May 2017 Volume 6 No. 19
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
OR C Pilot Boats Please see details on pages 10 and 11 of the new pilot boat build ‘Takoko’ by Hart Marine for Gladstone Ports Corporation
Please see our advertisement and editorial on page 3
Australian Ports News
Napier Port Chief Executive announces retirement
N
APIER Port chief executive, Garth Cowie, announced to staff yesterday that, after 37 years in the port industry, he has given notice to the Napier Port Board of his retirement in December this year.
He has given the Board plenty of notice to allow for a robust recruitment process and thorough hand over to his successor. Napier Port chairman, Alasdair MacLeod, says Mr Cowie should take great pride in a number of achievements that have positioned Napier Port well for the future. “He’s developed an outstanding senior management team and a motivated and dedicated staff across the board – across our marine, cargo handling and support functions. They are pushing industry boundaries nationally and internationally in health and safety, technology and logistics. “Napier Port’s relationship with customers and suppliers is strong and the company is forging partnerships for collaboration across the globe. We are heading towards a healthy profit this year and we are currently planning for a wharf development that will see Napier Port significantly increase its capacity,� Mr MacLeod says. Mr Cowie says he recently turned 60 and, as the milestone approached, he began to contemplate all that had been achieved by Napier Port. “After 17 years at the helm, while it will be sad given the friendships and colleagues I will miss, this is the right time to go. Napier Port is now exceeding all expectations and the company is in excellent shape to tackle the huge growth that’s coming. “When I arrived from South Port in 1999, we were handling less than 100,000 twenty-foot equivalent (TEU) containers a year – we are about to break 300,000 TEU and we’re set to increase even more over the next few years.s “Not only have we had growth but we’ve had tremendous cultural changes within our organisation. We are more engaged with our staff, we are recognised leaders in port health and safety and we are working more closely with our community than ever before,� Mr Cowie says. After 22 years as a chief executive (17 at Napier and five at South Port), and a huge amount of travel visiting shipping lines and customers across the world, he’s ready to spend more time with his wife, Monique, their children and grandchildren and set his sights on new projects. “The future is bright for Napier Port and I have a few other things on my list that I want to tick off,� Mr Cowie says. Mr MacLeod says, while it will be difficult to replace Mr Cowie, his decision to retire will create a huge opportunity for someone in the
On Board Stockwell International, meet Gloria!
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Port users praise bigger better channel markers Big buoys held down during cylone
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Sealite delivers complete port solution
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Advanced pipeline protection CCE - Leading the way in Cathodic Protection
Above: Mr Garth Cowie industry. The recruitment process will begin immediately.
BACKGROUND • Mr Cowie has been Napier Port Chief Executive for 17 years; • During that time Napier Port has (among other things): • Had 17 years of continuous growth; • Become the 4th largest container terminal in New Zealand; • Increased cargo volumes from 2.092M tonnes in 1999 to more than 3.9M tonnes in 2016 and container volumes are up from 66,455 to more than 300,000 this year; • Built 4 Wharf; • Improved its log handling throughput from 250,000 in 1999 to more than 1.5m tonnes this year; • Developed an empty container depot in Pandora; • Partnered with Ports of Auckland to establish Longburn Intermodal Freight Hub; • Purchased land at Whakatu for a future inland container hub; and • Completely replaced its tug fleet with highpower purpose-built Voith tugs to cater for the next generation of larger vessels using the Port of Napier. • Mr Cowie spent 20 years at South Port, five years as Chief Executive; • In 1994, he oversaw South Port being listed on the New Zealand Stock Exchange.
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AIWC wins major supply contract on Malaysian water pipeline project
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Pilot Vessel ‘Takoko’ to arrive in Gladstone later this month
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Hart Marine to deliver new ORC 173 pilot boat to Gladstone Ports Corporation
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Ports News Gritty sense of purpse impresses seasoned mariner Nature cleans We also publishe
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Ports News Terminal will secure Newcastle’s future as a global cruise ship destination Artists impression of port makes impression on judges
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Subsea Industries’ Coatings nominated for Maritime Award IMO must fully investiate return of tin silicone hull coatings
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Ports News First collaboration for Sydney City Marine and Damen
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Key aspects of new coastal shipping reforms. national freight and supply chain strategy Moorebank operations to provide increased intermodal capacity to assist in supply chain efficiency
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Editorial Contributions
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Stockwell International, meet Gloria! S
INCE 1971, Stockwell International have provided bespoke solutions to individual businesses, large companies and international organizations. As International Freight Forwarders, they are dedicated to helping businesses move freight securely and safely around Australia and internationally 365 days a year.
With this commitment to customers, Stockwell required a reach stacker with the endurance and reliability to handle and store containers on their newly purpose built site in Ingleburn NSW. Armed with those requirements, NTP introduced Stockwell to Gloria- the new Kalmar DRG45 65S5 Reachstacker.
The Kalmar Gloria DRG450 65S5, featuring a 6.5m wheel base and a 5 high spreader, will be used to lift Stockwells import and export containers. At 45 tonne capacity @ 1975mm load centre, the DRG450 65S5 has the power to stack containers up to 5 containers high. Its ability to rotate the containers eliminates the need to pick up containers at a right-angle making the lifting process faster and reduces tyre wear. With performance needs changing by the day and even the hour, the DRG450 65S5 offers 3 different performance modes to choose from. Power mode for when maximum performance is required, normal mode allowing for high productivity with up to 15% fuel savings per ton of cargo and economy mode offering up to 25% reduction in fuel consumption. In addition to its power and performance, the machine’s ergonomics contributes to the overall productivity. At the heart of every great machine lies a great cab. The more ergonomic and intuitive the workspace, the more efficient and productive the operator. The newly designed EGO cabin is optimized to improve driver performance and comfort. “The new EGO cabin is very spacious, the controls are right at your fingertips and the windscreen has excellent visibility” says David Stockwell Managing Director of the Stockwell facility. This is a result of the carefully laid out controls, pedals and display to the nearly seamless visibility of the curved windscreen. Everything remains in sight and within easy reach- both inside and out. The newly designed integrated components result in simplified maintenance and fewer faults for Stockwells. Segmented wires make maintenance and replacement simpler and
fewer exposed components results in less wear on wiring, hydraulics and other connectors. These improvements mean less downtime and servicing. In addition, servicing the machine is only required after the first 500 hours as opposed to the standard 250 hours in other reach stackers. Fitted with the Kalmar SmartFleet, the productivity levels of the DRG450 can be logged and analyzed. The fleet management system allows Stockwells to improve equipment and operator utilization, lower operational costs through maintenance scheduling, KPI reporting and increase safety. This automation enables more effective management of the machines operations, decreasing downtime as well as improving safety. In an industry where pedestrian and machines work in close proximity, Stockwell understand the importance of keeping their staff and
machines safe. Kalmar pride themselves on offering the best built-in safety features on the market and the DRG450 takes safety to the next level. A reverse aid warning system was also fitted to the machine which includes a camera and ultrasound sensor with rear counterweight and display inside the cabin providing adjustable area coverage of 50cm to 9 metres. Also fitted to the DRG450 65S5 is the tyre pressure monitoring system, which tells the operator when tyres pressures are low, thus reducing tyre wear The team at Stockwell are pleased with their Kalmar DRG450 as well as the NTP’s professionalism when delivering the machine and ensuring adequate training was provided to the operators. For more information on the range of materials handling equipment and services from NTP Forklifts Australia call 131 687.
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Port users praise bigger better channel markers
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ASTLAND Port has replaced well known channel marker Tokomaru Buoy as part of its ongoing navigational safety programme.
Weighing three tonnes, the old musselcovered green buoy was retrieved by the tug boat Titirangi last week and lifted onto the wharf by crane, ending 45-years nautical service. A new high-density plastic environmentally friendly channel marker replaced the old buoy and has been in position at the start of the harbour navigation channel since January. It, and other new markers, has received praise from port users. Kevin Pitcher of Eastland Shipping says superior markers are a crucial part of international port operations and he’s thrilled with the new ones. “The channel is a big ditch with shallow water either side and if you don’t get into the channel then you are facing disaster”. Requiring minimal maintenance the new 3.8 metre high, 970kg buoy cost $30,000 and is double the height of the old one. Eastland Port Marine Manager Capt Paul Hines says it was made in Melbourne and arrived in Gisborne in parts. “It’s a brand new design which attracts very little marine growth, doesn’t rot or burst, and doesn’t need painting. The Eastland Port marine team put it together like Lego”. Eastland Port dropped the new buoy 15 metres outside the edge of the channel. It’s in a slightly different location to the old Tokomaru Buoy which sat 85 metres outside the edge. “We did that because the ships coming into Gisborne are getting bigger. We required a more precise
indication of the channel edge,” says Capt. Hines. The new Tokomaru Buoy sits in the bay in line with the Eastland Group Raceway about 2km out from the port. It’s connected to a concrete block via a chain link tether sitting 13 metres under water ensuring it doesn’t move. As with any change to a navigational marker, nautical charts held in New Zealand and around the world have been updated via the Land Information New Zealand ‘notices to mariners’ system.
Eastland Port has already replaced the port side channel entrance marker. In April this year the mid-channel buoys will be replaced, as well as new directional lead lights for the main channel. New lights are also being installed at the end of the breakwater. Capt. Hines says the buoys and breakwater lights will flash in a 3-second sequence giving mariners a safer route and better illuminating the channel at night.
Above: The old Tokomaru Buoy was lifted onto the wharf ending 45 years nautical service. Its name comes from its proximity to a shallow patch of rock to the southeast called Tokomaru Reef. Port staff will refurbish the old buoy and keep it onsite to be sold (Photo courtesy of Deane Craw)
Big buoys held down during cyclone
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ASTLAND Port’s new mid-channel buoys took a beating from Mother Nature last month before even making it into the ocean.
The Melbourne-made buoys were assembled in Gisborne just days before ex-tropical cyclone Cook barrelled into New Zealand on Thursday 13 April. Eastland Port Marine Manager Capt Paul Hines says the 3.8m buoys were tied down as a precaution ahead of the storm. “We didn’t want to take the risk of them getting damaged. They are so big, but don’t actually weight that much at 830kg, so could have been knocked around.”
Gisborne came off lightly during the four-hour storm but the rain and heavy wind still caused plenty of damage including power outages, slips, lost roofing iron, and trees down. Capt Hines says the new high-density plastic environmentally friendly buoys were undamaged and will be put into place later this month using cranes, divers, and tugs. “We just need to wait for calmer seas.” As part of Eastland Port’s ongoing navigational safety programme new directional lead lights will be installed for the main channel. New lights are also being installed at the end of the breakwater.
“The buoys and breakwater lights will flash every 3-seconds and be GPS/GSM synchronised. (Global Positioning System satellites and Global
System for Mobile communications). This gives mariners a safer route and better illuminates the channel at night.”
Left and above: Senior Tug Master Poul Larsen battens down the hatches ahead of the arrival of ex-tropical cyclone Cook in Gisborne recently Page 4 - Australian Ports News
Sealite delivers complete port solution I
N 2015 Eastland Port embarked on a 5-year plan of building a ‘Port of the future’ and achieving ‘more value from its current assets’ by a 1.3-hectare expansion to assist the port’s principle export commodity – logs. With a forecast export of 3.5million tonnes of logs, it was important the port offered the latest aids to navigation to assist vessels up to 30,000 tonnes and lengths of 190 metres. The increase in the size of vessels using the Port, along with the ongoing navigational safety programme saw the need for a complete port solution. Sealite’s superior range of aids to navigation were selected for Eastland Port as they were economical, robust in design, easy to assemble and install, and supplied quickly.
In April 2016, Eastland Port commissioned a Sealite port entry system for the Waikanae Beach approach, which now provides a safe approach in both day and night operation to the Gisborne loading facility. The port entry system included an LED port entry light, a non-precision sectored lantern and AIS monitoring. The AIS solution provides mariners with real time identification of the station, its availability and position, to ensure mariners and pilots are confident with the approach. Chosen for its low power consumption
and size, the extremely efficient port entry light typically uses 30watts to achieve intensities that previously required 250watts, and is half the size of traditional port entry models. Sealite’s LED port entry light provided huge cost saving benefits to the port by eliminating the need for a rear structure, and the ability to provide a low powered, high intensity light, therefore improving its day time recognition without the need of costly day marks. The Sealite port entry light can be configured to suit many channel marking and leading line applications and does not require focussing or re-lamping while in service, demonstrating value for money for any port. February 2017 saw the replacement of the 45year old, three-tonne, mussel covered steel channel marker Tokomaru buoy, with a Sealite 2.6 metre diameter, 970kg, UV stabilised polyethylene buoy. The robust, environmentally friendly buoy attracts little marine growth and never requires painting, unlike its predecessor. This keeps in-line with Eastland Ports key focus of meeting best practice environmental compliance. The new Sealite buoy is double the height of the old one and the Eastland Port team put it together like ‘Lego’. The new designed buoy was met with praise from port users and port staff. Sealite’s Atlantic-2600 buoy is the only buoy in its class to offer a large 2.6mtr diameter float section without the need to incorporate a central mooring post, providing enormous cost and time
saving benefits. The hull section of the buoy has detachable side panels that are designed to be removed during transport, allowing the buoy to be conveniently transported in a shipping container, providing an extraordinarily large float section without the need for a heavy, steel mooring post. Built in a 5-part modular design, Sealite’s 2.6mtr buoy is faster and easier to assemble as the buoy is delivered almost ready to deploy. With superior markers being a crucial part of the international port operations at Gisborne, Sealite were contracted to supply all navigation aids to Eastland Port. Two Atlantic-2600 buoys are currently installed, with another 2 due to be deployed in the coming weeks. Two range lights will be installed as new directional lead lights, supported by GPS Synchronised SL-C310 solar marine lanterns. These synchronised lights will flash in a 3-second sequence giving mariners a safer and stronger illuminated passage at night.
These final installations will complete the Eastland Port navigational safety programme, with Sealite providing years of reliable, lowmaintenance aids to navigation. Australian owned and operated, Sealite manufactures a large range of marine lanterns, high-precision sector lights, leading lights, bridge lighting, rotationally-moulded buoy products, power systems and monitoring and control systems to provide safe environments for maritime customers worldwide. Keeping the manufacturing process in-house achieves better value for customers, superior quality standards and fast delivery times. Through close working relationships, marine authorities and customers around the globe now trust Sealite to enhance the safety of their operations. For more information on how Sealite can assist in your next marine project visit www.sealite.com
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info@sealite.com Australian Ports News - Page 5
Advanced pipeline protection M ONITORING the impact of corrosion on subsea pipelines and offshore structures is a critical aspect of ensuring pipeline integrity. A key way of minimising corrosion is to employ the most appropriate technologies and prevention techniques.
Owners of high-value infrastructure assets such as pipelines and production platforms must understand the cost implications of ignoring the effects of corrosion. There are many advantages of planning for corrosion control and mitigation, including extending the life of the asset while reducing maintenance time and costs. Pipeline infrastructure is also aging and with the price of oil remaining low, corrosion prevention has to be as cost effective as practical. Companies servicing the oil and gas industry are being challenged to find better ways to maintain the integrity of subsea structures. Some of the factors that need to be considered include how long the system has to remain in operation and would a shorter life extension be acceptable if the asset owner is willing to repeat the process more frequently. Two leading companies that are developing and implementing a range of innovative technologies and processes that support pipeline operations are Deepwater Australasia (DWA) and Corrosion Control Engineering (CCE). According to David Flanery, Business Development Manager at DWA, the method of corrosion protection selected for offshore infrastructure depends on the construction material used. Pipelines are often epoxy or concrete encased whereas a platform usually has large amounts of exposed steel. Subsea assets often require protective systems that include special coatings with a long design life in conjunction with cathodic protection systems. John Grapiglia, CCE’s Western Australian Manager, added another change that has occurred is that the “design life” of a pipeline is now expected to be significantly longer duration. “Historically, pipelines were designed for 20 to 25 years, following which time they underwent a ‘life extension’,” he said. “These days the design life is set at 50 years for some projects.” DWA has pioneered many new methods for offshore cathodic protection life extension over the years and has learned many lessons. The ACA works with companies such as DWA and CCE, along with academia, to research all aspects of corrosion in order to provide an extensive knowledge base that supports best practice in corrosion management, thus ensuring all impacts of corrosion are responsibly
Above: Pipeline protection Page 6 - Australian Ports News
managed, the environment is protected, public safety enhanced and economies improved. Around the world, there are thousands of kilometres of pipelines—on and offshore— connecting drilling rigs and production platforms to wellheads and other facilities. This infrastructure represents billions of dollars of investment by companies over many years. Corrosive fluids flow inside the pipelines and on the outside they are exposed to a range of harsh physical, climatic and chemical effects that can cause corrosion and degradation. Deep ocean, coastal and onshore environments present very different operating conditions for infrastructure. In tropical regions, surface water might be as warm as 20°C and at one atmosphere of pressure, compared to the deep ocean where the temperature at depths of thousands of metres drops to around 2°C and the pressure increases to more than 1700 psi. (At sea level, the atmospheric pressure is approximately 14 psi.) Oil from deep wells can be as hot as 176°C. As the hot oil comes up from the well it travels through the much colder pipeline and the fluid in the pipe can quickly cool down. At approximately 21°C, the water and gas mixtures in the pipe can form gas hydrates or paraffins. If the build-up of paraffins is too great, it can ultimately block the pipeline. Such blockages can be extremely costly to clear and, if a pipeline ruptures, can cause catastrophic damage to equipment and the environment. In order to prevent catastrophic failures, there is ongoing research in to new insulation materials and their application procedures. “Unfortunately, some of these new materials have not been in use for very long and thus their long term performance is unpredictable,” Grapiglia stated. Maintenance and corrosion prevention come together to ensure Subsea Flow Assurance. These are the processes that ensure subsea pipelines and equipment maintain oil flow. “Appropriate insulating materials must be applied to infrastructure in order to maintain or at least slow down the heat loss from the fluids being transported,” Flanery said. Manufacturers of surface coatings have worked to develop suitable materials to handle the extreme conditions of deep water activities. One corrosion control method used on pipelines is cathodic protection (CP). This is a technique used to control the corrosion of a metal surface by making it the cathode of an electrochemical cell. A simple method of protection connects the metal to be protected to a more easily corroded “sacrificial metal” to act as the anode. The sacrificial metal then corrodes instead of the protected metal.
Above: A pipeline section: insulated, painted and ready to be positioned
“An offshore production field is a very complex system,” Flanery said. “Ideally, all the different components and their separate corrosion protection needs should be carefully planned at the design stage.” For example, oil and gas flows from the reservoir, through the subsea tree and, typically, to a manifold or pipeline end termination (PLET) via a jumper pipe. Fluids pass along the pipelines to a production platform for processing before being sent to a tanker or onshore facility for further processing. (A jumper is a short flexible or rigid length of pipe that is used to connect a flowline to other components.) “You cannot just look at a pipeline in isolation,” Flanery added. “It is always part of a much larger system.” It is important to ensure there are no design gaps between the corrosion protection systems of two adjacent assets, such as a flowline and a manifold. Both Flanery and Grapiglia commented that segments of a production system are often designed in isolation, with little or no consideration being given to how they might be integrated. Different contracts cover supply and installation with operation often covered by yet another contract. The consequence of this disjointed and ad hoc design and installation is that after just a few years of operation, ‘new’ fields are showing signs of early failure of some of the CP systems protecting the equipment. “A lot of companies think that the protection system is fairly straight forward and they can save money by undertaking basic text book designs,” Grapiglia said. “It is better to invest a little extra at the start and avoid massive costs later to replace the whole protection system.” One area that has been neglected in the past is the interface between onshore and offshore pipelines. Traditionally the offshore pipelines are designed to one standard and the onshore to a different one. The “shore crossing” has been a ‘no man’s land’. Research is currently under way in Australia to assess the best way to deal with this section, as well as develop best practices which can be used for future projects. Another aspect that makes the interface difficult is that the crossing is often through an environmentally sensitive area. For example, on Australia’s North West coast, the shore crossing for one offshore field is on Barrow Island, where there are strictly enforced quarantine restrictions. The requirement to strip down all equipment and vehicles for cleaning prior to them being shipped to the island increases the cost and time taken to service the pipelines there. Additionally once the shore crossing is completed, the installation is to have minimal environmental impact. This Australian research has generated considerable interest overseas as it has never been properly addressed previously. Major international certification organisations such as Det Norske Veritas (DNV) have looked at adopting the findings of this Australian research to address the current gap in industry. The most common CP system for subsea pipelines use sacrificial bracelet anodes that are
clamped onto the pipeline approximately every 10 joints, or 120 metres. The anode is bonded to the pipeline via small wires, or bonding straps, fastened to studs welded directly to the pipeline. Flanery stated that the latest CP systems used to replace those on ageing structures are orders of magnitude improvements on earlier systems. “On an ageing North Sea production platform, there were originally 900 sacrificial anodes for the CP system,” he stated. “We had to extend the life of the platform so designed a replacement system that used only eight impressed current anode sleds that were positioned on the sea bed around the platform.” According to Flanery, this design avoided the logistical problems of transporting more than 600 tonnes of replacement anodes by boat to the structure out into the ocean. How CP systems are powered is a vital consideration for offshore structures. There is little spare space on a production platform so any equipment added to an existing structure must have a minimal footprint. Flanery stated that for the North Sea project, the power and control systems were contained inside one standard shipping container. “There have been a number of advances that allow significant improvement in the monitoring and control of CP systems particularly when it comes to onshore pipelines,” Grapiglia said. Technology recently introduced into Australia now allows owners and operators of pipelines to easily upgrade old protection systems to allow for control as well as ongoing monitoring without having to replace the entire controllers. Flanery concurred, stating “Cost saving is one of the biggest drivers of innovation, especially in the large-scale, challenging projects.” To ensure that there is no danger of a pipeline rupturing, most countries require regular inspections of any company operating both onshore and offshore fields and they must be able to certify compliance. One method of monitoring a pipeline’s CP system in the case of offshore pipelines is called Electrode Field Gradient (EFG) measurement where a Remotely Operated Vehicle (ROV) or diver swims along the entire length of a pipeline to record the field gradient of the pipeline’s CP system. Field gradient can be used as an indication of cathodic protection activity. The field gradient strength is a function of the distance between the reference electrode array and the pipeline. However, all pipeline surveys must include periodic “stabs” along its length to recalibrate the EFG readings. One of the latest methods for surveying pipelines is to install CP test stations at a regular, calculated interval, similar to those for onshore buried pipelines. Monitoring of the test stations requires minimal survey equipment aboard a survey vessel. An ROV or diver is required to take contact readings at these test stations using a special probe. Next, a nearby anode can be located and stabbed. During both contact measurements the voltage gradient is recorded. Continued on next page
Advanced pipeline protection
Companies such as DWA and CCE have a range of corrosion control and monitoring equipment and services that can be quickly deployed to site and/or easily added to a pipeline to enhance the effectiveness of the monitoring program.
The ACA will be running a NACE Pipeline Integrity Management course in Perth from 19 – 23 June and Melbourne from 26 – 30 June. In addition, it will be running a Pipeline Technical Event in conjunction with the Australian Pipelines and Gas Association (APGA) in Melbourne on 29 June.
Continued from previous page Unfortunately, in practice, these surveys are sometimes not conducted correctly leading to inaccurate information that is used to assess the performance of the system. One reason for this is that some companies use staff that have not been adequately trained in CP or they use inspectors that have undertaken very basic training to carry out the assessments. There is
an opportunity to improve the knowledge of inspection personnel which is being addressed by the ACA. From these readings, the survey crew can use pipeline CP attenuation modelling to determine the next appropriate survey site and report on what actions may need to be taken immediately or planned to maintain optimal operations.
CCE – Leading the way in Cathodic Protection
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OR over 15 years, Corrosion Control Engineering (CCE) has been designing, installing and maintaining Cathodic Protection (CP) systems to safeguard immersed steel piles and reinforced concrete structures from the devastating effects of corrosion. As we know, steel is particularly prone to corrosion in marine environments and Cathodic Protection has long been regarded as an excellent method of mitigating corrosion on submerged steel assets within the port environment.
Above: Freshly recoated distribution pipeline within a bridge superstructure
Above: CCE Senior Management Team. Pictured from left to right are Daryl McCormick, Jim Galanos, John Grapiglia, Jim Steele, John Kalis, Peter Kalis, Jason Paterson, Grant Chamberlain and Grahame Strong
CCE is Australasia’s largest and most experienced CP specialist and has seven offices located across Australasia, with a total of around 80 staff. They design, supply, audit and maintain both Impressed Current and Sacrificial Anode CP systems on a variety of marine steel structures including wharves, jetties, reinforced concrete, dolphins, navigational aids, shipping vessels and onshore and offshore pipelines.
Above: CCE designed, supplied and installed multiple Impressed Current Cathodic Protection (ICCP) anodes, evenly distributed along the structure to provide uniform protection to this sheet pile wall
CCE has supplied and maintains CP systems for many port authorities around Australia and New Zealand and employs a team of highly experienced and qualified corrosion engineers. In fact, at a recent meeting in Sydney, Corrosion Control Engineering’s senior management team celebrated a combined 300 years’ experience in the field of cathodic protection and asset integrity management. As an industry we don’t have to look too far to find signs of deteriorating metal or concrete, showing the destructive effects of corrosion on our ageing infrastructure. Cathodic Protection qualifications are certified by NACE International, the worldwide corrosion association, and CCE has more NACE certified Cathodic Protection (CP-4) Specialists than any other company in Australasia. The CP Specialist certification is the highest level of CP qualification offered by NACE. CCE employs over 25 Corrosion Engineers and 30 CP Technicians to perform various field testing activities and onsite surveys for routine maintenance and other special projects. Each office is led by a Principal Engineer with between 30-40 years’ experience in cathodic protection in marine environments. Port Asset Managers and Engineers with an interest in CCE’s services can contact them via email: contact@cceng.com.au or by selecting your nearest office from CCE’s Australian or New Zealand websites: www.cceng.com.au or www.cceng.co.nz
Sydney I Melbourne I Brisbane I Perth Townsville I Auckland I New Plymouth
Our Experience Delivers Solutions
Engineering • Field Services • Products
w w w.cceng.com. au Australian Ports News - Page 7
AIWC wins major supply contract on Malaysian water pipeline project
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USTRALASIAN Industrial Wrappings and Coatings (AIWC) began operations in Australia in 1998, manufacturing and distributing petrolatum tapes, bituminous and butyl tapes.
AIWC has supplied numerous projects for well established companies in the Australian market. Such as Jemena Gas Networks, Caltex Refineries, QGC, Sydney Gas, Shell Refinery, Sydney Water as well as high profile projects such as the SEA Gas pipeline and the Telfer pipeline. The company draws on experience of their technical staff who have years of experience in specifying, supplying, supervising and undertaking works to achieve cost effective, long term benefits for all clients, for both major and minor works and this has rewarded AIWC
as a dominant market leader all over SE Asia. AIWC high quality coatings and presence in Malaysia was a major contributor to successfully be awarded the Lembaga Air Sibu Project by the Contractor PPES Works (Sarawak) Sdn Bhd on behalf of Sibu Water Board. The pipeline itself was 1130mm diameter with over 500 joints. This was a water supply project aimed to transfer 250MLD of raw water through raw water pumping station and water main to Tanjung Manis – a initiatives by the Sarawak Government. The location of the project is in Sibu, an inland town of Sarawak, which is a Malaysian state located on the island of Borneo. Part of the water pipelines were bound to cross the inland rivers, where the subsea laying method was involved. AIWC supplied the FLEXICLAD 70 tape
which is a thick robust bitumen tape with a PVC backing that is used traditionally for large diameter pipelines due to its thickness of 1.65mm comprised of a .95mm bituminous mastic which is extremely adhesive to almost any surface and it is laminated with a .7mm pvc backing which allows flexibility and elongation whilst providing heavy mechanical protection against the elements. The team at AIWC and the local agents, Shriro (Malaysia) Sdn Bhd. went to the site and gave the contractors hands on training session as well as demonstrations to provide competency for the applicators. The concrete weight coated pipe joints were mechanically prepared to a SSPC2 finish and then the FlexiSeal Primer was applied to joint area surface including the shop coating to maintain the surface preparation and also promote adhesion between the pipe and the FlexiClad 70 tape.
The single tape coating was applied circumferentially around the joint and overlapped 100mm either side over the shop coating incorporating a double thickness. The advantage of this one tape coating system is that with its aggressive adhesion to itself and to the substrate it has immediate adhesion and work can continue to the next process after the visual inspection and then a holiday detection testing process is instigated. The steel reinforcement is then placed in position and secured to provide strength to the concrete infill to be injected shortly. The steel formwork with foam seels are placed over the joint onto the concrete weight coating and after inspection to ensure no leaks it is filled with concrete into the annulus and removed once concrete is cured. For more information on AIWC please phone (02) 9608 8111 or visit our web site: www.aiwc.com.au
Above: Surface preparation
Above: Priming
Above: Reinforcement placement
Above: Formwork shell with access port for infill
Above: AIWC staff training
Above: Wrapping
Above: Inspection
Above: Curing
Left and above: AIWC work site Page 8 - Australian Ports News
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Pilot vessel “Takoko” to arrive in Gladstone later this month
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ART Marine launched the Gladstone Ports Corporations (GPC) new pilot vessel “Takoko” in Port Philip Bay on 10th May 2017) and will be conducting sea trials in Victoria prior to its delivery voyage to Gladstone. Takoko, meaning Sea Hawk in the traditional language of the Gooreng Gooreng peoples, will join the existing fleet of 4 pilot vessels which service the Port of Gladstone, Port of Bundaberg and Port Alma (Rockhampton).
Pilot vessels are vital to the pilotage service, being used to transport Marine Pilots to ships which arrive off the Ports prior to port entry and berthing. The Takoko is a Pantocarene designed self-righting pilot vessel delivering a higher level of safety and ease of operation whilst reducing operating costs. The $3 million pilot vessel Takoko is anticipated to arrive in Gladstone towards the end of May. The vessel will support Gladstone Marine Pilot Services, a wholly owned subsidiary of GPC.
Above: Takoko launched in Port Phillip Bay
Above and right: Photos taken during the workshop
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1300 130 522 www.kabseating.com.au Proud suppliers of quality KAB Seating to the new Pilot Boat ‘Takoko’ for Gladstone Ports Corporation Page 10 - Australian Ports News
Hart Marine to deliver new ORC 173 pilot boat to Gladstone Port
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ELBOURNE-based boat builder Hart Marine will deliver a new ORC 173 fast pilot boat to the Gladstone Ports Corporation Limited in mid-May 2017.
The Takoko will be the second ORC 173 to be built in Australia but the first with a fullsized wheelhouse conforming to the original design developed by French naval architects Pantocarene. “We are very excited about Takoko as she is the first true ORC 173 in Australia and her design incorporates all we and the designers have learned over the years building ORC 15.6m and 18m pilot boats,” said Hart Marine general manager Graeme Taylor. “We expect the ORC 173 to be very popular in the Australian market as it is the ideal middle ground between our two existing ORC models in terms of cost and capability,” he said.
The ORC series of pilot boats are designed to maximise safety while minimising operator and pilot fatigue by reducing noise and vibration they experience. They are self-righting in case they ever capsize in heavy seas and their hulls and superstructures constructed from composite fibre which is very strong and durable. The stronger the hull the safer it is which is obvious but, according to Mr Taylor, the composite construction has an added benefit for customers. It gives the vessels a much longer operational life than a conventional metal hull would, reduces the cost of ownership and enhances their resale value. A key design feature is Pantocarene’s patented beak hull which reduces the vertical acceleration experienced by passengers and crew when at sea minimising their fatigue. Takoko incorporates a number of refinements over previous boats built by Hart’s including a new cabin mounting system and improved mufflers designed by the
company which will make her the quietest pilot boat with the least vibration so far. The vessel’s construction was streamlined through the use of a new deck mould which enabled the deck, engine bonnet and aft deck lockers to be cast in one piece rather than the 16 in the original design. The wheelhouse windows have been given a forward rake to minimise sun reflection and heat transmission in the harsh conditions typically encountered in Australia. Takoko is powered by twin Scania DI16 motors which develop 750hp and feed power through ZF 665 gearboxes to two Veem 750mm Star-C Interceptor propellers. She will have a top speed of 31kn, a cruising speed of 29kn and can carry 2,700L of fuel to give her a range of 450nm.
The wheelhouse is equipped with a full suite of Furuno TZT electronic navigation systems and an Icom communications suite supplied by Olectric Systems. It is optimised for crew and passenger comfort with comfortable seating, a galley and twin air conditioning systems; one powered by AC from the shore and the other by the engines. “Our order book at Hart Marine is looking very good for the future with a number of boats about to be built or already under construction. We are truly blessed to be in the position where our craft are market-leaders and revenues are such that we can spend to improve our products and processes to ensure our pilot vessels are at the forefront of design, functionality and quality,” Mr Taylor said.
Australian Ports News - Page 11
Gritty sense of purpose impresses seasoned mariner
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IKE the tugboats they’re working on, the newest members of Eastland Port’s tight-knit marine team exude a sense of gritty purpose, and their boss couldn’t be happier.
“We respect people that can tie knots and splice ropes – we couldn’t care less what you can do on your PlayStation,” says Eastland Port Marine Manager Capt Chris Kaye. Capt Kaye is talking about Tawhao Stewart 19, Keaghan Hartshorne 20, and Jarrod Bennett, 22, who were employed as deckhands last month - the first marine team recruits for nearly a decade. He says the steadfast young men beat over 80 applicants for the learn-as-you-earn positions. Now they’re living out every young boy’s dream helping muscle 150 oceangoing log ships into position at Eastland Port in Gisborne, New Zealand, every year. “This job is the holy grail of maritime jobs and these three young men will in time come to appreciate what they’ve been offered,” says Capt Kaye. “Port marine jobs don’t come up very often, particularly permanent ones.” Tawhao (Te Whānau-ā-Apanui), Keaghan (Rahui, Ngati Porou), and Jarrod, carry out a range of duties on Eastland Port’s two tugs Titirangi and Waimata. They assist in keeping the vessels maintained, clean, and seaworthy, and are well versed in dealing with any emergencies that occur. But it’s when the tugs are exerting their brute force to tug mammoth ships into position that the three new deckhands are happiest. “Throwing ropes, tying knots, being the eyes and ears of the tug master, it’s a whole world that wasn’t known to me, like nothing I have ever done before,” says Tawhao. Keaghan: “It’s an incredible industry and I can see it taking me places.”
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HE power of nature has been harnessed to help clean rainwater coming off Eastland Port’s upper log yard on Crawford Rd.
Eastland Port, Gisborne, New Zealand, now has two rain gardens on the log yard helping remove sediment and slow down stormwater
Above: New Eastland Port deckhands Tawhao Stewart 19, Jarrod Bennett, 22, Keaghan Hartshorne 20. Eastland Port is in Gisborne on the East Coast of New Zealand’s North Island Jarrod: “I’d already been to sea, fishing for a few years, but this way there’s a huge variety of roles and I can be closer to family.” Capt Kaye says if the young men continue showing the levels of initiative and leadership
they’ve already demonstrated, there’s no reason why they couldn’t study to become tug masters. “All we want is for the ships to come in safely, and everyone here is enjoying seeing these three young men succeed. If they want to be tug
masters then we’d help them through. We’ve recruited for attitude - we’ll train for aptitude.” Eastland Port’s marine team now has two pilots (and one reliever), four engineers, four tug boat masters, three launch masters, and five deckhands.
Nature cleans before it flows into the port’s lamella filter plant, and then into the Kopuwhakapata Stream. “The addition of our new larger rain garden means we can now filter all the yard’s rain water twice before it hits the stream,” says Eastland Port Operations Manager Rod Blake. The rain garden works by filtering stormwater
through a soil mix medium and plants which have been chosen specifically for their fibrous root systems and ability to suck up water. The plants include flax, grass, and reeds and have been laid out randomly to look natural The garden is as long and wide as a full lane in the Olympic Pool and set 1.5 metres into the
ground. It’s been created on the other side of the log yard wall next to Crawford Rd. Mr Blake says the log yard is no different to a road when it gets rained on. The moving rain water picks up organic and man-made particles and finds its way into the drains and pipes that feed into Gisborne District Council’s stormwater system. “The difference with our water is that now it will have been naturally sieved and strained through the rain garden. Then it goes through our lamella filtering plant, so I guess you could say it’s like a double wash.” Mr Blake says stormwater and water quality are hot topics and the port is always looking for ways to reduce its environmental footprint. The rain garden works best during moderate rainfall. The port’s rain gardens have cost around $30,000 to create. They’re similar to the two gardens people can see at the end of Grey St at Waikanae Beach. Layers of stone, sand, rock and a special organic rain water garden mix (that includes processed bark from Eastland Port) has been used under the plants. The recent rain events have been a good test for the system, says Mr Blake “We are happy it is working the way we wanted it to and it will only continue to improve as the plants get older.”
Left Eastland Port Operations Manager Rod Blake alongside the rain garden helping clean the port’s storm water (Image courtesy of Strike Photography)
Page 12 - Australian Ports News
Terminal will secure Newcastle’s future as a global cruise ship destination
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ORT of Newcastle and the Port Authority of NSW welcome the NSW Government’s commitment of $12.7 million for a permanent multipurpose cruise terminal facility at the Port of Newcastle.
A permanent terminal will strengthen Newcastle as an international cruise destination and secure the long-term future of cruise shipping in the Hunter. It will be built at the Channel Berth within the Port’s Carrington Precinct which meets current and future cruise industry requirements including berthing for vessels up to 320 metres in length. “Cruise shipping currently delivers around $11 million per annum to the local economy, according to the Australian Cruise Association,” said Geoff Crowe, Port of Newcastle CEO. “The cruise terminal will enable the Port to attract more cruise ships. Purpose-built facilities will provide a professional welcome for passengers and will position Newcastle as a home port where ships can start and finish their destination in Newcastle. “Home porting has the potential to deliver additional economic value to the region via more cruise ships, more interstate and international visitors and an opportunity for local businesses to supply goods and services for the provisioning of ships. Additionally, it complements the growing capacity of Newcastle Airport.” The funding will enable the construction of a purpose built terminal of approximately 3,000 square metres, a dedicated car park, enhanced wharf infrastructure and improved accessibility for ship provisioning. When not in use by cruise ships, the terminal could be used for occasional
Above: Cruise terminal concept visualisation events, navy vessel visits, or other port uses. It builds on an earlier State and Federal Government commitment (June 2016) of $800,000 for the upgrade of mooring bollards at the Channel Berth, which will enable the port to host larger, heavier ships carrying up to 3,500
passengers. The mooring bollards upgrade will commence later this year and is due to be completed in mid 2017. Concurrently, the terminal will enter the detailed design phase. Construction of the terminal is due to commence in mid 2017 and
will be completed in 2018. “Newcastle is a diverse port with 25 cargoes, and we are committed to contributing to the growth and diversification of the Hunter region’s economy. This funding is an important step towards that,” said Geoff.
Artists impression of port makes impression on judges
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HERE was a record 46 pieces of artwork submitted for Gladstone Ports Corporation’s (GPC) Paint the Port competition, which were on display recently at the official exhibition opening.
Prior to the opening guest judge Geoff Head and GPC’s People and Community General Manager, Rowen Winsor had the difficult task of selecting their favourite pieces in each category, open, high school, upper primary and lower primary. General Manager, Rowen Winsor said that this year the competition received almost 10
additional entries adding to the difficulty to choose just one winner. “Last year was the first time we have held the competition and I think the community has really embraced this initiative, and we’ve really captured the talent of our port communities,” she said. “The port is such a prolific part of the Gladstone community and it is great to see the community perception captured on a canvas. “We must congratulate all those who spent hours conceptualising and producing their masterpieces, their efforts did not go unnoticed.”
Susan Draney’s open winning piece, Bundaberg Tugs, will be acquired by GPC and donated to the Gladstone Regional Art Gallery & Museum to be added to their permanent collection recognising the local talent in the region and celebrating our iconic Port. 2017 Paint the Port Winners • 2017 Open Category Winner: ‘Bundaberg Tugs’ by Susan Draney
• 2017 Open Category Highly Commended: ‘On the ground at RT Tanna’ by Allen Craigie • 2017 High School Category Winner: ‘Ocean Spirit’ by Aidan Hill • 2017 Upper Primary School Winner: ‘East Shores Parkland’ by Michael Marriott • 2017 Lower Primary School Winner: ‘Green Port Fun’ by Angus Long
Pilots reach sky high in new helicopter
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HE Airbus 135H, the newest helicopter to service the Port of Gladstone, arrived recently to conduct differences training for the Gladstone Helicopter Pilots. The helicopter is the result of a joint tender process between Gladstone Ports Corporation (GPC) and North Queensland Bulk Port (NQBP) of which, Mackay Helicopters Pty Ltd were awarded the contract for the supply of helicopters to conduct marine pilot transfer services for the ports. The Airbus 135H will replace the Eurocopter 135 helicopter which currently services the port.
GPC, CEO, Peter O’Sullivan said helicopters are used to transfer Gladstone Marine Pilots to and from ships at the Gladstone Fairway Buoy. “Marine Pilots are employed to safely navigate ships from the Gladstone Fairway to and from berths within the Port of Gladstone. For the past 30 years helicopters have been used in addition to pilot boats, to transport marine pilots to and from ships that visit the port,” he said. “Helicopter transfer operations significantly reduce the pilot transfer time and the new Airbus 135H is one of the safest helicopters in the business.” The Airbus 135H helicopter will officially commence helicopter transfer operations at the Port of Gladstone from 1st August 2017.
Above: Paint the Port Judges, Geoff Head and GPC People and Community General Manager, Rowen Winsor with open category winning art piece Bundaberg Tugs, by Susan Draney Australian Ports News - Page 13
Subsea Industries’ Coatings nominated for Maritime Award
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UBSEA Industries’ pioneering range of non-toxic, environmentally-safe coatings has been nominated in the Marine Coating of the Year category of the 2017 Marine Propulsion Awards.
Above: Subsea Industries’ Ecospeed range of hard-coatings have been nominated at the 2017 Marine Propulsion Awards (courtesy RMM)
Sponsored by chemical company Lonza, the awards will take place during Riviera Maritime Media’s annual European Marine Engineering Conference, in Amsterdam between the 25th and 26th April. Manuel Hof, Subsea Industries Production Executive and NACE inspector, said: “The annual Marine Propulsion Awards are an important fixture in the maritime industry calendar, often proving a portent of shipping’s technological advancement. “To be nominated for this prestigious award is important for Subsea Industries as it suggests the global shipping industry is accepting of alternative hull coating concepts that do not revolve around regular drydockings and recoatings.” The range of coatings, which includes Ecospeed, Ecoshield, Ecofix, Ecolast and Ecolock, were nominated for their significant contribution to vessel performance and fuel efficiency while reducing application time and maintenance costs for the shipowner. “Since 1993, when we began research to develop a longer-lasting, non-toxic method of protecting ship hulls and in-water structures, Subsea Industries has gathered more than 500 references. We have successfully squared
optimum hull performance with effective, environmentally-safe ship hull protection and solved the cardinal problems of paint degradation, corrosion and cavitation erosion. The coatings range represents a major breakthrough in the market for non-toxic, environmentally-sustainable coatings.” In 2017, the Ecospeed coating was specified for application to the Hull of the BAS polar research vessel Sir David Attenborough, after successful operational performance with the Ernest Shackleton and James Clarke Ross. performance. Following the decision to apply Ecospeed to the polar research ship, British Antarctic Survey’s Senior Marine Engineer, Rob White, said: “Since using Ecospeed and following the recommended annual maintenance, the requirement for additional hull treatments has been removed. It also eliminates the pollution of polar waters with heavy metals and hull contamination during research activities.” Hof added: “One million tonnes of toxic chemicals and heavy metals leach into the sea every year, causing environmental damage and health concerns. Unlike biocidal coatings, Ecospeed hulls are non-toxic and can be legally cleaned in water in ports and harbours.”
IMO must fully investigate return of tin in silicone hull coatings
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HE re-emergence of organotin in marine hull coatings is of increasing concern, with academics and environmentalists calling on IMO to investigate the use of tin in siliconebased foul release systems and other ships hull coatings.
While use of the organotin tributyltin (TBT) was outlawed as an active biocide almost ten years ago, the International Maritime Organisation (IMO) is claimed to “have left the door open” for tin as a catalyst, but according to some academics the amount of organotin used suggests it could be acting as the active agent. Dr Rik Bruer, a former researcher at Netherlands research institute TNO and now managing director of Finsulate, a manufacturer of a non-toxic antifouling wrap, said: “I have seen for myself that something strange happened with the formulation of these foul release coatings. Until 2002 I worked at TNO and at that time the chemistry of the silicone foul release coatings seemed to be in order. There was some organotin in there, but this is known to be a catalyst for curing these coatings.
“About a year ago, I studied the Materials Safety Data Sheets of recent versions of these foul release coatings and it turns out that the amount of ‘catalyst’ added is more than ten times higher compared to 2005. For me there is no debate that there is a purpose beside the catalyst activity and that the risk of spreading tin compounds again to kill marine life is eminent.” While shipowners may have thought the use of organotins in marine hull coatings was completely outlawed in 2008 with the ban on tributyltin (TBT), they can still be used as a catalyst if organotin content does not exceed the allowable limit of 250mg/1kg of paint. Dibutyltin and dioctyltin are the organotins under most scrutiny. The question is why are organotins still being used when there are much safer chemicals available that are just as effective as catalysts for curing hull coatings? Even small amounts of organotin leaching in to the sea can impact marine fauna in the same way as TBT. Professor Daniel Rittschof, a specialist in barnacles and other arthropods at the Duke University in North Carolina, U.S.A., said: “Part
Above: Why are organotins being used as catalysts when there are much safer chemicals available Page 14 - Australian Ports News
of the problem is that at very low concentrations, less than 1/1000th of the amount in coatings, organotins cause molluscs to change sex and/or become behaviourally castrated, with male following male pheromones and female following female pheromones.” While some manufacturers’ Safety Data Sheets have detailed the use of organotins in their paint systems, Rittschof said: “The effects of dibutyltin and probably dioctyltin are similar to TBT. Organotins at very low levels alter enzymes that process steroids, which is why molluscs change sex.” Boud Van Rompay, chairman of Subsea Industries, the manufacturer of the Ecospeed hull coating system, said: “Only a proper and independent investigation will determine whether some paints exceed the permitted levels. But like most people in the industry, we had thought the days of toxic tin in hull coatings was long gone. It is very worrying to hear this may not be so.” Acknowledging that, as a manufacturer of non-toxic hull coatings, he does not purport to be unbiased, Van Rompay questioned whether silicone-based hull coatings are relying on the
presence of organotins as an active ingredient to prevent fouling, rather than a catalyst to deliver ‘non-stick’ properties to the coating. Referring to a recent report in Fairplay magazine, he said: “Independent research on the tin content of some foul release coatings appears to have identified levels allegedly exceeding the limits set by the IMO’s Marine Environmental Protection Committee (MEPC). This tends to support earlier research indicating that this type of paint appeared to be having a toxic effect on aquatic fauna in a way that led to the ban on tributyltin (TBT) in 2008. “However, it is important that independent laboratories assess the biofouling on these hulls, underwater or in drydock, to measure the levels of toxicity. We need to have clear evidence on how these silicone-based coatings are affecting marine organisms, which are vital to the marine eco system.” Citing a 2013 study that noted dibutyltin ‘showed toxicity toward fish and shrimp’ even when used as a catalyst, Van Rompay’ said: “There are studies available in the public domain that should have already raised alarm bells.”
Above: Barnacles on the bow: “Organotins at very low levels alter enzymes that process steroids, which is why molluscs change sex”
First collaboration for Sydney City Marine and Damen
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YDNEY City Marine has completed its first maintenance docking of a Damen vessel since the signing of a Memorandum of Understanding (MOU) with Damen Shipyards Group last year. The works signify the successful cooperation between Damen Services in the Netherlands, the Damen Service Hub in Brisbane and Sydney City Marine.
The vessel in question was the Svitzer Warang, a Damen ASD 2810 owned by global towage operator Svitzer. Sydney City Marine was contracted by Svitzer to carry out a 5-year special survey on the vessel. The Svitzer Warang left the yard just before Christmas 2016. “We performed a full-on scope of works on this tug,” explains Sydney City Marine Director Brenton Fischer. “This included all Lloyd’s Register requirements. We also gave her a full paint job – blasting and painting above and below the water line. All finished on time and on budget.” The project is also notable because it was the first time that Sydney City Marine used its new ship cradle. “This cradle can handle tugs of up to 500 tonnes – meaning that we can receive the majority of the harbour tugs on the east coast of Australia,” continues Mr Fischer. “It is great to see this cradle come to fruition. And, with Damen’s assistance with the design, it is a big achievement for all involved.”
Brisbane support In accordance with the MOU between the two companies, Damen provided technical
assistance, engineering capacity and any necessary parts and equipment from its Service Hub in Brisbane. “This has been a very successful project,” comments Damen Service Hub Manager Andrew Stevens. “We had a Field Service Engineer working on demand down in Sydney. His role was to give technical support and clarify certain aspects. In terms of
communication, this docking has really been a good demonstration of our ability to work together.” Mr Stevens goes on to emphasise the relevance of the yard’s new cradle: “This cradle gives the yard massive potential for taking on bigger projects. Sydney City Marine is now a big competitor on the Australian east coast.”
Spare parts package
Damen SEA 1180 OPV Roadshow tours the nation
Complementing the role of the Damen Service Hub in Brisbane was the involvement of Damen Services in the Netherlands. “The
docking of the Svitzer Warang also called for spare parts outside the normal package,” adds Mr Fischer. “This was coordinated by Damen in the Netherlands – the contact that we have had with them has been fantastic. And the spare parts package that they delivered was excellent.” This is the type of project that we had in mind when we signed the MOU with Sydney City Marine last year,” comments Damen Regional Service Manager Onno Piesens. “It is a cooperative relationship that owners of Damen-built vessels active in Australia and New Zealand can really benefit from.”
Industry briefings provide the pathway to maximising Australian Industry content
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AMEN Shipyard Group’s Australian team has delivered two more industry briefings to potential suppliers from Australian industry ahead of its bid submission for the design and build of 12 Offshore Patrol Vessels. Following the success of February’s events held in Adelaide and Perth, Damen hosted a third in Brisbane on March 15 and a fourth two days later in Melbourne.
The Damen group is one of three international shipbuilders shortlisted for the building of the 12 steel-hulled OPVs to replace Australia’s current fleet of Armidale Class patrol boats. One of the requirements of the tender process is that the bidders partner with local shipyards and maximise local industry participation. Two of the new OPVs will be built in South Australia, and the remaining 10 in Western Australia. The two most recent briefings, led by Mark Todd (pictured right), Damen’s Australian Representative, were conducted with the main objective to meet face-to-face with local suppliers and provide a direct path to Damen’s supply chain for the project. For Damen, the briefings provided the opportunity to gain first-hand knowledge of the suppliers and their products in the different localities. At the same time, the suppliers were briefed on the criteria that Damen uses to select local partners and gained a better understanding of Damen’s approach to maximising Australian industry. The four briefings conducted over the last two months have attracted approximately 800 attendees, which clearly demonstrates the strong interest that the SEA 1180 programme is generating. The ICN Gateway portal which Damen established for the tender bid attracted a
significant amount of interest from SMEs wishing to be part of the build. The portal is now closed noting tender submission was due on 30 March; however, the project’s Design Review Process will continue to provide Australian SMEs the opportunity to become involved as Damen aims to lead the foundation project of Australia’s continuous Naval Shipbuilding Programme. Damen’s record in building vessels overseas with local partners is unrivalled in the industry. The Damen Technical Cooperation program allows clients to have Damen vessels built in their home countries using domestic yards and local labour, whilst accessing Damen’s experience and expertise. Over 1000 vessels, from pilot boats through to frigates and just about everything in between, have been delivered using this programme while simultaneously increasing productivity and efficiency at each of the shipyards. Australian Ports News - Page 15
Key aspects of new coastal shipping reforms, national freight and supply chain strategy Shipping Australia Lunch held in Melbourne on 26 April addressed by The Hon Darren Chester MP, Minister for Infrastructure and Transport
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ET me begin by emphasising that the Turnbull-Joyce Government is committed to working with Australia’s maritime stakeholders to ensure that together we foster the strong and safe growth of Australia’s maritime industry.
Building our national economy through more efficient and safer supply chains is a complex and multi-layered challenge. It requires strong partnerships and constructive engagement, across government and industry, and events such as this to act as a catalyst for productive discussion. You know your business; you know how to grow it; you know what is placing limits on it; and what needs to be done to build a strong future. Improving the way Australia plans, develops and manages transport infrastructure to meet long-term domestic challenges is a key part of the Coalition Government’s agenda. Our transport and infrastructure needs are growing. Between 2010 and 2030, our domestic freight task is expected to grow by 80 per cent. Australia’s freight infrastructure – roads, rail, intermodal terminals and ports – and our coastal shipping sector must not only be prepared to meet forecasted growth, it must be managed and regulated to allow it to respond to changing market forces, drive productivity and ensure our global competitiveness. In particular, given Australia’s export oriented economy, with its focus on minerals and energy, a viable shipping industry, including a sustainable coastal trading sector, is critical to the ongoing prosperity of the nation. Only 15 per cent of Australia’s domestic freight is moved by ship, but with our extensive coastline and broad network of ports, there is scope for this figure to increase. The iconic Brisbane to Melbourne Inland Rail project will also better connect the ports in the North and South of Australia’s east coast. Our coastal trading sector is constrained by needless red tape, which is costing ship owners and shippers of cargo time and money. There can be no doubt that regulations are essential for well-functioning and fair industries. Regulations can help businesses to manage and reduce risk and operate more effectively. But for Australia to be truly open for business, which is a key goal for the Coalition Government, regulations should be set with a clear understanding of the marketplace and greater economic ambitions. They should be geared towards building a culture that focuses on what must go right, not what could go wrong. The government’s approach seeks to ensure that regulation is never adopted as the default solution. We aim to get the regulatory settings right to empower rather than impede, and to foster business
agility and investment, while being mindful of protecting safety. To quote Chris Richardson, a Partner at Deloitte Access Economics: “There is a huge payoff to the profits of Australian businesses and the incomes of our workers if we simply get out of our own way. Doing so won’t just unleash business productivity – it will unleash Australia.” As you know, just over a month ago, I released the Coastal Shipping Reforms discussion paper. This follows months of consultations with shipping companies and businesses reliant on coastal shipping who told me the current regulatory system creates substantial red tape for industry. The discussion paper takes a pragmatic approach to coastal shipping reform by exploring proposed amendments to the existing regime. It is not intended to make wholesale changes to the current regime, but instead make what is there less cumbersome for users to operate. It proposes retaining the basic structure and removing – by amendment – aspects which stakeholders report are unreasonably limiting, inflexible, or onerous. The unambiguous objective of these proposed amendments is to ensure safe, secure and efficient coastal shipping as part of Australia’s national transport system. They include removing the five-voyage minimum for issuing temporary licences, and offering applicants the freedom to apply for individual voyages. The paper proposes to streamline processes relating to temporary licence applications to limit unnecessary and time-consuming consultation where there are no General Licence vessels available and to replace the two types of licence variations with a single variation provision. It contains a proposal to simplify the voyage notification requirements by only requiring notifications when voyage details have changed, and to amend the tolerance provisions to improve flexibility and drastically reduce the resources required for licence administration. The proposed amendments also include extending the geographical reach of the Act to include voyages to and from other defined places in Australian waters, such as offshore installations. This will potentially increase the use of Australian refineries, and open this shipping market to general licence vessels. There is a proposal for dry-docking, and importantly for this industry, we have identified training initiatives to develop and retain critical maritime skills. I think you will agree these amendments are designed to see Australian businesses have access to efficient, flexible and cost-effective shipping services. This will meet business needs, and further supporting the workers. One final and important point - I want to see change as much as you do, and I am acutely aware of the need to work towards a reform agenda in a bipartisan way that can be agreed upon.
Federal Minister for Infrastructure and Transport, Darren Chester addressing the Shipping Australia lunch The Turnbull-Joyce Government is committed to coastal shipping reform and it is a priority to bring legislation back into Parliament this year. So, I call on industry to support our pragmatic approach to coastal shipping reform set out in the discussion paper. As I said, these aren’t wholesale changes, this is a sensible and sustainable approach to coastal shipping regulation.
The Federal Government’s vision is for a simpler and more flexible coastal shipping industry that carries an increased share of Australia’s freight. We want to work with you to achieve that. To do so, we need to hear from you. In life these opportunities to contribute don’t come along often, and when they do, they should be grabbed with both hands.
Moorebank operations to provide increased intermodal capacity to assist in supply chain efficiency
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EPRESENTATIVES from NSW Ports were on hand recently to mark the official commencement of construction of the Moorebank Logistics Park.
NSW Ports sees the development and operation of Sydney Metropolitan intermodal facilities as being essential, for cost-effective, efficient and sustainable container distribution throughout Sydney. NSW Ports CEO Marika Calfas said that intermodal terminals facilitate landside transport-logistics efficiencies. “They offer a sustainable and practical transport solution to meet the challenge of Sydney’s growing freight volumes.” The strategy for growing intermodal terminals with dedicated freight rail connections is well recognised throughout industry and by the New South Wales and Australian Governments as necessary to efficiently service the container Page 16 - Australian Ports News
transport needs of a growing Sydney. NSW Ports has an objective to move three million TEU by rail by 2045 and this will require a network of metropolitan intermodal terminals, including Moorebank, to be connected to Port Botany by a dedicated freight rail network. “Intermodal terminals such as Moorebank and Enfield are critical to the logistics chain and essential if we are to increase the volume of containers moved by rail,” said Ms Calfas. “NSW Ports welcomes the progress of development of the Moorebank facility and looks forward to the increased efficiencies which it will provide to the freight supply chain for the benefit of the people and businesses of Sydney and NSW.”
Right: Representatives from NSW Ports attend the official commencement of the Moorebank Logistics Park