July/August 2016 Volume 5 No. 16
Print Post 100005587
Circulated to key personnel within all Australian Port Authorities and Associated Port Industries throughout Australia, New Zealand and Papua New Guinea Ports
Mobile Conveying Services loads woodchip through Esperance
Please see our editorial and advertisement on pages 10 and 11
Please see our advertisement and editorial on page 7
Australian Ports News
ABF marine base established in Darwin T HE Australian Border Force (ABF) has boosted its capability in the North with the establishment of a permanent marine base in Darwin.
Officially commissioned by the Minister for Immigration and Border Protection Peter Dutton during a Darwin ceremony in late 2015, the new ABF marine base at East Arm Wharf is now fully operational. ABF Assistant Commissioner Peter Docwra, who oversaw the project, said the new facility has increased the ABF’s capacity to protect Australia’s national interests. “The ABF is now better placed to respond to transnational crime, including piracy, people smuggling, illegal foreign fishing, abandoned fishing nets that endanger native marine life, and offering a safety of life at sea capability for vessels in distress,� Assistant Commissioner Docwra said. “In the past ABF cutters could spend extended times waiting for wharf space to become available. It was obvious we needed a dedicated secure location where we could quickly replenish our vessels and re-crew, carry out maintenance work and conduct training. “Berthing at Stokes Wharf had been manageable, but the new ABF marine base
at East Arm Wharf now offers a permanent location for logistics resupply and crew rotations between patrols.� The purpose built dock comprises two boat tie-up pontoons secured by piles, which if required, allow for up to four Cape Class cutters to tie-up. The mooring is connected to the main wharf by gangway, and has unrestricted access for the movement of goods and removal of waste, including sewerage and oily water. The new berth also offers unrestricted movement of a shore crane to access the vessel. “Our vessels operate on a 28-day roster cycle, and the ease of crew changeovers, bunkering and provisioning offered by the new facility is enabling the ABF continuous operations against maritime threats,� Assistant Commissioner Docwra said. The facility was developed by Toll Remote Logistics, Bhagwan Marine and Austal, with the active support of the Northern Territory Government and the Darwin Port Corporation. “The ABF Capability Division performed tremendously on this project, the sense of urgency, dedication and commitment from my staff, to support by the local Northern Territory Government plus our commercial partners has been outstanding,� Assistant Commissioner Docwra said.
On Board Eastland Port services wave rider buoy Safewty a Key Benefit od Solar
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Norman R, Wright & Sons deliver Darwin Pilot Boat ‘Delirra’
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The Future of Boat Building Lies in the Past
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Kalmar Forklifts - the perfect choice for Owens Transport
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Innovative technology designed for modern terminal
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Mobile Conveying Services loads woodchip at Esperance
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Ports News - Port of Mackay’s Wharf 1 ‘suits up’ Container Weight Verfication Port of Gladstone welcomes first Moss-type LNG carrier
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LASSTEC - Container Weighing System
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TasPorts unveils new vessel to service shipping in Northern Tasmania We also publishe
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Hart Marine delivers pilot vessel to TasPorts
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Paul Jindra’s common sense approach to marine ventilation
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Yanmar - Our First Choice in Marine Diesels
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Dredging almost complete at Port of Tauranga
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Ports News -Australia signs agreements to streamline trade
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Ports News - Eastland Port smashes previous export record Flinders Logistics finalist at new mining awards
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Ports News - Port awards tender for works on Berth 8/9 to local contractor
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Ports News - Port of Brisbane improving Brisbane River and Bay health with ‘Queensland first’ offsite stormwater treatment pilot project
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Editorial Contributions
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Eastland Port services wave rider buoy
R
OUTINE monitoring of conditions underwater stepped up a notch at Eastland Port in the first week of July, with Hunter Hydrographic Services (HHS) undertaking its three monthly sounding of the approach channel and turning basin.
Senior marine pilot Chris Kaye said the port made use of a rare opportunity to get an up-todate set of soundings for the number eight berth pocket. “There’s usually a ship sitting there, but on this occasion the berth was clear so HHS were able to complete a full hydrographic survey.” Also, the port’s wave rider buoy – which transmits real-time sea and swell conditions
– was pulled out of the water for its first service in four years. “About 30 metres of mussel encrusted chain was retrieved with the buoy,” said Mr Kaye, adding that the mussels “vanished in fairly short order” once the buoy was on the wharf. He said the chain anchoring the buoy to the sea floor had deteriorated as expected, but that the buoy and its recording equipment was in good condition. While the buoy was out of the water the related software was upgraded as part of an enhancement of the entire weather monitoring system which records data from the wave rider buoy as well as wind, infra gravity and tide information from within the port. “All of this data is vital to ensuring the safety of the shipping operations” he said.
Above: The buoy after it was cleaned with the recording equipment in good condition
Safety a Key Benefit of Solar
O
RION SOLAR has been supplying solar powered LED lighting solutions for almost twelve years. The company started with the supply of aids to navigation for the marine and aviation industries, applications which demanded the highest level of reliability and serviceability, using products rugged enough to withstand all that nature could throw at them. Safety was the number one priority.
As the performance of LED luminaires improved, Orion moved into applications involving public area, streetlights and parking lot lighting. As with the marine and aviation markets, the users in these markets are highly motivated by the need to improve safety. In an emergency situation when the grid power fails, the only lights left on are those with back up power, including solar lights. A customer which was very much motivated by the need to increase safety was the Bega Shire Council, which decided to illuminate the Tathra Wharf on the NSW South Coast, following a tragedy involving loss of life. With no hard wired power supply at the wharf, solar power was the lowest cost option for illumination and the only one which would be immune to power outages. It was a concern that if someone fell off the wharf on a dark night they would be unable
to see the steps and find their way to safety. Orion supplied two IPL self-contained solar powered lights, which are designed for use in pathway applications and they are available in a choice of lighting distributions. The IPL is at the low end of the range which extends all the way up to lights which are suitable for highway lighting. The opportunity for using Orion’s solar powered solutions are quite wide and varied. Apart from applications similar to those mentioned above, Orion supplies traffic hazard and pedestrian warning beacons which are frequently required in busy port areas. Orion Solar are based in Queensland but supply their products all over Australia, New Zealand and the Pacific islands. For more information, check their website at www. orionsolar.com.au.
Marine LED Illumination for all applications ◊ ◊ ◊ ◊
Bouy Lanterns Range lights Sector lights Dockside area lights
Australian Ports News - Page 3
Lex Baddiley Marine Engineering 5th Generation Business
By Kevin Glancy
Norman R. Wright & Sons deliver Darwin Pilot Boat ‘Delirra’
I
T was way back in 1909 that Alex Baddiley, a marine engineer, launched his business, Alex Baddiley’s and Sons Marine Engineering on the Brisbane River. Working from a small workshop he’d set up at the back of his house in McConnell Street in the river side Brisbane suburb of Bulimba, he conducted repairs and maintenance for boat owners who frequented the river.
It was a humble beginning but Alex’s reputation for producing quality marine workmanship rapidly spread far and wide and for many years his business continued to grow. Such was the respect for his work that during the Second World War he even conducted maintenance work for the U.S.Navy. Success became a constant and perhaps there’s something salty in the Baddiley blood because since Great Grandfather Alex plied his trade, it’s been that way ever since. Manufacturing bespoke engine parts, doing fit outs and re-fits and installing specialised systems on mega yachts, ferries and private craft has always been a family affair and now five generations later the Baddiley name continues to flourish. Today, Paul Baddiley is at the helm with his wife Kristy performing an important role in the front line. Now known as, Lex Baddiley Marine Engineering, attention to detail has always been paramount along with a disciplined work ethic. It’s a family tradition that has been diligently passed down since those early days. Each generation has maintained that high standard of customer service delivery, just as it was when Alex Baddiley first put up his shingle. As a consequence, there’s always been a steady stream of vessel owners seeking the Baddiley touch and only the location has changed. The need for bigger premises to fulfil
customer demand now sees Lex Baddiley Marine Engineering located a short distance away from the original premises but still on the Brisbane River at the Rivergate Complex, Murarrie. The list of clients reads like a who’s who in the marine sector. Names such as; Brisbane City Cats; Sydney Transport; Qld Water Police; Brisbane Marine Pilots; Darwin Pilots; Australian Reef Pilots; WA Pilots; NZ Pilots; Queensland Transport; Maritime Safety Qld. Port of Brisbane as well as the many private boat owners Australia wide. At around the same time that Alex open his doors in 1909, the legendary boat builder, Norman R. Wright and Sons also set up shop close by. In a perfect marriage of mutual interests, the two companies have enjoyed a highly successful working relationship ever since. The combined know-how that spans the two entities has served them well with Norman R. Wright and Sons designing and building the boats and Lex Baddiley Marine Engineering doing the engine and system fit-outs. Lex Baddiley Marine Engineering will never be short of customers but if you want the best in marine engineering simply follow those in the know. For more information visit; www.lexmarine.com.au
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EADING Brisbane-based boat builder Norman R. Wright & Sons delivered a second pilot boat to Darwin Ports at the beginning of August. “The vessel is named Delirra and represents a considerable improvement on our already topperforming pilot boat design due to her nextgeneration hull,” said Norman R. Wright & Sons director Bill Wright. “We are very grateful to our client Darwin Ports for having the confidence in us to give the go-ahead on the new design despite the fact that Delirra is the first of her kind with the new hull,” he said. The vessel’s vertical knife bow gives her exceptional head sea ability by punching through waves without compromising the performance in a following sea. The new hull has reduced vertical acceleration at the helm position by 23% over earlier models and has also reduced fuel consumption by 10% and increased speed by 12% at 22kn with the same horsepower. Noise levels at the helm position are 69db at 22kn which, together with the smoother ride, will decrease crew and passenger fatigue. Mr Wright said that the main aim of pilot boat design was to deliver pilots safely to their ships with the minimum of fatigue and that Delirra would be outstanding in that regard. The new hull was developed in-house by the company’s design team and two models were built for tank-testing at AMC in Tasmania to confirm that it would perform as expected
Manufacturers and installation specialists for five generations. Since 1909, Lex Baddiley Marine Engineering has been at the forefront of the Marine Industry working alongside Norman Wright and Son’s building pilot boats and fitting them out.
Lex Baddiley Marine Engineering 1/17 Rivergate Place, Murarrie QLD 4172 Phone: Fax: Email: Web:
07 3890 3366 07 3890 5445 sales@lexmarine.com.au www.lexmarine.com.au
Page 4 - Australian Ports News
On the new Pilot Boat ‘Delirra’ for Darwin Port we fitted engines and connected all engineering systems throughout the vessel. We supplied and fitted props, shafts skegs, stern tubes and rudders. We take pride in our work and build strong relationships with our customers.
and that its self-righting capability was not compromised. Delirra is constructed from fully infused GRP fibreglass which makes for a stronger and more durable laminate than would be the case using conventional fibreglass construction. She is also fitted with the company’s own proprietary fender system. “We decided to invest in our own locally designed and manufactured high-end fender system after experiencing quality and support issues with imported versions” said Mr Wright. Delirra’s resulting great strength and durability will have many benefits for her owners including a greatly increased service life over conventionally constructed vessels. The vessel is equipped with two continuously rated 331kW Scania diesel motors feeding power through to ZF 30x30 four-bladed propellers recessed into custom-designed tunnels to maximise efficiency and give her a sustained top speed of 24kn. She has a diesel fuel capacity of 2,200L giving her a range of 350 miles at 22kn. Delirra is 15m long, displaces 18 tonnes lightship and carries two crew and up to six passengers. She is equipped with a state-of-theart SIMRAD electronics package incorporating multiple 16-inch displays at the h Mr Wright said that the safety of the vessel’s passengers and crew was always top-of-mind during her design and construction and that she had been built in accordance with the NCSV Class 2C and DNV HSLC 1A1R3 standards.
The Future of Boat Building Lies in the Past By Kevin Glancy
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OU can’t buy experience and when you have an inherent wealth of know-how accrued over one hundred years in the design and manufacture of an extremely diverse range of marine craft it’s a priceless commodity. Such is the case with Norman R. Wright and Sons, a Queensland based boat building pioneer with a proven and outstanding record for excellence.
Norman R. Wright and Sons is ideally placed to know how best to accommodate the future in boat design. Not least because it’s a company that understands the invaluable lessons learnt throughout a past marked by so many and varied design achievements. Furthermore, its operational strength lies in the fact that to survive in such a highly competitive sector for that amount of time means that you have what it takes to stay ahead of the game. There are no short cuts, it takes the right blend of talent to provide an in-house capacity and the skill to anticipate and implement tomorrow’s design solutions today. What really separates Wright and Sons from the rest is that the company combines that extraordinary depth of proven knowledge with the latest advances in seafaring technology. It’s not only an unbeatable combination but provides a powerhouse of boat building expertise. Under the leadership of Managing Director Bill Wright, the company has the ability to respond to any marine challenge with world’s best practice every time. But as he says, the advantage of such a wealth of experience is not always recognised. “There can be a perception that because we’ve been in business for almost one hundred and eight years that we are somehow stuck in the past and that couldn’t be further from the truth. To succeed consistently with the demands placed on boat builders by ports you have to be the best at what you do every time. If that wasn’t the case we would not have survived all these years.
“When designing and building boats we not only have the benefit of hindsight and the confidence that comes with that insider knowledge but the latest technology at our disposal. “That’s complimented by the kind of proven in-house talent that covers all the bases. We can do everything in-house from the initial design phase to building the boat; from handover to delivery and warranty work. It’s truly a one stop shop and we are very proud of our capacity to respond with the complete marine solution for our clients.” The company’s long standing relationship with many Australasian ports confirms its ability to deliver the right response. Wright and Sons’ operational reach is far reaching and includes a variety of ports such as; Cairns, Mackay, Gladstone, Townsville, Brisbane, Mooloolaba, Bunbury, Port Otago in New Zealand, Port Hedland, Darwin and Torres Straits. The company’s Naval Architect Adam Evripidou, believes that it’s the numerous repeat clients that confirms the consistent high standard of the team’s workmanship. It also highlights the reason why current demand for the superior pilot boat designed and built by the company continues to grow. As he says. “One of our biggest repeat clients is Brisbane Pilots who have been the recipient of eight of our pilot boats. We have in fact built all Brisbane pilot boats since the inception of the pilot service and it highlights our safety first approach in the way we design all craft.
“For the most part we are designing work spaces to make life easier and safer for those who are faced with a challenging and unpredictable sea. I have no doubt that the comfort and efficiency levels of our boats are best in class. “In recent times there has been much more focus on work place health and safety requirements and we have invested a large amount of resources to ensure that the boats far exceed all legislative requirements.” Adam goes onto explain how, much like the advanced technology that filters down from Formula One racing cars to normal vehicles, Wright and Sons continually incorporate the latest advances in technology when building large luxury motor yachts. In turn these advances filter down to our commercial vessels. “Importantly, our specialty is designing and building boats for specific client requirements. Everything is custom made and every hull is designed to suit the exact sea conditions and logistics of each particular port. Each new hull is tank tested at the Australian Maritime College Towing Tank. I believe we are the only designer/ builder in Australia utilising this technology to ensure we are delivering state of the art products.” The quality of build and the attention to design detail in every Wright and Son pilot boat is clearly demonstrated by the Amity. This twin-screw, Fast Pilot vessel designed and built by Norman R. Wright and Sons began its duty with the Brisbane Pilot Service in 1993/4. Over twenty years later Amity is still operating in the
front line having assisted with over 58,000 pilot transfers and logging up over 40,000 hours of service. Last year the Amity had its half-life refit and it reveals just how durable these boats are with an inherent toughness that allows for such a refit. The added benefit of course is that the Amity continues to enjoy a very long and active life. Wright and Sons have maintained and serviced the Amity and this is a feature of the after sales standards that the company has set with all deliveries. The team provides 24/7 service to ensure appropriate fleet maintenance and given the demanding schedule faced by pilot boats, it has the ability to respond quickly to any emergency repair should it arise. Following the success of the Amity, Brisbane Pilot Service has since purchased seven more pilot boats from Wright and Sons to strengthen its fleet. Darwin Port Corporation is another very satisfied customer with their second vessel currently under construction. The scope of the company’s design and build programme is unlimited and whether building City Cat ferries for Brisbane Council or pilot boats to welcome ships into our ports, the future in boat design is undoubtedly in safe hands. Norman R. Wright and Sons has its eyes firmly on the future, with the kind of know-how and confidence strengthened by the success of its glorious past. To find out more about Norman R. Wright and Sons visit; www.wrightsons.com.au
PILOT VESSEL 'AMITY' BUILT BY NORMAN R. WRIGHT & SONS 1993 OWNED AND OPERATED BY BRISBANE MARINE PILOTS
40,000 OPERATING HOURS
58,000 PILOT TRANSFERS … AND STILL GOING STRONG!
Norman R. Wright & Sons Pty Ltd 19 Byron St, Bulimba, Brisbane QLD 4171 Email: info@wrightsons.com.au Web: www.wrightsons.com.au Phone: (07) 3399 3911
WITH 7 REPEAT ORDERS FOR BRISBANE MARINE PILOTS, IS THERE ANY DOUBT WHY NORMAN R. WRIGHT & SONS IS AUSTRALIA'S MOST PROLIFIC PILOT BOAT BUILDER ?
Commissioning of the new Pilot Boat ‘Delirra’ – the second boat for Darwin Port
CALL US TODAY TO FIND OUT WHY.
SERVICING PORTS Cairns Mackay Gladstone Townsville
Esperence Brisbane Mooloolaba Bunbury
Port Otago, NZ Port Hedland Torres Straits Darwin
Designed and built in Australia for Australian conditions since 1916 Australian Ports News - Page 5
(L to R) Dave Murray, Bill Wright, Dave Fussell, Grant Jones, Paul Baddiley, Carl Mackey, Nick Nolan
New Pilot Boat ‘Delirra’ for Dar win Port
Page 6 - Australian Ports News
Kalmar Forklifts - the perfect choice for Owens Transport
O
WENS TRANSPORT is an Australia wide company with branches extending across to New Zealand and a company network spanning Asia, Europe and America. They offer a full suite of wharf transport services and associated tasks including container packing and unpacking, warehousing and project logistics.
Owens Transport in Brisbane required versatile and resilient forklifts to assist with their various logistics and transport tasks. With these prerequisites in mind, NTP Forklifts Australia delivered a Kalmar DCG160-12 fitted with a factory side shifting fork positioner and a DCF410CSG with a 20/40 dedicated top lift spreader attachment. The DCG160-12 has a lifting capacity of 16 tonnes and a 1200mm load centre capacity. The modern electric and hydraulic systems ensures faster lifting speeds and better control. This is necessary when loading and unloading large containers and assorted timber products. This machine is fitted with the EGO cabin which upholds optimal driver productivity. The EGO cabin incorporates a spacious curved front window giving operators side to side and overhead visibility; yet another important feature when managing large loads. The advanced engine on this machine provides maximum power and torque at low rpm. This means improved fuel efficiency without compromising reliability, durability or performance. Whilst the DCG160-12 is the ideal machine for lifting smaller loads, Owens Transport required a machine to lift 20 and 40 foot containers up to 4 containers high. The Kalmar DCF410CSG is the machine with the capabilities to do so. With a lifting capacity of 41 tonne, this machine is
the ideal choice to meet the high performance and reliability demands required in this heavyduty handling industry. Kalmar are well known for leading the race in ergonomics. The DCF410CSG caters for driver stability, visibility and ergonomics. The comfortable Spirit Delta high visibility cabin is optimised to improve driver performance.
This means smooth operations and increased efficiency. This machine has fast travelling and lifting speeds that are up to 50% faster than its predecessor. Even when fully loaded the machine exceeds all competitors lifting speeds. At Owens Transport, loads are constantly coming and going therefore the speed of the machine
plays a vital role in overall productivity. Equally important is the ideal horsepower to weight ration which results in better fuel economy and reduced exhaust emissions. The team at Owens Transport were very impressed by the professionalism and dedication shown by NTP Forklifts Australia.
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Australian Ports News - Page 7
Innovative technology designed for modern terminals L
IEBHERR Maritime Cranes is entering the market for maritime cargo handling equipment with new and innovative solutions. The Reachstacker market development
Liebherr Maritime Cranes estimates that the Reachstacker market will increase slightly in the future. The prediction is that especially the European rail- and inland waterway traffic will further develop. This trend shall again cause an increase of the intermodal sector. On the basis of these market developments Liebherr developed a new Reachstacker series. New and also innovative products emerge more often as a result of cross-sectoral combination of technologies and design. The new Reachstacker series is the latest cargo handling solution from Liebherr Maritime Cranes and as such benefits not only from the companies collective maritime experience, but also from its expertise in the fields of engine architecture and system control software. The result is a reachstacker, which exceeds all demands of a modern container terminal.
The beginning of a new series In June 2015 Liebherr Maritime Cranes introduced the new Reachstacker for the first time to the public. On the biggest European container handling exhibition, the TOC in the Dutch city Rotterdam, the first model out of the new Reachstacker series was covered behind a huge red curtain. Flashing lights, fog and an entertaining show attracted the attention of most exhibition visitors. After the curtain fall the audience had the opportunity to have a detailed look, touching, feeling, sitting inside the machine or talk to the responsible design department. There was a highly positive feedback on the new machine. It was visible that the whole design of the LRS 545 is orientated on the extensive customer feedback Liebherr Maritime Cranes collected before and during development phase.
Driver’s comfort has been high in rank during the development of the new design. The general design of the cabin is based on two decisive factors. “First of all we gathered several opinions and advises from our long-time customers that already operated the predecessor model LRS 645. We analysed their valuable feedback and utilized it in our design process. The second key factor was the well-tested cabin of the Liebherr wheel loader, which served as an important inspiration for the LRS 545 cabin. The development of the cabin took place in close cooperation with the design departments of other Liebherr product division,” sums up Sabine Kopf, Product Manager for Liebherr Reachstacker. The final result is a newly designed cabin that essentially contributes to driver’s comfort and allows high performance in a relaxed manner. Up to 5.9m² of tinted anti-glare toughened safety glass provide an excellent view. Due to the curved window design there is no metal frame that blocks the driver’s look-out. The outstanding panorama view will be completed by the wedge shape design of the chassis. The optimal placed side mirrors plus the wide angle mirrors in combination with the special shaped design of the counterweight and the rear view camera ensure a fulsome view on the visual filed in the back. “The Reachstacker LRS 545 is the new cargo handling partner for ports and terminals. Its wedge-shaped design provides the desired agility for smooth container operation. With the latest technology on board plus the ergonomic driver’s cabin, the new machine truly quickens the pulse of every terminal,” says Gianluigi Marocchi, Sales Director for Liebherr Reachstacker.
Performance Talking about performance figures the machine stacks five containers high in the first row. Moreover, it is capable of handling 45 tonnes in the first and 31 tonnes in the second row. The LRS 545 comes with a total weight of 69 tonnes, for an optimal balance between stability and quickness. It is equipped with a
Above: Liebherr LRS 545 Reachstacker - Port of Ravenna, Italy powerful but economical 4-cylinder 230 kW diesel engine. The in-house developed motor is in compliance with the latest EU Stage IV / EPA Tier 4 final emission standards. An optional hybrid drive allows for even more power. Liebherr Maritime Cranes’ unique Pactronic® is available for the LRS 545. The well-proven hybrid power booster has already been used worldwide in mobile harbour cranes for five years. Installed in the new reachstacker, the maintenance-free Pactronic® allows for an additional 110 kW without fuel consumption or emission.
1st united ordered by Port of Ravenna The first unit was recently delivered to the Italian Port of Ravenna. The port is one of the most frequented Eastern Mediterranean hubs and plays an important role in handling solid bulk commodities, in particular raw materials for the ceramic, grain, fertilizer and flour industry. Furthermore, it is one of the biggest Italian ports when it comes to container throughput. During the last years Liebherr has already delivered quite a number of mobile harbour cranes to various terminals located in the Port of Ravenna (Sapir, Bunge, Marcegaglia, Nadep Ovest & Setramar). All cranes are high performing machines and are characterised by utmost reliability. This is where the new
Above: Liebherr LRS 545 Container Handling, Austria, Europe Page 8 - Australian Ports News
Liebherr LRS 545 steps in. Synergies with regards to service and maintenance are further benefits. “When technology meets design, magic happens. At least for me, and that is exactly the case when I start the engine of the new Liebherr reachstacker and begin my shift”, says Mr Leoni, Reachstacker Operator - Port of Ravenna. The new strong link in the logistic chain of ports and terminals perfectly complements Liebherr Maritime Cranes’ comprehensive portfolio. The Liebherr reachstacker range will be further expanded in the long run. For 2016 and beyond Liebherr is very confident and enthusiastic to enter the market with a modern designed machine that maximizes driver’s comfort, performance and eco-friendliness.
Above: Liebherr LRS 545 Reacherstacker, in the Port of Antwerp, Belgium
Experience the progress.
maritime.cranes@liebherr.com facebook.com/LiebherrMaritime www.liebherr.com
Australian Ports News - Page 9
MCS successfully loads woodchip at Esperance
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OBILE Conveying Services (MCS) answered a call from APLE to load woodchip onto the vessel LA Richardais at the port of Esperance in July last year. This was the first export of woodchip through Esperance.
MCS has extensive experience in loading a range of bulk material onto ships and barges, and has a large and diverse fleet of equipment so that equipment best suited to the job can be provided to its client. Because of its extensive experience in ship loading and other bulk handling applications, MCS has developed in house fabrication and maintenance capabilities because it has identified gaps in the market that are not adequately addressed by off-the-shelf solutions, and improvements to make existing equipment more productive or more reliable. One of these solutions is a dual bay truck unloader, which has the ability to substantially improve the productivity of truck unloaders. It is one of a number of MCS innovations that have significant functionality and productivity advantages over current off-the-shelf equipment. This dual bay truck unloader was used on the Esperance project, and teamed with a radial telescopic conveyor for transferring the woodchip into the ship’s hold. The Esperance port area was a difficult one for loading out, as fixed infrastructure on the berth restricted the path that trucks could take, and also limited the slew angles of the telescopic conveyor and necessitated moving the ship as loading progressed. When road trains were used, the work sequence involved passing over one bay of the unloader, tipping the rear trailer, driving off and disconnecting the rear trailer, and then looping back to tip the first trailer in the second bay, driving off, reconnecting the rear trailer and then returning to the stockpile to be reloaded. The reason for this is that the front trailer was not set up to be able to tip over the drawbar. In addition, dry low density woodchip is a difficult material to unload as it can hang up in the tipper body, with the whole 17-tonne load discharging at one time when it is dislodged, causing spillage around the truck unloader hopper. MCS addressed this problem by finding ways to contain the higher than anticipated peak flow of discharged material so that spillage was minimised. A further problem arose when MCS was unable to obtain early information to address concerns about whether trucks would bottom on the ramps to the unloader. When this information was obtained only a few days before loading was due to start, MCS developed a dual ramp system using flat racks to overcome this issue.
Richard Brown, who was APLE CEO at the time, praised the willingness and ability of MCS and its MD Graeme Cooney to overcome problems quickly so that the load out could take place with the minimum of disruption. Richard said, “I had dealt with Mobile Conveying previously, and found them to be very professional, with a ‘can do’ attitude. “Graeme and his people are very innovative, and when they come across a problem they are quick to find and implement a solution.”
Loading performance
exiting on the other. This minimises congestion around the unloader and the risk associated with vehicles travelling in opposite directions in close proximity. It best suits the narrow transport corridors that exist on most wharves. While hoppers can be used for loading belts (and truck unloaders can generally be converted to hopper loading), with trucks discharging onto the ground and wheel loaders charging the hopper, this involves double handling and increased risk of dust and contamination of the bulk material.
Because of some of the difficulties of the site and the material being loaded, the average number of trucks handled per hour for the ship loading was significantly less than what the equipment was capable of e.g. in one 12hour period, two stoppages accounted for three hours. On average, around thirty trucks per hour were handled over the course of the load out. However, a more indicative benchmark of the capabilities of the equipment was the peak performance of 51 trucks per hour. Bulk load outs from general purpose wharves generally involve an element of compromise as the wharf is not designed for truck movement and turnaround, and the operation of mobile conveyors to load the ship. The substantial upside is that commodities that would otherwise involve significant (often uneconomic) transport costs to reach a port with appropriate fixed infrastructure can be loaded economically; and commodities that have insufficient volume to justify fixed loading facilities can also be loaded economically.
MCS also assists in stockpiling In addition to providing the ship loading equipment, MCS provided equipment for building stockpiles of woodchip in the production area (some 35km from port) in preparation for road transport and shipping. In addition, MCS supplied a link conveyor and radial stacker for building the stockpile. This equipment worked in conjunction with a fleet of articulated dump trucks that were used for transporting the woodchip from the chipper to the stockpile area. Again, MCS modified equipment to suit the application – something that MCS is well known for. On this occasion, a truck unloader was modified with a hopper fitted to receive material trucked from the in-field woodchipper to the stockpile by the articulated dump trucks.
Above: The conveyors were set up around fixed infrastructure, which constrained the slew range and truck movements
Dual bay truck unloader in operation The dual bay truck unloader was conceived as a means of maintaining near-continuous flow to the discharge belt of a truck unloader, and any conveyors downstream of the unloader.
Above: Close-up of discharge into the truck unloader Page 10 - Australian Ports News
On a single bay truck unloader, the flow of material to the discharge belt is disrupted when one truck drives off the ramp after discharging and then another truck drives onto the ramp and tips. The dual bay truck unloader works best with discharge being staggered between the bays, with the truck in one bay lowering the dump body after discharging while a truck in the second bay commences dumping. This method generally allows trucks to drive through the unloader, entering on one side and
Above: The dual bay unloader allowed one truck to commence tipping as another was completing its tipping, ensuring a constant flow of material to the placement conveyor
Above: Dozer trimming one hatch as woodchip is loaded through the next hatch
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Australian Ports News - Page 11
weight Port of Mackay’s Wharf 1 ‘suits up’ Container verification T F HE Port of Mackay’s Wharf 1 is undergoing a $1.26 million makeover, being fitted with no less than 330 jackets.
While ordinarily a wardrobe of 330 jackets might sound indulgent, in this case each jacket will cover each one of the wharf’s 330 steel piles. NQBP General Manager Engineering and Development Rochelle Macdonald said that while the wharf, which was built in the 1970s, had stood the test of time, it was in need of some “TLC”. “Over the past 30 or so years Wharf 1, which is used primarily for fuel and general cargo imports, has withstood storms, cyclones and Mackay’s strong tidal movements,” Dr Macdonald said. “Sustainability is at the heart of what we do, and this project is part of our commitment to ensure the port continues to be a valuable asset for the people of the Mackay region.” The 3 millimetre-thick jackets, made of heavy duty plastic, will be fitted and tightened over marine piling tape, forming a protective barrier system to shield the piles from the harsh marine environment. In a first-of-its-kind project in the Port of Mackay, a temporary floating pontoon built from more than 500 plastic blocks has been connected and placed underneath the wharf, allowing easier access to the piles. Local Mackay company Giles Contractors, who were awarded the $1.26 million contract, suggested the floating pontoon option as an alternative to more traditional methods such as scaffolding. Dr Macdonald said this was just one example resulting from NQBP’s drive for innovation, which is being encouraged through all of its ports. “The floating pontoon is a great example of where an innovative idea has been implemented to provide a safer and more effective way of doing business,” she said. “Completing this work with a floating pontoon means that we are working with the tidal range we have here in Mackay, rather than against it.” With around 10 people working on the job full time, the project is expected to take around six months to complete.
ROM 1 July 2016, the Australian Maritime Safety Authority (AMSA) will implement changes to regulations for container weight verifications in the shipping industry, requiring shippers to provide a verified gross mass (VGM) for containers. These changes reflect amendments to the International Safety of Life at Sea Convention, approved by the International Maritime Organisation (IMO).
Above: L to R: General Manager Engineering and Development Rochelle Macdonald, Gene Sadler, Mitch Foster, Principal Asset Manager John Hinschen, Nick Cubitt, Steve Phelan and State Member for Mackay Julieanne Gilbert
Port of Gladstone welcomes first Moss-type LNG carrier G LADSTONE Ports Corporation (GPC) recently welcomed the first traditional ‘Moss-type’ LNG carrier to the Port of Gladstone with the arrival of the YK Sovereign.
The vessel berthed at the Gladstone LNG (GLNG) facility on Thursday, 14 April marking GLNG’s 25th cargo since it commenced LNG exports in October last year. Built in 1994, the South Korean flagged YK Sovereign is 274 metres in length with a deadweight tonnage of 72,020 tonnes. Most LNG carriers can be identified by two distinct types of tank construction – the ‘Mosstype’ with spherical tanks and the membranetype with the tanks built into the ship. The first LNG carrier with spherical tanks, the so-called Kvaerner-Moss System, was the Norman Lady launched in Stavanger, Norway in 1973. The membrane-type ships were developed during the 1960s, and use a thin flexible metal ‘membrane’ that is in contact with the ship’s cargo. Until 2000, 54 per cent of all LNG carriers were spherical, primarily because Japanese shipyards had a license for the construction of this type of ship only. Page 12 - Australian Ports News
Today, ships with membrane tanks have outnumbered the traditional spherical or ‘Mosstype’ LNG carriers. The YK Sovereign departed the Port of Gladstone on Saturday, 16 April bound for Korea.
The three LNG plants on Curtis Island will continue to ramp-up their production in 2016 and will add over 25 million tonnes of trade through the Port of Gladstone each year.
The need for accurate weight declarations is a critical safety issue. Providing a VGM for a container allows the master of a vessel to plan ship loading, so that the ship is stable, hull strength and stack weights are not exceeded and lashing arrangements are effective. Incorrectly declared weights can result in container collapse, personal injury and damage to equipment. Under the changes adopted by the IMO, the shipper is required to provide a signed VGM to the terminal and the master of a vessel or their representative, in advance of the container being loaded. Two methods of weight verification are available. Method 1 involves weighing a loaded container. Method 2 involves weighing the contents of a container and adding this to the tare weight of the container. In both methods, calibrated equipment must be used, according to existing standards applicable to weighing equipment under the National Measurement Act or standards approved by AMSA. The new international requirements will be implemented in Australia by amendments to Marine Order 42 (Cargo, stowage and securing). AMSA consulted with industry stakeholders during March and April, which contributed to clarity in the development of these amendments. It is important to note that Australian legislation has required shippers to provide an accurate gross mass on maritime shipping documents since 1994. For this reason, many shippers will already comply with requirements for verified gross mass. If you are the shipper of a loaded container, as specified under Marine Order 42, it is important to consider the accuracy of the weighing equipment used in your supply chain for obtaining and declaring a VGM. The shipper means a legal entity or person named on the bill of lading or equivalent multimodal transport document in whose name a contract of carriage has been concluded with a shipping company. AMSA will initially take an educative approach to achieve compliance with SOLAS container weight amendments from the 1 July implementation date. Further information and relevant standards are available on the AMSA website. www.amsa.gov.au/vessels/ship-safety/ cargoes-and-dangerous-goods
The YK Sovereign was the first traditional Moss-type LNG carrier to travel through the Port of Gladstone since the commencement of the LNG export industry in December 2014
LASSTEC - Container Weighing System Providing compliance to the new IMO Gross Mass Container Weighing regulations. If you move containers for export with a Reach Stacker or RTG/RMG then you need to conform to the new SOLAS regulations relating to container weighing from 1 July 2016. In addition to ease of use, the LASSTEC Container Weighing System provides compliance with the Australian Maritime Safety Authority (AMSA) Method 1 requirements as set out in Marine Order 42. The LASSTEC Container Weighing System uses a unique twistlock load sensing technology for ease of installation and zero maintenance. Manufactured by Conductix-Wampfler, the LASSTEC Container Weighing System offers a long term solution supported by our Australia and New Zealand based branch network.
From the 1st of July 2016 all containers loaded on to a ship will be required to have an accurate Gross Mass weight signed by the shipper that can be verified and audited or they will not be loaded. The Pre-Receivable Advice (PRA) which has been amended to reflect the new SOLAS requirements, will now be the Verified Weight Declaration and you will need to state the method used to obtain the Verified Gross Mass (VGM) of the container. The LASSTEC Container Weighing System not only provides a verifiable and auditable gross weight declaration but also provides the weight on each twistlock, load eccentricities of the container, date and time stamp and the ability to send the information directly to a Terminal Operating System or the company Logistics Management Software. The safety performance of your logistics handling is also enhanced due to the LASSTEC Container Weighing System
Software sending signals to the operator including twistlock locked/unlocked, overload of a twistlock, overload of a container and over-eccentricities of a container. The accuracy level obtained by the LASSTEC Container Weighing System comply with the Australian Maritime Safety Authority (AMSA) Method 1 requirements as set out in Marine Order 42. The system is also being certified to OIML 60 as a weighing instrument and OIML 51 as an automated weighing system that can be used “in trade” if the owner of the equipment is thinking of charging for the container weighing service. Whilst there are other container weighing options available, compliance to the new Australian Maritime Safety Authority (AMSA) Method 1 requires specific recordable details that most generic systems do not provide. With over 200 systems installed globally, the true solution that gives you peace of mind is the LASSTEC Container Weighing System.
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Interrogator Cabinet Input from Twistlock Sensors
LASSTEC Twistlock Sensors
Are you ready for the IMO‘s new compulsory regulations on container weighing? Conductix-Wampfler has the solution: the LASSTEC Twistlock Load Sensing & Operational Safety System is designed to measure the load in each twistlock of single- and twinlift spreaders. Each sensor measures the load of a twistlock which is then sent into a central data processing unit from where the information is sent to the crane PLC and to the TOS. The system also provides various signals to improve operational safeties and it allows to monitor twistlock and spreader life cycles. Conductix-Wampfler Pty Ltd | Tel: +61 (3) 9706 8844 | Email: sales-australia@conductix.com www.conductix.com.au
Australian Ports News - Page 13
TasPorts unveils new vessel to service shipping in Northern Tasmania Jane Bennett, former Board Director of TasPorts christening the ‘Paterson’ with CEO Paul Weedon
TasPorts’ new purpose-built pilot launch has arrived in Tasmanian waters. The state of the art $2.5 million vessel will be deployed at Bell Bay, with a second vessel currently in construction to service Burnie by 2017. TasPorts Chief Executive Officer Paul Weedon said there are currently four primary pilot launches operating around the state to ensure the safe transfer of Marine Pilots to and from large ships. “With almost 2000 ship calls a year and the State’s growing freight task, we’re futureproofing our fleet to provide a reliable, safe and efficient service to our customers,” Mr Weedon said. “This is the first time TasPorts has ever invested in a brand new vessel,” Mr Weedon said. The vessels are a French design built by Australian company Hart Marine. “The conditions that our pilot vessels operate can be extreme,” Mr Weedon said. “A key safety feature is the self-righting capability of the vessel. In the event of the vessel capsizing, it will automatically return to an upright position. The pilot launches also feature a state-of-the-art infrared camera to assist with identification of smaller vessels or people in the water in the event of a man overboard,” Mr Weedon said. “The vessel is 16 metres long, has a top speed of 28 knots, has excellent ride comfort and maneuverability,” he added. The addition of the new high-tech vessels are part of TasPorts’ broader 10 Year Fleet Renewal Program. The Program aims to improve the safety of operations and support the growth of customers with an efficient and reliable fleet including tugs, pilot vessels and work boats. Since initiation of the Program in 2014, over $10 million has been invested in TasPorts’ fleet. This includes the addition of three new work boats, over $1.5m in remediation of existing vessels, $5m on the introduction of the new pilot vessels and $4.5m in the acquisition of new tugs. Page 14 - Australian Ports News
Left: Paul Weedon, Minister for Infrastructure Rene Hidding and TasPorts Chairman Stephen Bradford
Below: TasPorts’ four Bell Bay Marine Pilots
TasPorts LAUNCHES NEW PILOT VESSEL ʻPATERSONʼ
Hart Marine delivers pilot vessel to TasPorts
H
ART Marine in Melbourne has delivered the first of two 15.6m ORC 156.HR5 fast pilot vessels to TasPorts.
The new vessel is named Paterson and according to Hart Marine General Manager Graeme Taylor she will be stationed at Bell Bay near George Town on the Tamar river. “TasPorts took the decision to acquire two new pilot vessels to replace older existing units and after extensive investigations decided on Hart Marine-built ORC 156.HR5s,” said Mr Taylor, “The vessels are designed by French naval architects Pantocarene and represent the current state-of-the-art in pilot boats. The 16 units we have built so far have proved themselves in the most extreme conditions around Australia and New Zealand.”
The key distinguishing feature of the Pantocarene-designed vessels is their wavepiercing beak hull which gives them exceptional stability and combines the characteristics of planing and semi-planing hulls. The beak hull reduces the rate of vertical acceleration in heavy seas providing exceptional levels of crew and passenger comfort. The vessel is built using composite materials with a mean hull frame spacing of 900mm making it light and extremely strong. The wheelhouse is resilient-mounted to reduce noise and vibration and provide the most comfortable possible work environment for two crew and four passengers. Mr Taylor said that Hart Marine was constantly striving to improve their product based on feedback from existing users and that
the company had made great strides in reducing cabin noise during Paterson’s construction. She is equipped with two 650hp Yanmar 6HYM/WET motors powering two VEEM propellers through a 5126A twin-disc gearbox and can reach a top speed of 29 knots. She is also equipped with oversize rudders to make her exceptionally manoeuvrable. The pilot vessels in use around Australia and New Zealand are routinely used in extreme sea conditions and safety is therefore of paramount performance. Hart Marine-built pilot vessels are designed to self-right themselves in the event they ever capsize and their strength and stability enables them to safely stand up to even the worst conditions. They are equipped with a full suite of safety equipment including a life raft, cabin-mounted grab handles to help safely transferring pilots in rough conditions and a Forward Looking
Infrared (FLIR) camera for searching for personnel who might be swept overboard. The vessel was built to conform to the AMSA M054/5 standard and was delivered to TasPorts after exhaustive sea trials to establish the vessel’s maximum, cruising and transfer speeds, range and fuel consumption. During this phase her compasses were adjusted and she was subjected to a steering test and crash stop. Tasports placed their order in October 2015 and construction began on Paterson immediately with the second vessel to be going into production soon and expected to be delivered in February 2017. The Pantocarene-designed pilot vessels are available in a number of sizes and have been an outstanding success in the regional market. Mr Taylor said that Hart Marine was constantly receiving expressions of interest from port operators as the vessels’ reputation grew.
THE ORC PILOT BOAT As used by: Port Phillip Sea Pilots Geraldton Port Authority Flinders Ports Svitzer - Chevron Rio Tinto Esperance Port Authority Port Authority of New South Wales - Port Kembla Lyttelton Ports Corporation - NZ Tasmanian Ports Corporation hartmarine.com.au
Australian Ports News - Page 15
Tasports launches new vessel Tasports have unveiled the first of two new pilot vessels to service shipping in Northern Tasmania. The new pilot launch is the first of its kind in Tasmania and features an internationally recognised design which has proven to be the safest pilot vessel on the market. Tasports Chairman Stephen Bradford said the total investment for the new vessels is close to $5 million, ensuring the ongoing safety of Tasports pilots and crews. “The new pilot launch will be deployed in Bell Bay with the second vessel to be deployed in Burnie in early 2017,” Mr Bradford said. “Over three million tonnes of cargo is forecast to come in and out of Bell Bay in the upcoming financial year and over five million tonnes for Burnie.” Tasports has invested $10 million in renewing its fleet since 2014. “The new vessels will play a pivotal role in our ability to service future business and customer growth,” Mr Bradford said. “The French design vessels are built in Australia by Hart Marine, measure at 16 metres
long, a top speed of 28 knots and a maximum draft of just 1.4 metres which gives them excellent maneuverability,” he said. “There are some 80 vessels of this design in service around the world, with 14 currently in Australia including at Flinders Port, the Port Authority of New South Wales and the Port Phillip Sea Pilots. “An innovative beak-bow design provides enhanced sea handling characteristics, reducing stress and fatigue for the crew from the pitching and rolling of the vessel in rough waters. “The role of Marine Pilots is to ensure the safe navigation of ships into Tasmanian ports. The nature of this operation means that Marine Pilots need to deliver a safe service in all but the most extreme conditions, 365 days a year,” he added. The new vessel was officially named Paterson at a ceremony today and is part of Tasports’ broader 10 Year Fleet Renewal Program. Tasports Fleet Renewal Program aims improve the safety of Tasports employees, protect wharf infrastructure and support shipping customers with an efficient and reliable fleet.
Paul Jindra’s common sense approach to marine ventilation S the founder of Jindra Energy Conversions, Paul Jindra presides over a company that has developed and manufactured a range of superb marine components, engineered and purpose built to endure the rigours of a life spent at sea. This includes a range of fans, pumps, boat parts and accessories that have all gained a reputation for excellence due to their robust, corrosion resistant properties and durability in a testing marine environment. In fact his brushless high power marine fan was nominated for a DAME Award in 2004 by METS, the number one international design competition. However, Paul is particularly passionate about DC powered ventilation systems in preference to AC power and for good reason. As he says. “Let’s say you drive a Mercedes and you discover that the electricity used to run the lights, wipers and air conditioning is sourced from an extra AC generator stored in the boot. “As ridiculous as that sounds you may well have to deal with that situation when you buy a new boat. Yet your boat has a marine engine that powers a DC alternator and a battery system much like the Mercedes which of course doesn’t need an extra AC generator, and likewise, your boat is capable of supplying all your shipboard power needs.” Paul continues to explain how shipboard AC generators are not only expensive to install and inefficient but can be hazardous in a marine environment with operating voltages such as 115, 240 or 440 volts. Galvanic corrosion can also be a problem due to the need to earth the AC wiring to Earth.
A
Unlike AC fans, the wiring in Paul’s DC fans is floating above ground and if it’s earthed with the negative pole of the DC system, the equipment will handle both installations. Paul’s DC fans do not corrode and operate at variable and much higher speeds. Paul Jindra is passionate about improving on-board performance and efficiency within the marine sector and continues to expand his horizons in international waters with his products now in demand in Italy and Holland as well as other countries around the globe. For more information about Jindra Energy Conversions and its wide range of high quality marine products call Paul on (03) 8872 6555 or visit; www.jecmarine.com
Marine Fan PRODUCT DESCRIPTION
For engine rooms and compartments that require reliable ventilation!
1. Blades are heavy duty PAG glass reinforced. 2. Hub is machined out of solid 6061 billet aluminium secured on a magnetic stainless steel shaft using Ringfeder expansion rings (no keyways required). 3. Mounting Bracket is machined out of solid 5083 aluminium plate with large passages to minimise air flow turbulence. 4. Stator housing is made out high quality aluminium profile. a. Inserted inside the housing is a stator potted with heat conductive epoxy to remove heat from the wiring, increase insulation and protect the wiring against potential corrosion. Both ends of the housing are sealed with o-rings to protect the inside from the harsh marine environment. b. The rotor is made out of magnetic stainless steel and is populated with high temperature, custom made magnets that are fibre reinforced and potted with a heat conductive epoxy. Stainless steel oversized bearings are mounted on both sides for longevity. 5. Special Glands have been used for the power supply and speed control along with mil spec shipboard cables.
JINDRA ENERGY CONVERSIONS Phone: + 61 3 8872 6555 Fax: + 61 3 8872 6550 Email: admin@energyconversions.com.au Page 16- Australian Ports News
6. Electronic control housing is made out of the same material as the stator housing. Control electronics have been custom designed and locally manufactured to drive the fan with speed control of 0-10VDC or PWM. 7. Hermetically sealed heat sink machined out of 5083 plate marine grade aluminium to keep the power electronics cool. 8. Four long fasteners made out 7075 aluminium are used to keep all part together. All components are made out of the same materials, are hard anodized and sealed with dichromate in order to prevent corrosion.
For further performance details, please visit: www.jecmarine.com.au
Head Office: 26/137-145 Rooks Rd Nunawading 3131 Victoria Australia
Yanmar – Our First Choice in Marine Diesels
T
HE Queensland based Fodico Marine Group is a tightly held collection of associated companies, each falling under the ownership of the Toy family. After powering a number of new vessels, and repowering a number of existing vessels with Yanmar marine diesel engines, Dennis Toy of Fodico is adamant that Yanmar is their choice of engine brand.
The Fodico Marine Group comprises Fodico Pty Ltd, Hydro Tow Pty Ltd and East Coast Maritime Pty Ltd. Combined, the Fodico Marine Group includes 9 tugs, 3 landing craft, a special purpose vessel, 8 deck cargo barges, and 2 crew boats. While the operation is based in Gladstone the ‘work anywhere’ approach to business sees Fodico Marine Group vessels stationed in Gladstone and Brisbane, working domestically and internationally. Fodico Marine Group is currently constructing the ‘Pacific Titan’, a new-build 26m 30T BP shallow draft utility tug due for delivery early 2016. The ‘Pacific Titan’ has been specified with a full complement of five Yanmar marine diesel engines, including main engines (2 x 6EY17W) and gearboxes, generators (2 x 6CHL-TN), and hydraulic power unit (1 x 6HA2M-WHT). Lindsay Toy of East Coast Maritime states “Having several existing vessels in the group with Yanmar engines, we know first-hand that they are reliable and economical to run. “We chose the 6EY17W because the power output (2 x 1138HP) was exactly what we were after, plus it is a new-series engine. It made good sense to specify a full complement of Yanmar marine diesel engines. The ‘Pacific Titan’ is classed for unrestricted navigation, and as such
reliability is paramount.” While Dennis Toy has a life time of experience in commercial shipping, he reached a defining point in his preferred marine engines when it came to repowering the 18m tug, Wandana. He had already done one rebuild on the original non-Yanmar engines which were installed in 1980. However he decided that when it came time for the next major overhaul, he would repower Wandana instead. “As a rule of thumb, a rebuild costs about half the price of a new engine,” Dennis Toy said. “There comes a point where it is simply bad business to be spending good money rebuilding engines which are based on outdated technology. I had always been pretty keen on an American brand, but they had gone to electronic engine management systems and it didn’t sit well with me. “The Yanmar range included the Yanmar 6HA2 mechanical models which held great attraction for me. This series meets the relevant environmental standards which is important in the Queensland market. “Besides, I had never heard a bad word said about the Yanmar brand.” In anticipation of the re-power project, Dennis Toy purchased two Yanmar 6HA2M-
WDT engines and stored them in the shed for a couple of years until it was time to repower the Wandana. In 2014 the re-power was performed and the outcome has been nothing short of stunning. With more power and an increase of more than 10% in bollard tow, Dennis Toy is a very happy customer. “The Yanmar engines are not at all stressed in the way that we operate Wandana. I have every expectation that these Yanmar engines will deliver over 30,000 hours of reliable operation,” Dennis said. A third vessel in the Fodico Marine Group is the Shackleton, a recently completed new build. This is a 15m, 60 tonne displacement multicat type tug built in Brisbane by South Pacific Marine. The vessel was designed and built to Fodico specifications which included a pair of Yanmar 6HA2-WHT(H) rating marine diesel engines. “For the Shackleton, I wanted to fit another pair of Yanmar marine diesel engines that were in the Yanmar 6HA2 series. Common service parts would assist us with scheduled maintenance.” In the three years since the Yanmar 6HA2WHT(H) rating engines were installed in the Shackleton, the only engine maintenance work performed has been routine servicing. This involves changing the oil and filters at 500 hours plus factory specified anode changes. “The Yanmar engines in both Wandana and Shackleton run nice and clean. They have been
completely free of any technical issues and I have been very satisfied with their performance and reliability. “Yanmar is good in terms of price, certainly comparable with the other leading brands. The engines are easy to work on, they’re not overly complex and considering the heavy work that they are doing, provide us with significant fuel savings.”
“YANMAR IS OUR FIRST CHOICE FOR REPOWERS” “As a rule of thumb, a rebuild costs about half the price of a new engine. There comes a point where it is simply bad business to be spending good money rebuilding outdated engines. The Fodico tug Wandana was repowered with dual Yanmar 6HA2M-WDT engines with impressive results. A bollard pull increase of 10% with an average 12% fuel saving across all rpm operating ranges. We know first-hand that Yanmar engines are reliable and economical to run. Yanmar is good in terms of price and I have never heard a bad word about Yanmar.” Dennis Toy Fodico Marine Group
Yanmar 6HA2M-WDT 405 mhp (289 kW)
• 13.14 litre displacement • 405 mhp @ 1950 rpm • 500 hour service interval • IMO Tier II compliant
• Massive torque • Low vibration
Australian Ports News - Page 17
We are ready for the future T
HE Port of Tauranga is located on the East Coast of the North Island and is New Zealand’s largest port by total cargo tonnes and land area. Established in the 1950s to support the burgeoning forest export industry it has expanded significantly as other import and export cargoes were introduced, now handling 20 million tonnes of cargo annually. Owning almost 190 hectares of land, the company has the largest area available for expansion of any New Zealand port.
Port of Tauranga’s unrivalled sea, road and rail connections make it the ideal transport hub for New Zealand, giving importers and exporters easy access to more than half the population. Port of Tauranga operates wharves at Sulphur Point and Mount Maunganui in Tauranga, as well as MetroPort, a rail-linked inland port located in the heart of Auckland’s industrial area, offering importers and exporters door-todoor service. Port of Tauranga has almost completed a major expansion of its cargo storage and handling facilities at its Bay of Plenty region base. The five year capital investment programme totals $350 million and included berth extensions, new container cranes, new straddles and dredging of Tauranga Harbour to accommodate larger ships. The long awaited dredging of the Tauranga Harbour shipping channels commenced in August 2015 and is due for completion in June 2016. Danish dredging company, RN Dredging, is undertaking the project. Port of Tauranga has deepened its shipping channels from 12.9 metres to 14.5 metres inside the harbour and 15.8 metres outside the harbour, and up to 65 metres wider in places. The dredging work represents the final building block in the Port’s five year $350 million capital expenditure programme in executing a strategy for the Port to become a big ship capable hub port and facility for our exporters and importers the blue water savings provided by larger, more efficient vessels.
The project involves removing approximately 5.8 million cubic metres of material from the harbour which has been relocated to a consented disposal ground approximately 2.25 kilometres offshore. RN Dredging have deployed a number of vessels to undertake the work including two trailer suction hopper dredges and a back hoe. The Brage R, arrived in August 2015. It was
the smaller of the two vessels having a hopper capacity of 2,150 cubic metre. The larger of the dredging vessels, Balder R, with a hopper capacity of 6,000 cubic metres, arrived in December 2015. In addition to this, the back hoe, Gungner R and associated spread, has been operating to remove some of the harder materials and in areas not easily accessible for the larger trailer suction hopper dredges.
Throughout the campaign, the Port has worked closely with local Maori partners who have a close association with the harbour. This involved an extensive consultation process and involving local Maori with cultural monitoring. Prior to undertaking the project, a blessing ceremony was held on the Mount Maunganui Wharf with representatives from local Maori.
Dredging almost complete at Port of Tauranga T HE final dredging phase is nearly complete in a five-year $350 million project to upgrade the Port of Tauranga in New Zealand.
Dredging in the port is being undertaken by the Australian subsidiary of Denmark-based Rohde Nielsen A/S and will have involved the removal of almost six million cubic metres of material by the time it is complete, said RN Dredging’s Australia/Asia Area Manager Johnny Madsen. Mr Madsen said the aim of the project had been to increase the depth of the harbour and entrance channel by between 2m and 2.5m and to increase the widths of some channels to
Page 18- Australian Ports News
enable the harbour to accommodate larger ships capable of carrying 6,500 TEUs. RN Dredging deployed a substantial fleet to carry out the work which began in October 2015. The vessels on-site include two trailer suction hopper dredgers; one with a capacity of 6000m3 and the other with a capacity of 2150m3. Other vessels include a backhoe dredger equipped with a 240-ton excavator with a 13m3 bucket, two barges, a tug and a vessel responsible for surveying the area and providing the data for the GPS control systems aboard the dredgers and vessels dumping material in the designated disposal area.
According to Mr Madsen there have been many challenges on the project including the fact that certain areas of the harbour floor had been composed of hard material which could not be shifted with suction dredging and which had necessitated the use of the backhoe dredger. Other areas were composed of very fine material which meant that great care had to be paid to ensure that the levels of fines in the water never exceeded set limits. Another factor which had to be taken into account, he said, was the presence of a number of culturally significant stones on the harbour floor which had to be retrieved and carefully placed in another location. Representatives of
the local iwi were aboard the dredging vessels to monitor the process. The dredging company Rohde Nielsen A/ S was established by Jens Rohde Nielsen in 1968 and established its Australian subsidiary under Mr Madsen in 2011. The company now has 48 units in its worldwide fleet and has been described by Mr Rohde Nielsen as not being the biggest of its kind in the world but very flexible and often the best at what it does. The Australian subsidiary has completed maintenance dredging projects at the ports of Dampier and Devonport and dug a 2.5km trench with a backhoe dredger for the QCLNG and APLNG high-pressure gas pipelines at the Port of Gladstone.
Rohde Nielsen A/S operates worldwide as a general contractor as well as a subcontractor
Since our establishment in 1968 by captain Jens Rohde Nielsen, our performance has been a major driving force behind the development of: Beach Nourishment t Land Reclamation t Port Development t Maintenance Capital Dredging t Filling of Caissons t Sand and Gravel t Offshore trenching and backďŹ lling
The investment in training and technology enables us to provide and develop technical and financial attractive solutions to our clients.
Rohde Nielsen A/S operates worldwide as a marine dredging contractor. We have executed Projects from Greenland in the North to Cape Town in the South, and from our subsidiaries in Hong Kong in the East to Panama in the West. We run a modern fleet of 39 specially built and highly manoeuvrable vessels. With their shallow draught these vessels are capable of working close to the shore.
For more information please contact: RN Dredging Pty Ltd, Unit C302/19 Honeysuckle Drive, Newcastle NSW 2300 Phone + 61 (02) 4927 1016 t 'BY 61 (02) 4927 5661 Email: BENJO!SO ESFEHJOH DPN BV t Web: www.rohde-nielsen.com Australian Ports News - Page 19
Australia signs agreements to streamline trade
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HE Department of Immigration and Border Protection (the Department) signed its first Mutual Recognition Arrangement (MRA) with New Zealand Customs Service (NZCS) at the World Customs Organization’s Council sessions in Brussels on Friday, 15 July.
An MRA is a formal arrangement between customs agencies that recognise supply chain security programmes and provides reciprocal benefits to the other country’s trusted partners. MRAs also provide border agencies with greater end-to-end assurance over imports and exports. The Australia-New Zealand MRA will ensure that members of the Australian Trusted Trader (ATT) programme and the NZCS Secure Exports Scheme receive preferential border treatment and trade facilitation benefits when conducting transTasman trade.
The MRA will deliver a mutually beneficial outcome that increases both nations’ contributions to international supply chain security and trade facilitation. It is anticipated that the MRA will allow up to 13 per cent of New Zealand import volume to Australia – totalling $3 billion – to be facilitated, along with $7.5 billion of Australian exports by 2020. This combined $10.5 billion of trans-Tasman trade facilitated and secured through the MRA demonstrates a significant return on investment that will increase the international competitiveness of industries in both countries. At the Council sessions, the Department also formally agreed to work towards mutual recognition of our respective supply chain security programmes with the Canada Border Service Agency, Hong Kong Customs and Excise and
Top left: Vice Minister HU Wei, Head of the Department of Political Affairs, The General Administration of Customs of China (GACC) with Roman Quaedvlieg, Comptroller-General of Customs
Singapore Customs. These agreements were made through the signings of Statements of Intent and Action plans. The Department also reaffirmed Authorized Economic Operator cooperation with China with the signing of the latest schedule of the Strategic Partnership Program. The Department looks forward to working with our regional partners to commence MRA discussions and validations of each other’s programmes.
The ATT programme was implemented on 1 July 2016 and is progressing well. Over 200 Australian businesses have expressed their interest in the programme since the beginning of July. Teys Australia Beenleigh Pty Ltd is the first accredited Trusted Trader and 31 businesses are currently in the process to become accredited. To find out more about Australian Trusted Trader, visit www.border.gov.au/trustedtrader
Port of Brisbane reaches major milestone on $110 million Port Drive Upgrade project
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ORT of Brisbane Pty Ltd (PBPL) celebrated a major milestone recently, announcing Seymour Whyte Constructions Pty Ltd (“Seymour Whyte”) as the successful Design Development and Construction Contractor for its $110 million upgrade to Port Drive and local port roads. PBPL CEO, Roy Cummins, said the selection of Seymour Whyte signalled a major step forward in what is a significant infrastructure investment by the Port of Brisbane. “More than 3.1 million vehicles travel on and off Port of Brisbane roads every year. The Port Drive Upgrade project is a very necessary investment in road infrastructure and by bringing this project forward ahead of capacity demand, we’re enhancing safety and improving supply chain efficiencies while positioning the Port well for future growth,” said Mr Cummins. This will also deliver significant benefits for the port and local community who use port roads, including: • Safer and more direct access to the Whyte Island boat ramp • A separated cycle path from the existing Port of Brisbane Motorway cycle path through to Port Gate • Improved access to the Moreton Island ferry terminal. “The upgrades are essential in ensuring the Port of Brisbane remains a world-class facility well into
the future, and we’re looking forward to working with Seymour Whyte to deliver the project. “This project will also support approximately 390 jobs during construction.” In 2014/15 more than $50 billion in trade was handled through the Port, comprising 50 per cent of Queensland’s international containerised trade. Since privatisation in 2010 PBPL has invested, on average, $70 million annually in port infrastructure projects with approximately $550 million forecast for future port improvement works over the next five years. The Port Drive Upgrade project involves the duplication of Port Drive, including a concrete separation barrier for the full length of the road for additional safety, the construction of a fourlane overpass over the Port Drive/Kite Street intersection and improvements to the Tanker Street/Osprey Drive road networks, as well as the duplication of the Lucinda Drive Bridge on Fisherman Islands. The design also incorporates a separated path from Pritchard Street to Port Gate which can be used by cyclists, delivering a safer outcome by extending the off-road pathway available to them from the Port of Brisbane Motorway. Port of Brisbane will work with Seymour Whyte to finalise the road design and improvement works and the final programme of works. Early works are expected to begin in July with construction anticipated to commence in September and be completed in May 2018.
Top right: Linda Lizotte-MacPherson, President Canada Border Services Agency with Roman Quaedvlieg Bottom left: Carolyn Tremain, Chief Executive and Comptroller New Zealand Customs Service with Roman Quaedvlieg Bottom middle: Jimmy Y K Tam, Assistant Commissioner Excise and Strategic Support Branch, Customs and Excise Department Hong Kong, China with Abigail Bradshaw, Minister Counsellor Regional Director (Europe), Department of Immigration and Border Protection, Australia Bottom right: Ho Chee Pong, Director-General of Customs, Singapore Customs with Roman Quaedvlieg
New plastic cards for seafarer qualifications
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ROM July this year, the Australian Maritime Safety Authority (AMSA) will issue 16 more certificates of competency and endorsements as plastic credit card sized certificates. The new cards are more secure and durable, and allow faster access to seafarer certification records. Like many maritime administrations, AMSA has historically issued certificates and endorsements as hard covered passport style booklets, which are expensive to produce and easily damaged. In 2012, AMSA phased out Certificates of Safety Training passbook style certificates and introduced plastic credit card sized certificates. Later in 2014, AMSA extended the plastic cards to include GMDSS radio operator certificates and Certificates of Proficiency as Rating. “Australia was one of the first countries in the world to issue seafarer certificates on plastic cards…it’s something we can be proud of”, said Mark Eldon-Roberts, manager of AMSA’s Seafarer Certification Service. “There will be no need for seafarers holding a valid paper or passport style certificate to apply for a new credit card style certificate as their current certificate will remain valid to the expiry date of their current certificate. Certificates issued as a plastic card will not cost the seafarer any more than the old paper certificates.” Since introduction of the card certificates, there has been general acceptance from industry and individuals with no negative feedback. The
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cards are very durable and hard wearing and fit conveniently into a person’s wallet. The plastic cards contain numerous security features, including: • micro-writing; • text, photograph, and signatures printed using the dye-sublimation method; • security features identified using ultra violet light; and • a unique world patented hologram that covers the certificate’s surface;
The holographic polyester patch overlay is 1mm thick and is designed to protect and enhance the card life and to provide security for the data.
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HE grade of certificate will be identified by a broad colour banner located at the top of the front face of the card. The reverse side of the card will have the mandatory text required by the International Convention on Standards of Training, Certificate and Watchkeeping for Seafarer 1978, as amended (STCW).
The STCW Convention mandates that certificates and endorsements must be issued in accordance with Regulation I/2 of the STCW Convention. The Regulation also requires that the STCW certificate must be kept available in its original form on board the ship on which the holder is serving. AMSA contracted ABnote Australasia to produce the new cards. ABnote is the longestestablished supplier of secure documents, services and related solutions in Australia and New Zealand. It produces financial cards, cheques, barcodes and labels, gift cards, membership cards, EMV smart cards and driver’s licenses. The company is security accredited by major credit card companies and holds International Quality Standards ISO9001:2008 and ISO: 14001:2004 in Australia. Additional security features may be added in the future. For example, each of the new cards may be fitted with a 1kb chip at minimal cost that will have all the certificate details encoded in it. The chip can then be read by downloading a free app and placing a smartphone within 10 cm of it (using the same smartphone technology for contactless credit card payments). A QR Code may also be added to each card that when scanned will connect with the AMSA qualifications database and allow verification of the certificate without having to log on to the current on-line verification system.
Port Development Plan 2016 Announced with $25 Million in Works to Commence
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ARWIN PORT has recently released its Port Development Plan 2016.
Chief Executive Terry O’Connor said “it’s an exciting time for Darwin Port with investment of around $25 Million in works now underway or immediately planned on current projects. We’ve engaged a number of local businesses on port development and we are delighted to be investing in the Darwin economy through local contracts. “For our stakeholders, the Port Development Plan 2016 represents a long term vision that has been developed with their business in mind and we look forward to ongoing partnerships well into the future. “Darwin Port is well positioned for the future, with strong prospects and clear certainty to become a major logistics hub, servicing the growth and development needs of Northern Australia and beyond. To realise this, we’ve adopted a broad vision for the future. The Port Development Plan 2016 represents a clear strategy designed to inform the Territory, port stakeholders and the wider community about the development vision for the port precincts within the Port of Darwin.
“The Port Development Plan 2016 will be a living document for Darwin Port, with updates to design concepts composed as our stakeholders’ business develops, demand drives specific projects and opportunities are realised”. The Port Development Plan 2016 launch coincides with port development projects underway and in design and planning phases worth around $25 Million. These include: a Refrigerated Container Park, a Strategic Hardstand Development and a Harbour Support Vessel Facility. Darwin Port is proud to have been able to contract with local civil construction company, Rusca Bros, for the civil preparatory works on its reefer and general cargo park. Darwin Port has tenders set to be issued in June for more extensive civil construction works for the Refrigerated Container Park. Darwin Port expects to shortly release a tender for dredging works associated with the Harbour Support Vessel Facility at East Arm Wharf. The Port Development Plan 2016 is available on the Darwin Port Website, at www.darwinport. com.au.
BP and Flinders Ports bring $8 million infrastructure boost to Port Adelaide BP and Flinders Ports announced recently that they are investing close to $8 million in infrastructure to establish a state-of-the-art fuel bunkering facility in Port Adelaide’s Inner Harbour. Connected directly via pipelines from the nearby Largs North Terminal, the new fuel bunkering facility will support the day-to-day operations of BP’s planned Great Australian Bight programme. It will enable safe, efficient and simultaneous refuelling of vessels and receipt of fuel into the terminal. “BP is proud to lead the development and execution of a unique, custom-built fuel bunkering system in Port Adelaide,” said Andy Holmes, BP’s COO Fuels AsPac & Air BP. This is highly valuable infrastructure for South Australia and will exist well beyond the life of BP’s exploration drilling programme in the Great Australian Bight.” Flinders Ports will work closely with local contractors including Maritime Constructions to fully rebuild and reinforce the existing berth structure at the facility and manage day-to-day berth operations. “New contracts are scarce so the upgrade of this berth is an exciting development and provides a welcome boost for local suppliers and business confidence,” said Stewart Lammin, General Manager, Flinders Ports. “There is potential for several new vessel calls into Port Adelaide each week and the positive flow-on benefits for the economy are much needed.” More than 20 local job opportunities have been generated to support various stages of the overall project from engineering and pipeline design to the berth upgrade.
automation, metering skid and bunker hoses. • Safety features include pipeline integrity measures and high fuel quality control. • The existing berth, known as N-Berth, is owned and operated by Flinders Ports and has been unused for over 10 years. • The upgraded berth will be able to receive vessels up to 120 metres in length. • Until now, vessels requiring fuel in Port Adelaide’s Inner Harbour were supplied by fuel truck. • The fuel bunkering facility is expected to be completed ahead of late 2016.
Busy year for dredging
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T’s been a busy year for PBPL’s dredging team who completed a significant vessel refit in late-2015 as well as servicing a number of external contracts alongside their regular maintenance dredging programs. PBPL maintains 90km of navigational shipping channel that stretches from the northern tip of Bribie Island across Moreton Bay into the Brisbane River. In October 2015, the TSHD Brisbane, the largest dredger of its type based in Australia, journeyed on its first overseas voyage to Singapore where a major mid-life refit was planned. In addition to the usual sandblasting, painting and dredge equipment repair works, the main engines and generators were replaced and the propulsion gearboxes and drive trains overhauled. These works were completed in a record six weeks and have since enabled the Brisbane to carry out its dredging activities more efficiently. In the last three months the TSHD Brisbane has been based at the Port of Brisbane undertaking maintenance dredging and minor
development work following its annual northern dredging campaign in ports including Bundaberg, Gladstone, Townsville, Cairns, and Weipa. It will soon head south to Port Philip Bay for the third time, as part of a long term contract for maintenance dredging for the Port of Melbourne Corporation. This contract has integrated well with the northern campaign and has also proved very effective in meeting the needs of the Port of Melbourne. PBPL’s smaller dredge, the Ken Harvey, has also recently completed works at Scarborough Boat Harbour for Maritime Safety Queensland and completed quayline works at the new Wagner’s Berth at Pinkenba.
PPA delivers record annual throughput
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ILBARA Ports Authority (PPA) has delivered a record annual throughput of 633.5 million tonnes (Mt) for the financial year. This is an increase of 13Mt or 2% from last year’s annual throughput. In June 2016, PPA achieved a total monthly throughput of 55.9Mt, an increase of 1.8Mt or 3% from the previous year.
Port of Port Hedland The Port of Port Hedland achieved a record annual throughput of 460.4Mt, an increase of 13.4Mt or 3% from the previous year. Iron ore exports for the year totalled 454.2Mt, an increase of 14.6Mt or 3% from the previous year. The port also achieved a record monthly throughput of 42.2Mt in June, an increase of 3.3Mt or 9% from the same month last year. Iron ore exports in June totalled 41.8Mt, an
increase of 3.4Mt or 9% from the same time last year. Imports for the year totalled 1.6Mt, a decrease of 463,000 tonnes or 22% from last year. June imports totalled 164,000 tonnes, an increase of 51,000 tonnes or 46% from the same month in 2015.
Port of Dampier The Port of Dampier delivered an annual throughput of 173.1Mt, a slight increase of 200,000 tonnes from the previous year. In June, the port achieved a monthly throughput of 13.6Mt, an increase of 1.5Mt or 10% from the same month in 2015. Imports for the year totalled 1.1 Mt, a slight increase of 70,000 tonnes or 6% from the previous year. June imports totalled 55,000 tonnes, a decrease of 41,000 tonnes or 43% from the same month in 2014.
Fast Facts • Two new underground pipelines designed and installed, from Largs North Terminal to the existing berth. • A dedicated bunkering pipeline is 1 km in length and 300 nominal bore, with a platform supply vessel flow rate of 2,400 litres per minute. • Bunkering facilities at Largs North Terminal include new dedicated filling pumps with full
Above: Flinders Ports - view of Inner Harbour Australian Ports News - Page 21
Eastland Port smashes previous export record
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ORE than 2.3 million tonnes – mostly raw logs – was exported from Eastland Port during the past 12 months, a record that smashes the company’s previous best year.
The total tonnage of 2.302 million tonnes eclipses the port’s 2014 result of 2.274 million tonnes, and is a 59,000 increase on the 2015 throughput, despite uncertain indications from forestry customers earlier in the year. The port’s general manager, Andrew Gaddum says the results are encouraging for the port, the forestry industry, and consequently for the Tairawhiti region as a whole. “The port provides vital infrastructure for a forestry industry that continues to grow, and which has been the single biggest contributor to Gisborne’s GDP since 2012.” Of the 133 ships to dock at Eastland Port over the 2016 financial year, 113 were logging ships, reflected in the fact that 98.4% of total exports were raw logs. The remaining exports were squash and kiwifruit. In addition to export vessels, 11 cruise ships visited during the 12 months to 31 March 2016. Mr Gaddum says Eastland Port is proud to be the country’s most efficient logging port. Eastland Group bought the port from Gisborne District Council in 2003 and has steadily grown export volumes – mostly raw logs – from 480,000 tonnes in 2003 to a record 2.3 million tonnes this financial year. The port’s busiest ever month was recorded in February this year, with a total cargo of 264,000 exported. “We’ve worked hard with our customers and suppliers to introduce systems and processes that move logs as efficiently as possible. Every single log is barcoded then scanned in and out, and an individual log stays an average of just eight days on port.” He says huge improvements to environmental processes have also been implemented at the port over the past 12 months. Recently-completed projects include the $11 million redevelopment of the upper log yard and the introduction of a world class water treatment system. “We’re continually looking at new ways to minimise our environmental footprint at the same time as we’re helping customers to move their logs offshore. Our water treatment systems are second to none, they are absolutely the best in the country. New rain gardens are going in at the upper log yard this week and they are just one more step in the water treatment process to ensure we’re doing everything we can.” Eastland Port is also in the process of making resource consent applications for the redevelopment of the wharfside log yard. “When Eastland Group bought the port from the council in 2003, none of the log storage areas were consented. We’ve invested $30 million in upgrading the southern and upper log yards and this wharfside log yard is really the final major redevelopment required. We’re hoping to be underway later this year. We want to see that area sealed and another world class water treatment system installed there.” Mr Gaddum says the port’s agreement with Gisborne District Council means the wharfside log yard will be closed for log storage from
30 June until it is fully redeveloped and consented. Eastland Group chief executive, Matt Todd, says the company has spent around $75 million on capital enhancements since 2010 and plans to invest just as significantly over the next five years to accommodate customer projections for forestry harvest. “The East Coast forestry industry provides opportunity and employment for our entire region. Our aim is to provide excellent infrastructure to support the forestry sector, and also the region’s overall economic development,” says Mr Todd. “Eastland Group’s strategy is to find investment opportunities that add tangible value to our customers’ business. The port’s debarking operation – a partnership with Hikurangi Forest Farms – is one way we’ve added value for forestry customers. The process of debarking and anti-sap staining generates additional value for their logs.” The debarking operation completely removes the bark from logs, rendering them insect free and able to be loaded as deck cargo without the issues associated with traditional methyl bromide treatment. The removal of the bark also allows for a few more to be loaded into a ship’s cargo hold.
Flinders Logistics finalist at new mining awards
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LINDERS Logistics joined mining companies and other resources sector suppliers as a finalist in the commercial achievement category of the inaugural South Australian Resources Industry Awards. The Port Adelaide based logistics operator was selected as an award contender for reducing dust emissions and downtime during ship unloading for Nyrstar in Port Pirie. Mr Andrew Pellizzari, General Manager of Flinders Logistics said, “It’s a great result for Flinders Logistics to achieve finalist status. My team at Port Pirie has worked hard to cut dust and downtime. I’m proud of what they’ve achieved.” The awards, which are an initiative of the South Australian Chamber of Mines and Energy (SACOME), launched this year with two categories, the Statewide Super Innovation in Resources Award and the Ocean Partners Commercial Achievement Award. High profile experts were selected to ensure the integrity of the awards and form the judging panel.
Flinders Logistics was shortlisted for the Commercial Achievement Award along with four other companies which included South Australian miners Hillgrove Resources and Havilah Resources, as well as service companies Novafast and Mechvac Engineering. Havilah Resources was announced as the winner at the Annual Resources Industry Dinner, held in Adelaide recently while Mechvac Engineering received a high commendation. “It was a special privilege for Flinders Logistics to be shortlisted with such highly regarded organisations,” said Mr Pellizzari.
Eastland Port shipping trends – total export volumes 2003/04
481,836
2004/05
457,681
2005/06
382,009
2006/07
526,956
2007/08
714,780
2008/09
734,703
2009/10
1,203,143
2010/11
1,517,040
2011/12
1,707,695
2012/13
2,022,216
2013/14
2,274,740
2014/15
2,256,668
2105/16
2,302,404
Above: Aerial view of Port Pirie
Above: Flinders Logistics - Wheeled loader operating inside ships hold
Above: Flinders Logistics - DF Misting fans in action at Port Pirie Page 22 - Australian Ports News
Port awards tender for works on Berth 8/9 to local contractor
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ORT of Townsville Limited (POTL) recently announced that local business Bluewater Process Engineering has been awarded the tender to carry out Stage 4 of a program of works to encapsulate the supporting pylons of Berth 8/9 at the Townsville port.
The project, which commenced in 2008, is part of the Townsville Port’s ongoing proactive key asset maintenance programme. The $1.9 million works are part of a staged program to repair the concrete columns under the wharf that support Berth 8 and 9 with reinforced concrete jackets, to extend their operational life. Works on the Berth 8/9 project will begin with sea divers cleaning back the 50 year-oldpylons right down to their base in the sea bed. After the cleaning process, the reinforced steel jackets will be installed around the pylons to allow concrete to be placed below the water level, therefore widening and strengthening the existing column structures. Queensland Government Treasurer Curtis Pitt said this project was about delivering jobs now and infrastructure for the future. “Townsville is an economic hub of the North and the Palaszczuk Government will continue investing to ensure this region has the infrastructure it needs to seize future opportunities,” Mr Pitt said. “Best of all, this is a local tender which will support local jobs at a time we need it most.” Port of Townsville General Manager Infrastructure and Planning Kim Gebers said that he was very pleased to see another sizeable tender being awarded to a local contractor. “Once again Townsville businesses have demonstrated that they are more than capable of submitting first-class tender proposals; offering the skills and human resources required to be able to service big business projects,” Mr Gebers said. Bluewater Process Engineering (BPE) was established in 1999 in partnership with Subtech
Above: Eric van Prooije – Manager, Bluewater Process Engineering Services, and employ staff members to suit needs on various projects. Founding partner and Managing Director of BPE Mr Eric van Prooije said that he was very pleased that BPE could perform important works for the Port again on such a sizeable project. “Our industry here in North Queensland has been doing it a bit tough recently due to
economic pressures so these types of projects that come out of the Port are very encouraging,” he said. “Berths 8 and 9 were built in 1957 and these upgrade works will double the expectancy for their operational life span for a fraction of the cost of a new berth. “The modern concretes that have been developed for marine use over the last 15 years
are substantially more durable than those that would have been used when Berths 8 and 9 were built back in the 50’s.” BPE now specialises in water and wastewater projects in conjunction with the maintenance of marine and commercial diving services. Works on the Berth 8/9 have commenced with an expected completion date of June 2017. There will be no disruptions to shipping operations on Berth 8/9 during the works.
Local contractor for Port breakwater safety works
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ILCO Logistics Pty Ltd has been announced as the successful bid contractor on Breakwater safety works at the Port of Townsville.
Minister for Ports Mark Bailey said the overall $1.5 million project will improve navigational safety at the Townsville Port by widening the entrance to the harbour, but does not involve any capital dredging works. “This project is another step towards being able to accommodate larger vessels at the Townsville Port and will also improve the navigational safety of vessels already entering our harbour,” he said.
“Best of all, local North Queensland contractors will once again be engaged to complete important infrastructure improvement works, meaning more local jobs for this community. “This project will kick off next month and we anticipate the works will be completed by the end of the year.” General Manager Infrastructure and Planning Kim Gebers said that the project involved the removal and relocation of approximately 120 metres of the far northern end of the rock wall.
“The entrance to Townsville’s Inner Harbour was developed more than 100 years ago when vessels requiring access to Townsville were much smaller,” he said. “There is a definite global trend of vessel sizes becoming larger which improves the efficiency and safety of sea transport as well as improving economies of scale for moving commodities.
“I’m please to assure the community the Port will maintain access for recreational fishing and walking along the wall outside the works area.” During the works period, a section of the far northern Breakwater (immediately adjacent to and including the work site) will be closed to public access for safety reasons.
Above: Thomas Bank (POTL), Mathew Fraser (Wilco), Elli Fraser (Wilco) William Fraser (Wilco), Kim Gebers (POTL) Australian Ports News - Page 23
Port of Brisbane improving Brisbane River and Bay health with ‘Queensland first’ offsite stormwater treatment pilot project
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ORT of Brisbane Pty Ltd (PBPL) CEO Roy Cummins said the Port of Brisbane was leading Queensland’s first scientifically-based and assessed offsite stormwater treatment pilot project in the Lockyer Valley, which was improving water quality in South-east Queensland.
“In its first 12 months, the pilot project prevented 3,800 tonnes of sediment—the equivalent of 200 truckloads of dirt—from entering Laidley Creek, the Brisbane River and Moreton Bay,” he said. “The works have also significantly increased the resilience and productivity of the adjoining farm land by reducing erosion and providing protection from potential major flood events. It held up well during the recent heavy rainfall events last month. “Port of Brisbane is committing more than $1 million over three years to fund the project and we are working with a number of partners to deliver it.” PBPL was recognised at the recent 2016 Healthy Waterways Awards, winning the Sustainable Water Management Award and the major award, the Minister’s Grand Prize – awarded to the most innovative and outstanding winner of all the award categories. PBPL will donate the $10,750 it received in award prize money to Tangalooma Ecomarines – a Brisbane-based not-for-profit group that works with schools, individuals and groups to protect Moreton Bay’s marine environment and wildlife. The donation will provide additional funding for new schools to participate in EcoMarine programs. The first stage of the project involved stabilising and rehabilitating a 750 metre section of badly degraded creek bank at Laidley Creek, located 100km upstream from the port, and re-planting more than 4,000 native trees and grasses. It adjoins valuable horticultural land owned by Mulgowie Farming Company, who partnered in the project. It also included a major research component with scientists using innovative techniques to identify the sources of sediment pollution at the Port.
Every year, more than 500,000 tonnes of sediment enters the lower Brisbane River, with 80% being previously identified as coming from just 20% of the catchment – mostly from eroded streams in the Lockyer Valley. Heavy rainfall events cause these degraded creeks to erode further, dirtying the water and transferring sediment to Brisbane River and into Moreton Bay. “After the 2013 floods, more than two million tonnes of sediment was deposited in the port’s navigational channel, requiring extensive dredging to safely re-open it,” said Mr Cummins. “As a result, PBPL looked at new ways to treat stormwater run-off to reduce the chances of this recurring while still delivering the best environmental outcomes. Tackling the problem at its source achieves this. “Sediment pollution is a key issue being addressed by SEQ Councils and the State Government through the Resilient Rivers Initiative, and this pilot project is building on that important work.” PBPL will now combine offsite and existing onsite stormwater treatments at the Port of Brisbane to reflect best practice methodologies and continue to deliver the best environmental outcomes for the port and the broader community. PBPL worked with a range of partners to implement the pilot project: SEQ Catchments, Lockyer Valley Regional Council, Mulgowie Farming Company, Healthy Waterways, Queensland Government (Department of Environment and Heritage Protection, Department of Infrastructure, Local Government and Planning, Department of Science, information Technology and Innovation), Planfuture, Alluvium, BMT WBM, Griffith University (Australian Rivers Institute), 02.
Above: Craig Wilson, Port of Brisbane’s Environment Manager and Julian O’Mara, Healthy Waterways and Catchments’ Operations Manager onsite at Laidley Creek, additional works in progress
Above: The restored site at Laidley Creek
GPC appoints new Chief Executive Officer
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LADSTONE Ports Corporation (GPC) has appointed a new Chief Executive Officer (CEO), Peter O’Sullivan, to commence with the Corporation. The appointment follows a robust and comprehensive recruitment process focused on the engagement and input of GPC’s major stakeholders, Queensland Government and key customers. Whilst the recruitment process was longer than anticipated, it was a critical focus of the selection panel to appoint a CEO who could confidently maintain and enhance the GPC Board’s objectives to provide a high level of service to its customers, continue its support and commitment to the community, and foster and enhance the Port’s longstanding positive workforce culture. Interest in the position was very positive, with 70 applicants having applied for the role, from which 12 candidates were identified for further consideration, and six candidates were shortlisted and interviewed for the role. At the conclusion of the interviews the selection panel unanimously agreed that Peter was the preferred candidate for the role. GPC’s Board endorsed Peter’s appointment to the CEO role, stating his
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comprehensive skill set and innovative leadership style would guide the corporation through the region’s current economic challenges and deliver on the Board’s focus areas of growth, prosperity and community. GPC Chairman, Leo Zussino said Peter has extensive experience in project management as well as broad senior executive leadership experience, particularly in the ports sector. “Peter is a dynamic leader and has a reputation for achieving high levels of performance and strong results, and I am confident that his diverse experience, energy and vision for the business will put GPC in good stead as the corporation continues to grow trade across its three port precincts of Gladstone, Bundaberg and Rockhampton,” Mr Zussino said. Peter has held numerous senior management roles throughout Australia over the past 20 years, including his most recent appointment as Project Director for Building Queensland, and has previously worked as GPC’s Corporate Relations General Manager and Project Manager, specialising in significant port development marine projects. Peter replaces previous Chief Executive Officer, Craig Doyle, following his resignation in January 2016.
Above: Peter O’Sullivan has been appointed to the role of Chief Executive Officer with Gladstone Ports Corporation
GPC’s Board took the opportunity to acknowledge and thank Commercial General Manager, Mike Galt for his dedicated service to GPC in his capacity as Acting Chief Executive Officer.