000 homes, creating thousands of good paying jobs, and reducing electricity rates by US$1.4bn over the first 20 years of operation. The project is also expected to reduce carbon dioxide emissions by 1.68m tonnes annually, the equivalent of taking 325,000 cars off the road each year. Vineyard Wind reached financial close in September 2021 and will begin delivering clean energy to Massachusetts in 2023.

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JA N D E N U L A N D B O S K A L I S W I N C O N T R AC T S F O R G O D E W I N D 3 & BORKUM RIFFGRUND 3 Ørsted Wind Power S/A and Jan De Nul Group have announced the signing of the final contract for the transport and installation of 107 monopile foundations and one offshore substation topside at Gode Wind 3 and Borkum Riffgrund 3 Offshore Wind Farm. The transport and installation will start in 2023 and will be the first assignment for Les Alizés, the next generation offshore installation vessel of Jan De Nul Group. Les Alizés is equipped with a crane having a lifting capacity of 5,000 tonnes and equally impressive lifting heights. Jan De Nul’s workscope includes the transport and installation of 106 wind turbine monopile foundations and one offshore substation foundation, including associated topside. For the first time, Ørsted will be using monopiles without the need of installing a transition piece for connecting turbine and foundation. Before installation, scour protection will be installed at all 107 monopiles locations.

Peter De Pooter, Manager Offshore Renewables at Jan De Nul Group said, “This contract is an important milestone for us, it will be the maiden project for our new NextGen Heavy Lift Vessel Les Alizés. We are most pleased having signed this contract with industry leader Ørsted Wind Power A/S and are looking forward to jointly develop both wind farms. Together with other projects in preparation by Jan De Nul, we are proud to contribute to the global transition to renewable energy by installing foundations and wind turbines in the most efficient way using the best environmentally friendly technologies.” Meanwhile, Boskalis has announced that it has been awarded an inter-array cable installation contract by Ørsted for the German Borkum Riffgrund 3 and Gode Wind 3 offshore wind farms. The contract includes the transport, installation and burial of a combined total of 106 inter-array cables. The project will be executed with the Boka Ocean cable-laying vessel. This 136 m long vessel

Cable installation from a Boskalis vessel

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was acquired earlier this year and will be equipped with a 4,000-ton turntable. Project preparations will commence shortly with cable installation activities scheduled for early 2024. The Borkum Riffgrund 3 and Gode Wind 3 offshore wind farms will have a capacity of 900 MW and 242 MW respectively. Both

wind farms are located off the northern coast of Germany in the North Sea. Combined, these two offshore wind farms are expected to deliver green renewable energy to approximately 1.2m German households. The award of the contract (for both Jan de Nul and Boskalis) is subject to a final investment decision by Ørsted.

S U N F I S H S U C C E S S F U L LY R E B U R I E S E X P O R T C A B L E AT E N E C O ’ S LU C H T E R D U I N E N W I N D FA R M For the Dutch offshore wind farm Luchterduinen, Jan De Nul was requested by Eneco to rebury a section of an existing export cable. To this purpose, Jan De Nul modified its in-house designed and fabricated intertidal trencher Sunfish and successfully reburied the nearshore section of the cable to a minimum depth of 2.5 m below the seabed. Due to morphological changes the export cable burial was over the last few years decreasing in depth within the nearshore section. To guarantee the cable will at all times remain sufficiently buried and thus protected, a reburial campaign was requested by Eneco. Since the section of decreased burial depth was located in the nearshore zone, it was not accessible with typical offshore trenching vehicles nor could it be easily accessed from the beach. Jan De Nul offered Eneco the solution by mobilising its intertidal trencher Sunfish. The Sunfish successfully lowered the nearshore part of the cable working up to 1 kms offshore and a water depth of 8.5 m. Tom Baguet, Project Manager at Jan De Nul Group said, “Deepening the live export cable in a challenging intertidal zone with our unique in-house designed trenching vehicle Sunfish proves our expertise in various operational fields. We look back to an excellent co-operation with 78

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our client Eneco, the municipality of Noordwijk, KNRM and all local stakeholders.” Ernest Diepstraten, Project Manager at Eneco added, “Eneco greatly appreciated working together with Jan De Nul constructively in delivering this project in time and in budget. We are pleased that, thanks to the work of Jan De Nul, the cable to our Eneco Luchterduinen wind farm is buried deep enough again so that the wind farm can continue to supply power to our customers.” Specifically for this project, the Sunfish was modified to a suitable post-lay jet-trenching vehicle with two water pumps delivering each 1,250 m3/hr jet water and 3.5 m long jet swords. It is Jan De Nul’s strength to design and engineer in-house tailor-made machines. As such, the Sunfish executed this project in its third configuration: the Sunfish was initially designed as a ploughing machine suitable for working in tidal areas. In this configuration, the Sunfish successfully buried export cables on the Race Bank project in the UK in 2016. Jan De Nul engineers converted the machine later into an excavator with a chain cutter, a configuration which was used for the burial of the Rentel export cable in Belgium in 2017. Today, the Sunfish successfully completed the Eneco Luchterduinen export cable reburial in

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DEME OFFSHORE I N S TA L L S F I N A L F O U N DAT I O N AT H O R N S E A T WO O F F S H O R E W I N D FA R M

The Sunfish successfully reburied the nearshore section of the cable to a minimum depth of 2.5 m below the seabed

jetting configuration by using water under high pressure. To accurately locate the cable, the Sunfish was further equipped with two sets of innovative cable tracker sensors of SMD’s innovative tracking system ‘Artemis’ using the live tone of the cable. As a result, Eneco did not have to switch off the wind farm during the entire campaign. Lee Carden, SMD Head of Sales for Artemis said, “SMD very much appreciated this opportunity to continue to trial our Artemis cable tracking technology on live projects. Following a robust series of offshore trials, this project enabled live cable reburial operations to be completed without turning off windfarm power. SMD very much looks forward to continuing our collaborative relationship with Jan De Nul, who has a great history of innovative approaches to their operations.”

DEME Offshore has successfully installed the final and 165th monopile foundation at Ørsted’s Hornsea Two wind farm, which is currently the largest offshore wind farm in the world. The timely completion of this installation project is all the more remarkable given that it has largely taken place during the pandemic. Bart De Poorter, General Manager DEME Offshore Renewables, commented, “Last week’s milestone is the result of the seamless co-operation between all parties involved and the strong partnership with our client Ørsted. Our teams made sure that the highest safety and quality standards were established at each stage of this exceptionally complex project, and that we maximised production and supply chain efficiency. A total of 165 foundations have been transported and installed in just one year.” “DEME’s logistics and engineering teams have put in an extraordinary performance. They had to ensure a continual flow of components which were transported from three different fabrication ports to the base port in Eemshaven in the Netherlands. The heaviest piles weighed around 1,250 tonnes and had a diameter of 9.5 m, therefore DEME Offshore’s engineers designed specialist equipment to make the installation process as efficient as possible,” Bart De Poorter emphasises. “We are delighted to have achieved this major project milestone safely and on schedule, despite some incredible challenges along the way,” adds Patrick Harnett, Ørsted’s Programme Director for the Hornsea Two project. This has only been possible through close collaboration and a genuine ‘one team’ approach with DEME VOL 40 ISSUE 6 |

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The first foundations were installed with offshore installation vessel Innovation

Offshore. We look forward to the equally successful conclusion of our wind turbine generator installation scope in the coming months.” Currently, DEME Offshore’s sister vessels Sea Installer and Sea Challenger are installing the 165 8 MW Siemens Gamesa turbines. With over 100 turbines now installed, the wind farm’s generation assets are well on the way to completion. As well as the Transport

& Installation scope for the turbines and foundations, two of DEME’s fallpipe vessels carried out the scour protection at 89 locations. Located approximately 89 kms off the Yorkshire coast, Hornsea Two will generate up to 1.4 GW of clean energy for UK households when fully operational in 2022. Hornsea Two is the third offshore wind farm project where DEME Offshore has been responsible for the installation of more than 100 foundations.

M I L E S TO N E R E AC H E D F O R A B P ’ S D E V E LO P M E N T F O R T H E O F F S H O R E W I N D I N D U S T RY Recently, Associated British Ports (ABP) welcomed the news that the Marine Management Organisation has given consent

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for ABP’s £25m development of the Lowestoft Eastern Energy Facility (LEEF). This will enable the Port of Lowestoft to support the offshore wind

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sector in achieving the Government’s target of 40 GW of offshore wind energy by 2030, and will have a profound, positive economic impact for the region. Following East Suffolk Council’s approval for the land-side elements, ABP has the necessary permissions to progress the development. ABP’s strategically located ports have a proven track record of investment and delivery to support the offshore wind industry. ABP’s Port of Grimsby is the largest base for offshore wind operations and maintenance (O&M) activity in the world and ABP’s Port of Barrow in Furness also hosts the largest number of O&M facilities on the West Coast UK in a single port location. ABP’s development at Lowestoft builds upon this, as well as the success of ABP’s £310 m offshore wind manufacturing facility at Green Port Hull, a joint investment with Siemens Gamesa, which has helped to accelerate the growth of offshore wind energy generation and secure supply chain benefits for the local economy. The LEEF development will create more quay side space, and deeper water allowing for three O&M vessels to use the berth simultaneously, as well as new offices and additional facilities for Crew Transfer Vessels. This work will be done alongside the retention and improvement of fish landing sites, to continue support of the local fishing industry. Andrew Harston, Regional Director, ABP said, “At ABP, we are proud to be investing boldly in infrastructure to enable the UK’s strategy for decarbonisation and the use of renewable and clean energy. With over 30 years’ experience in providing O&M for the offshore wind industry, we are proud to play our part in supporting its rapid growth. Not only will our LEEF development The Lowestoft Eastern Energy Facility (LEEF)

support the increased production of more renewable, clean energy but it will also bring hundreds of new jobs, investment and interest in the region.” ABP remains fully committed to supporting the growth of the offshore wind industry, and the local economy, and looks forward to beginning the work on the state-of-the-art facilities at Lowestoft in 2022.

A B S C O N S U LT I N G PA R T N E R S W I T H G LO B A L M A R I T I M E COMBINE ABSG Consulting and Global Maritime have announced their alliance to support the US offshore wind sector. Global Maritime’s US subsidiary, American Global Maritime, and ABS Consulting will combine their respective expertise in the maritime market into a comprehensive service offering that supports the offshore wind life-cycle from concept design through decommissioning. “We are thrilled to be working in collaboration with Global Maritime and employing their extensive track record of delivering successful marine and offshore projects worldwide with our leading risk management and technical services,” says Brian Weaver, Vice President of Risk and Reliability for ABS Consulting. “Combining our expertise will enable us to strategically provide clients with a single interface for complex scopes such as Certified Verification Agent (CVA), Marine Warranty and Owner’s Engineering.” “The offshore wind sector is a key market that both ABS Consulting and Global Maritime have guided through operational and safety challenges,” says Jonny Logan, CEO of Global Maritime. “This partnership will support our planned expansion in the US, enabling us to service our clients’ needs in the market seamlessly.”

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As an affiliated company of ABS, ABS Consulting brings a maritime heritage dating back to 1862 and has continued to provide critical and highdependency services to the marine and offshore markets for over 50 years. Similarly, Global Maritime has over 40 years of experience in the maritime sectors with expertise in the oil and gas, aquaculture, shipping and renewable energy markets. Together, ABS Consulting and Global Maritime have significant records in several fields, including Geoscience, CVA, Asset Performance Management, Marine Warranty, Risk Management and Cybersecurity.

REM OFFSHORE SELECTS KO N G S B E R G ’ S VESSEL INSIGHT Norway’s Kongsberg Digital has announced that they have entered a contract with REM Offshore, for the roll-out of Vessel Insight on their three new offshore wind vessels that are under construction. The first vessel will be completed at Green Yard Kleven in November, while the other two are under construction at Vard, with completion in 2023 and 2024, respectively.

By installing the infrastructure service Vessel Insight, REM Offshore will collect data from the vessels and enable use of applications to optimise operations. An important part of the delivery is two applications from Kongsberg Maritime. Vessel Performance supports fuel consumption and emissions reduction, as well as automates reporting processes and eFSOG an advanced decision support tools (DSS). Kongsberg Digital is in the process of installing Vessel Insight on the first vessel, REM Energy, with this equipment, and the process was finalised before the vessel left quayside on November 29th. “We are very happy to have entered into this contract with REM Offshore. By installing Vessel Insight on newbuilds before they leave dock for the first time, the shipping companies will benefit by being able to use the data gathered to optimise their operations faster than what has been the norm up until now,” said Andreas Jagtøyen, Executive Vice President for Digital Ocean in Kongsberg Digital. “The Contract with Kongsberg Digital for our renewables fleet for data collection, vessel performance and decision support gives us advantages for optimising our operation & reduce emissions. Particularly the eFSOG/ Decision support system will make a big step for us as a ship owner within the renewables sector for supporting our clients,” says Ronny Pål Kvalsvik, Commercial & Technical Manager in REM Offshore. PEM The REM Energy

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PORT ENGINEERING MANAGEMENT LOC KGATE

CEDA, IADC and Vital Ports, have completed a report on inland waterways, with contributions from Swiss Re and B Capital Partners

Financing of Sustainable Marine and Freshwater Infrastructure - How private capital can accelerate the green transition in marine and freshwater infrastructure The report ‘Financing of Sustainable Marine and Freshwater Infrastructure - a joint study to explore financing of green coastal, river and port projects, developed by the Central Dredging Association (CEDA), the International Association of Dredging Companies (IADC) and Vital Ports, with contributions from Swiss Re and B Capital Partners was presented at the Sustainable Development Impact Summit organised by the World Economic Forum. Against the backdrop of climate change, energy transition and loss of biodiversity, together with the fact that there are limited public budgets, means there is a bigger role available for private capital to play in bridging the infrastructure funding gap. The report is based on the findings of the mutual working group, which discusses nine case studies. The main conclusion is that

LO C KGAT E

C E DA , I A D C A N D V I TA L PORTS PRESENT REPORT

sustainable waterborne infrastructure solutions are available, have been tested and are economically viable. Private capital could help to accelerate the uptake of such solutions. The report is an important first step realising this. The report will be presented to the dredging community at the virtual CEDA Dredging Days 2021. “Marine and Freshwater Infrastructure is the collection of waterborne works at coastlines, estuaries, rivers, canals and in port areas. In general, such works provide flood protection or enable port development, urban development and navigability of waterways. In other cases these works serve to protect or restore nature and recreational areas”, says Arjan Hijdra, Managing Director of Vital Ports and one of authors to the report. “Both the Sustainable Marine and Freshwater Infrastructure sector and the financial sector seek to scale up their green portfolio and it is quite obvious that synergy can be found in cooperation. However, both sectors are mutually unfamiliar with each other’s environment which hinders to capture this synergy right away. We believe that this dedicated report could help further engagement between these two sectors.” Together with experts from B Capital Partners and Swiss Re, CEDA, IADC and Vital Ports explored what is needed in order to improve the connection between green-labelled funds and sustainable waterborne infrastructure projects. One main conclusion is the need to clarify sustainable concepts and associated financial structures in order to introduce the topic to both the financial sector and the dredging community. But also to develop ideas on how to bring this to mainstream infrastructure investment asset classes. The report provides content for further dialogue to foster the uptake of green marine and freshwater concepts by private investors.

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PORT ENGINEERING MANAGEMENT LOC KGATE

Given the size and magnitude of the challenges and the amount of sustainable marine and freshwater works that are needed to cope with these challenges, it is expected that more avenues will open up to enable such projects. This means more capital from private and institutional investors can be utilised. To facilitate this, a number of key elements have been identified: • Sponsors and capital suppliers need to work together in upfront project screening; • Certification of green projects might be instrumental in moving forward; • Development of standard legal and financial frameworks; • Reporting tools and methodologies need harmonisation and capture ESG benefits; • The insurance industry as a ‘de-risker’ can be transformational in providing predictable cash Arjan Hijdra

Christian Wertli

Paolo Alemanni

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flows and establishing a longer-term investment framework; and • Upward potential through growing markets in carbon trade sequestration, in biodiversity offsets and habitat banking. “Our mission is to make the world more resilient. We believe that the insurance industry can play a major role in supporting sustainable marine and freshwater infrastructure to encourage more innovative projects and enable private investments” said Christian Wertli, Head Infrastructure Solutions at Swiss Re. “Private capital requires standard, stable legal frameworks to ensure appropriate risk allocation and a safety net for proper business conduct. All of this is urgent, since more coastal protections are needed, due to rising sea levels because of climate change,” adds Paolo Alemanni, Managing Partner at B Capital Partners. The dredging sector has an important role in major coastal, port and river projects around the world. This sector includes project owners, dredging companies, consultants and research institutes. Accustomed to vulnerable environments, and to addressing a myriad of climate, ecosystem or other sustainability challenges, the dredging community pushed hard to come up with new techniques and solutions. And they did. A number of important philosophies and concepts, such as Building with Nature (EcoShape), Engineering with Nature (US Army Corps of Engineers), Working with Nature (PIANC) and Dredging for Sustainable Infrastructure (CEDA/IADC) already play a significant role in many marine and freshwater infrastructure projects. As these sustainable solutions are proven in practice, the challenge ahead lies in scaling and replicating, and therefore financing. Private Financing could help governments around the world, many of them committed to the 2015 Paris Agreement and the UN Sustainable Development Goals (SDG’s), to implement projects fitting their local or national needs. With limited public budgets, the investment gap in Marine and Freshwater Infrastructure leaves a critical and supporting role for private capital to play in bridging the gap. PEM

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PORT ENGINEERING MANAGEMENT CONTACT DIRECTORY DREDGING AND MARINE

D R E D G I N G C O N T R AC TO R S

C O N T R AC TO R S

ROHDE NIELSEN A/S

DUTCH DREDGING BV

ROYAL BOSKALIS WESTMINSTER NV

Nyhavn 20

Dr. Langeveldplein 11, 3361 HE

DK-1051 Copenhagen K

Sliedrecht, The Netherlands

Rosmolenweg 20

Denmark

Tel: +31 184 411999

PO Box 43

Tel: +45 33 91 25 07

Emaill: info@dutchdredging.nl

3350 AA Papendrecht

Email: mail@rohde-nielsen.dk

Web: www.dutchdredging.nl

The Netherlands

Web: www.rohde-nielsen.com

Contact: Ir. H.C. van de Graaf,

Tel: +31 78 69 69 000

Drs. C.J. van de Graaf

Email: royal@boskalis.com Web: www.boskalis.com

D R E D G I N G C O N T R AC TO R S

DREDGE EQUIPMENT

VAN OORD DREDGING AND

DREDGING INTERNATIONAL NV

HOLLAND MARINE TECHNOLOGIES BV

MARINE CONTRACTORS Scheldedijk 30, Haven 1025 Schaardijk 211

2070 Zwijndrecht, Belgium

3063 NH Rotterdam

Tel: +32 3 250 52 11

PO Box 8574

Email: info.deme@deme-group.com

3009 AN Rotterdam

Web: www.deme-group.com

The Netherlands

DEME is a world leader in the highly

Tel: +31 88 8260000

specialised fields of dredging,

Fax: +31 88 8265010

marine engineering and

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environmental remediation. The

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company can build more than 140 years of know-how and experience and has fostered a pioneering approach throughout its history, being a frontrunner in innovation and new technologies.

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Pompmolenlaan 13 3447 GK Woerden The Netherlands Tel: 31 348 416075 Email: info@hollandmt.com Web: www.hollandmt.com Contact: Jan W. de Wit Supply of engineering and equipment packages, including dragarm & gantry systems, gate-valves, pipe coupling systems,TSHD loading & unloading systems and other customised dredging equipment.

DREDGE COMPONENTS

D R E D G I N G C O N T R AC TO R S

HEGEMANN GMBH | DREDGING

VANDEGRIJP IGS B. V.

GULF COBLA (L.L.C.)

Arberger Hafendamm 16

Rietgorsweg 11, PO Box 72

Jebel Ali Industrial Area 2

28309 Bremen, Germany

3350 AB Papendrecht,

PO Box 5708

Tel: +49 421 4107 201

The Netherlands

Dubai

Fax: +49 421 4107 299

Tel: +31 78 644 64 64

United Arab Emirates

Email: info@dh-dredging.de

Fax: +31 78 644 64 65

Tel: +971 4 803 7777

Web: www.dh-dredging.hegemann-gruppe.de

Web: www.vandegrijp.com

Fax: +971 4 880 4295

Maintenance dredging, reclamation works,

Manufacturer of dredging

Email: gc-info@gulfcobla.com

aggregate dredging and sand mining using

equipment. Production and

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trailing suction hopper and backhoe dredgers.

sale of dredging-pipes

Contact: Jan Joost Post

Charter of self-propelled split hopper barges.

and accessories.

Specialising in hopper dredgers suitable for shallow waters. Working areas: coastal waters, river estuaries, harbours and fairways.

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During late September, in the port of Le Havre, France, Finland’s Gasum bunkered LNG to PONANT’s Le Commandant Charcot (See Page 33).