Van Oord Dredging Project

PEM
Volume 34 Issue 1
January/February 2015
Port Engineeing Management
Port Engineering Management
PEM
Volume 33 Issue 7
January/February 2015
Port Engineering Management
WELCOME
Welcome to the January/February edition
of PEM (Port Engineering Management, the
first issue for 2015. As we look forward to
the coming years, work on the worlds major
canals Suez, Panama, Nicaragua, Arthur Kill
are all discussed in this issue. We also look at
both the dredging contractors in Benelux and
the shipbuilding industry in the Netherlands,
both major players in the world-wide dredging
Front cover: Van Oords HAM 317

at the New Hondsbossche Dunes, the
northern stretch of the Dutch coastline.
and port industries. Port development around

the world continues a pace some of the latest
projects are detailed in this issue.
ALAN THORPE EDITOR
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Volume 33 Issue 6 Page 3
Comment by Tony Slinn

Impact of the three canals
A year ago I wouldnt have dared to say that the Suez Canal would be one of the biggest projects 2015 would have in
store for us. Since spring 2014, however, it became increasingly clear that works on the Suez Canal corridor are of political,
but above all of economic importance, as next to the main goal of improving the shipping route between the Far East and
Europe, the expanded canal will also enhance development of the new economic zones along it.
Speaking to PEM, that was Van Oord spokesman Robert de Bruins
comment on what he describes as an icon project, to expand the
canal with a partly parallel 50kms long waterway to allow ships to
simultaneously transit in two directions under $2Bn worth of contracts
announced last year by Suez Canal Authority (SCA) head Admiral
Mohab Mamish.
Egypt hopes the new canal will help more than double revenues by
2023 to $13.5bn and SCA also plans to develop up to 76,000 kms2 in
the area as an international industrial and logistics hub under the Suez
Canal Development Project (SCDP). Consultants Dar Al-Handasah have
been tasked with drawing up a masterplan, which will be finalised by the
end of February and presented during an economic summit in March,
says Dars operations director Yehia Zaki.
Areas affected by the SCDP include six ports: East Port Said; West Port
Said; Al-Arish; Al-Adabeya; Ain Sokhna; and the recently added Al-Toor.
Dredging work on the canal started last November and is scheduled to be
completed by August 2015 an ambitious target set by President Abdel
Fattah al-Sisi under a programme to revive Egypts economy after years of
political turmoil.
The overall projects funding is secure. Egypts central bank has
stated that a $8.5bn target has been reached, financed through issuing
investment certificates in the domestic market.
A consortium of Van Oord, Boskalis, National Marine Dredging Co
(NMDC), and Jan De Nul won a $1.5bn contract for lots two to five of
the expansions six lots, while a DEME and Great Lakes Dredge & Dock
joint venture landed a $540m contract for lot six. The Eygptian army was
responsible for the first lot, levelling areas around the new waterway with
land-based plant.
Our consortiums composition was a strategic decision, De Bruin
continued. NMDC, for example, is involved because it is an experienced
dredger in the Middle East and the UAE support Egypts economic
development. The four companies are partners and will perform equal
parts of the project, dredging 45M m3 each of the total 180M m3 and
working from both ends. The new waterway will be 24m deep, have an
average width of 147m and flow parallel to the existing canal.
Suez Canal Authority chairman Vice Admiral Mohab Mamish (left) with
Dredging International project director Dirk Draulans
Page 4 www.portengineeringmanagement.com
A lot of equipment is needed and many people, De Bruin stated. At

present, two of our cutter suction dredgers, Hercules and HAM 218 , are
at work in Egypt and will be joined by one of our self-propelled cutters.
Towards the end of the project well also use a hopper dredger. During
peak moments, around 400 Van Oord employees will be involved in
some way. Of course it is important for Van Oord to be involved, De
Bruin concluded, but Dutch engineering firms, universities and research
institutes also have a major interest.
The DEME-Gt Lakes JV is widening and deepening 25 kms of the canal
to 24 m with four DEME and two Great Lakes CSDs. Weve six dredgers
already working and two still under mobilisation, a DEME spokeswoman
told PEM in late January. Progress is above 15% and we are ahead of
schedule.
The breakneck speed that Egypt is demanding, however, has brought
safety concerns. In late January a partial collapse at a precipitation basin
in the new canal lane due to an overload of dredged material saw two
cars and a loader fall into the water, though there were no casualties. That
incident, however, meant the Cunard Cruise Lines flagship Queen Mary
2 was delayed and forced to skip the Port of Aqaba, calling instead at
Muscat, Oman, during her 113-night world cruise.
That said, completing the new waterway in under one year instead of
the expected three to five years can only add to the economic boom Egypt
will rightfully expect from this massive investment. And discussions with
interested parties will be the focus of the Egyptian Ship Service Committee/
Suez Canal Area Development Projects International Ship Services
Conference in Ismailia, Egypt, on 25 April 2015.
Timed to commemorate the start of construction of the Suez Canal
in 1859, the conferences aim is to establish zone(s) for ship service at
south and north entrances of the Suez Canal and discuss the needs of
ship owners and ship service companies with law makers, the
organisers state.
Panama
The $5.25Bn Panama Canal expansion, involving construction of a third
lane that will allow passage of much bigger vessels, double the canals
capacity and have a major impact on world maritime trade, is now
progressing well.The expansion programme is expected to be complete
by the end of 2015 and operational in early 2016 as at the end of
December it was 83.8% complete, a Panama Canal Authority (ACP)
spokeswoman told PEM.
Thats good news considering not just the technical challenges faced
by ACP and its contractors, but also the arguments over cost overruns.
Grupo Unidos por el Canal, formed by Spains Sacyr, Italys Salini
Impregilo, Belgiums Jan De Nul and Panamanian company CUSA
presented a total of about $2.3bn in claims, the disputes delaying the
massive project. ACP originally hoped the expansion would open in
August 2014 exactly a century after the original canal opened.
But to turn to the positives, most of the 4.4m m3 of concrete needed
for the new locks has been poured and all 16 rolling gates for the
Comment
Van Oord CSD HAM 218 on the Suez Canal
locks eight on the Pacific side, eight on the Atlantic are ready for
installation. The last gate, 31.9 m high, 57 m long and 8 m wide, arrived
in November 2014 and was among the heaviest, weighing 4,200 tonnes.
Late December saw another major milestone, the electro-mechanical
installation phase one of the most important of the project began with
the installation of the first gate on the Atlantic side. They are all planned
for installation by mid-2015, a fact that gave ACP administrator Jorge
Quijano great satisfaction, I am proud of the progress we have made
on this project and the uninterrupted service we have provided to global
shipping for 100 years, he stated.
On the dredging front, both the Atlantic and Pacific side canal entrance
channels are 100% complete, while the Gatn Lake and Gaillard Cut
dredging was 88% complete as this was written.
Excavation of the new 6.7 kms Pacific access channel, designed to
provide navigation to and from the new Pacific locks to the existing
Gaillard Cut, was 82.2% complete. It will allow ships to bypass Miraflores
Lake completely, thus avoiding bottlenecks.
Not surprising is that ACP opened public discussions in January 2015
on a new toll structure, soliciting industry feedback following over a year of
informal consultations. It points out that the new locks will allow shipping lines
to transit the canal with far larger ships, providing greater economies
of scale.
The proposed restructuring calls for each segment to be priced based on
different units of measurement eg: container ships will be measured and
priced on teu; dry bulkers on deadweight tonnage capacity and tonnes of
cargo; passenger vessels on berths (current Panamax cruise ships will pay
US$144/berth, while ships using the new locks will pay $154); LNG a new
trade for the canal on m3; and tankers will be measured and priced on
Panama Canal tons and metric tons.
ACP is proposing for the first time a customer-loyalty programme for
the container segment. Frequent container customers will receive premium
prices, once a particular teu volume is reached, the spokeswoman stated,
adding: The proposed tolls include significant reductions in the capacitybased charge, and price differentiation based on vessel size ranges. With this
framework, ACP shares with its customers the risks associated with fluctuating
economic conditions and lower-utilisation return voyages.
The toll adjustments for all market segments other than the new IntraMaritime Cluster are scheduled to begin in April 2016 and will apply to
the existing canal as well as the new traffic lanes when the expansion begins
operation in 2016.
The proposal, in its current form, safeguards the competitiveness of the
waterway, charges a fair price for the value of the route and facilitates the
canals goal of providing impeccable service to the global shipping and
maritime community, administrator Quijano states.
When I interviewed former administrator Alberto Alemn some years ago,
he told me his ambition was for Panama to become a major transshipment
port, in a similar vein to Singapore. In December last year ACP approved
development and construction of a 120 ha, 5m teu transshipment port in
the Corozal region at the Canals entrance to the Pacific. With the expansion
expected to spur Pacific side demand to 6m teu and to 8m teu by 2020
Alemns ambitions could well be realised.
Nicaragua
Work is under way on the planned $50bn Nicaraguan Canal, with Wang
Jing, chairman of the Hong Kong-based Nicaragua Canal Development
Investment Co (HKND) arriving in the country at the end of last year to
inaugurate the project together with President Daniel Ortega. The groundbreaking was largely symbolic, however. Work began on a road designed
to accommodate machinery needed to build a Pacific coast port for the
canal, which is scheduled to take five years to complete.
It will stretch 278 kms from Punta Gorda on the Caribbean through
Lake Nicaragua to the mouth of the River Brito on the Pacific and be
Comment
while also providing effective support on construction equipment and
techniques.
Key feasibility studies on the canal have been pushed back to April this
year, however, and excavation work is not planned to start until 2Q/2016.
Given the new canal will be over three times the length of the Panama
Canal, the five-year timetable looks tight.
Wangs continued reluctance to reveal his backers or much of his
business background has also helped arouse suspicion. PEM wrote to
HKND requesting clarification, but received no reply.
The canal has one enemy and thats the lack of information, said
Benjamin Lanzas, head of Nicaraguas construction industry group, who
met Wang in China. That lack of information has created a great deal of
speculation and that speculation, those expectations, have created a lot
of doubt.
Its probable that financial details will become clearer in April
when the feasibility studies are due. While rejecting the idea that
Chinas government will bankroll the project, President Ortegas
spokesman Paul Oquist states that core financing will come from
public and private Chinese interests, though he doesnt give a
percentage. He adds that the government wants the canal to receive
international funding a method used successfully by ACP for the
Panama Canal expansion.
If it is completed, the canal will have a tremendous impact on
Nicaragua, the second poorest nation in the Americas after Haiti. The
government estimates revenues created by the project will lift more
than 400,000 people out of general poverty by 2018. Supporters
also point to three fundamental trends that will make the canal a
success:
New Atlantic Locks mid-December, 2014
Global maritime trade, especially between Asia and the Americas,

will continue to grow
Technological advances and emerging businesses will power
that growth
Trade patterns will continue shifting in structure, with growth tilted
to new trades and Latin America expected to see rapid, if
sometimes uneven, growth.
between 230 m and 520 m wide and 27.6 m deep, allowing it to transit
the worlds biggest ships. Like Suez, it will have surrounding projects,
including two free-trade zones, two ports linked by a railway and an
With more cargoes being loaded onto larger and larger ships on
international airport.
long haul east-west trades, as well as to the US, a Nicaragua Canal could
Despite the ground-breaking, scepticism remains high that the canal
competitively takes its place in the world. PEM
will be completed and 43-year-old Wang Jing remains one of Chinas
most mysterious business figures. His very
low profile and seeming massive influence
have led to allegations denied by
Jing that he is an agent of the Chinese
government. As this is written, Jing, has
identified only $200m in funding.
HKND has, however, entrusted China
Railway Construction Corp to undertake
technical feasibility studies; McKinsey &
Company to provide fact-based data and
analysis; and Environmental Resource
Management to undertake social and
environmental evaluations and impact
assessments. HKND has also invited
XCMG, SBE from Belgium and MEC Mining
from Australia to help with the project.
Participation of these companies is
seen as serious as they will be able to
provide valuable expertise on construction
Wang Jing at the start of works in Brito town end December, 2014
standards, scale, and route selection
Viewpoint by Paul Bartlett

Mega port projects in Mid East pose
questions on future usage
Vast new ports are being created in various Gulf locations but experts question whether they are all needed. Will they ever
operate at their design capacity?
The challenges of objective reporting in some parts of the Middle
East make keeping up-to-speed on latest port developments across
the region pretty tricky. However, the scale of expansion is truly eyewatering and reflects not only national aspirations but the fact that the
consumer markets of Gulf Cooperation Countries (GCC) Bahrain,
Kuwait, Oman, Qatar, Saudi Arabia and UAE are expanding
exponentially. And, of course, there is plenty of disposable income
across a youthful population seeking material wealth and higher living
standards.
There are already established ports within the region such as DP
Worlds flagship container terminal, Jebel Ali in Dubai. The largest
man-made harbour in the world ranked number nine in the most
recent world container port survey in 2013 with a throughput of
13.64m teu. However, this could more than double over the next fiveto-ten years just as a range of other box terminals come on stream
from Kuwait and Iraq in the northern Gulf to Sohar and Salalah in
Oman, outside of the Gulf itself.
Jebel Alis third highly automated $850m terminal, with a draft of
18 m, began operating last October and is capable of handling ten
ultra large container ships simultaneously, using remotely operated
quay cranes. T3, as it is known, has boosted total capacity at the UAE
port to 19m teu. But plans are already drawn up to reclaim more
land from the sea for further expansion as and when the time is right.
Ultimately, Jebel Ali could have a total annual capacity in excess of
30m teu.
Unlike most other Gulf ports, however, Jebel Ali is a key component
in a network of ports operated by an international group with an
effective and smooth-running communications strategy. Over recent
years, the port has also established what most experts believe is an
unassailable position in terms of container traffic, hinterland links,
and free zone and related logistics developments. Dubai, they point
out, is now the location of choice for many international firms seeking
a base to coordinate expansion within regional markets.
Meanwhile, a few miles down the coast, another global container
port is under development. The second of five development phases
at Port Khalifa, built on reclaimed land about three miles offshore
from Taweelah in Abu Dhabi is now underway, following the launch in
December 2012 of phase one at a cost of $7.2bn.
Connected to the mainland by a causeway and a long bridge, Port
Khalifas current container handling capacity is around 2m teu/year,
but by the time that the final phase is completed in 2030, its owners
claim it will be one of the largest ports in the world with annual
capacity of at least 15m teu. The port also has a bulk handling
capability and, by 2030, is expected to be handling 30m tonnes of
cargo each year.
The port is a key element in Abu Dhabis bid to diversify its
economy away from energy related business. Owned by Abu Dhabi
Ports Company and operated by Abu Dhabi Terminals, it is located
at Khalifa Industrial Zone Abu Dhabi (Kizad), an area of more than
400 kms2 reclaimed from the sea and lying between Dubai and Abu
Dhabi. Container operations are steadily being transferred there,
away from nearby Mina Zayed Port which is to be closed down.
Today, the semi-automatic container terminal has 3.2 kms of

quay wall with a water depth alongside of 16 m. It is serviced by
more than 40 automated stacking cranes, 20 shuttle carriers and
nine super post-panamax gantry cranes with a lifting height of 44 m.
Eventually, plans envisage that the port will comprise 22 container
berths along a quay of almost 7.5 kilometres, a 12.6-kms quay for
more than 60 general cargo and ro/ro berths, and 2.4-kms of quay
for the handling of dry bulk goods.
As one would expect in the oil rich Emirate, no expense has been
spared in the planning and design of the new port complex. Halcrow
devised the master plan, undertook the marine infrastructure impact
assessment, the environmental impact assessment and site appraisals;
Bechtel provided project management; and Chinas Shanghai
Zhenhua Heavy Industries has supplied gantry cranes and automated
stacking cranes. Konecranes has also supplied automated stacking
cranes.
Jebel Ali container berths
Viewpoint
Worlds largest greenfield site
About 200 miles across Gulf waters to the west, a few miles south
of the Qatari capital Doha, one of the worlds largest greenfield
port facilities is being created at a cost of some $7.5bn on a vast
expanse of sand covering more than 26 kms2. With the first of three
development phases due to open next year, the New Port Project will
include a base for Qatars Navy and the Qatar Economic Zone 3, an
industrial area with integrated residential units.
Staying under the radar most of the time, the vast engineering
project is proceeding apace. Last August marked completion of the
port basin quay wall China Harbour Engineering Company installed
the final block in an 8.5-kms wall comprising no less than 35,224
concrete blocks, each weighing almost 110 tonnes. But the pace
is not fast enough for the Qatari Government. Early in January, the
countrys Transport Minister Jassim Seif Ahmed al-Sulaiti announced
plans to speed up the ports development so that it would be
completed no less than ten years ahead of schedule, in 2020.
This would mean that the port could handle a greater volume of the
vast import requirement associated with the 2022 World Cup. Local
contractors complain of the high prices associated with imported
materials today, partly because of constraints on current port capacity.
However, according to local press reports, there has as yet been no

clarification on how the port development can be squeezed by ten
years, a huge margin.
In neighbouring Bahrain, the APM Terminals-operated Khalifa bin
Salman container terminal is operating well below its current capacity
which port executives explain could easily be expanded if necessary,
on a plug and play basis. However, the container terminal and
adjacent free zone is proving popular with foreign firms seeking
regional distribution bases close to Saudi Arabias booming eastern
region.
Any time now and following a lengthy tender process, the Bahraini
Government will announce which dredging contractor or consortium,
has won the contract to deepen the 60-kms approach channel to
15 m, allowing larger container ships to use the terminal. The $70m
contract is likely to take some two years to complete. Shipping lines
APL and Hanjin/NYK have recently introduced direct container calls in
Bahrain, linking the island nation directly with destinations in Asia and
the US west coast.
Serious congestion at Saudis principal Gulf port Dammam has
been instrumental in raising throughput in Bahrain. Many importers
have found routeing cargoes via the 25-kms King Fahd Causeway,
which itself has been subject to congestion and delays, to be a more
effective strategy than importing via Dammam. Such is the strategic
importance of this gateway to Saudi that the two countries have
recently announced plans to construct a second causeway, parallel to
the existing one. A The $5bn King Hamad Causeway, to be named
after the Bahrain monarch, will provide vehicle traffic lanes and
railway tracks for the vast GCC rail network extending from Oman in
the south to Kuwait in the north.
The 1,940-kms rail network, costing some $20bn and scheduled
for completion in 2017, casts further uncertainty over regional
port demand in the future. When completed, it will be possible for
mainhaul container operators to call at the Omani container ports of
Sohar or Salalah, or at Jebel Ali in Dubai, for example, and tranship
boxes to the railway for distribution in the western and northern Gulf.
Why then would large container ship operators have their vessels
calling directly in Abu Dhabi or Qatar, experts question.
Meanwhile, further north, yet another massive port facility is in the
early stages of development. A string of consultants has been hired
over recent years to undertake preparatory work for Kuwaits Mubarai
Al-Kabeer port on 850-kms2 Boubyan Island. One of those involved
is the UKs HR Wallingford which has been engaged in project
planning since 2006.
It is a sensitive project both politically and technically. Not only is
the area close to the border with Iraq which has plans for its own
mega-port nearby at Al Faw, but Boubiyan Island itself is uninhabited
and consists of soft mud flats. The firm has worked on detailed
design, modelling and environmental impact assessments in support
of the main contractor Hyundai Engineering and Construciton.
Analysis of work required to prepare the 50-kms approach channel
linking the port with the Gulf, the port basin and vessel manoeuvring
requirements have also been completed.
Details of progress of the $1.2bn project are hard to pin down
but completion of the first phase, comprising quay wall and seven
container berths, was due in 2014. Initially, the Kuwaitis had plans
for 60 berths, to include a container terminal, ro/ro berths and a
livestock facility. But it is understood that these plans have now been
scaled back following diplomatic tension with the Iraqis. PEM
Volume 33
32 Issue 6
2 Page 9
Port News
The new terminal in Venice
Royal Haskoning DHVs

project in Venice
UKs Royal HaskoningDHV has completed
the final layout of the new Port of Venice
container terminal. The layout and equipment
optimisation will generate significant capital and
operating expenditure savings for the Venice
Port Authority. The key to the new offshore port
design lies in an innovative logistics concept
comprised of cranes, barges and semisubmersible vessels. Acting as a continuous
conveyor belt, containers are transferred
from the offshore to the onshore terminal
and vice versa. This process will enable the
port to eliminate dead time during loading,
unloading, and transfer of the containers,
and will allow more flexibility during peak
operating times.
The terminal will be able to move
approximately 1m teu/year which is a significant
portion of the container volumes estimated for
the Northern Adriatic Sea by 2030. This way the
Port of Venice will contribute to opening up the
Northern Adriatic to large ocean going vessels.
It will also help fostering the integration of
Northern Adriatic ports into the core European
road and rail freight corridors.
Captain Antonio Revedin, Director of

Strategic Planning and Development at the
Venice Port Authority said, The integrated
design of the onshore-offshore terminal
and the water transfer system has resulted
in performances that are equal to those of
the best container terminals in the world. In
addition to making this significant cost saving,
the way in which the terminal will operate will
bring numerous benefits. We will be able to
accommodate the latest super-sized container
vessels, greatly reduce travel time, operate
at full capacity without double handling, and
manage with maximum flexibility. We are now in
a very good position to begin the next phase of
the project.
Developing a terminal capable of handling
Ultra Large Container Vessels (ULCV) at the
original port location was not an option due to
the ports unique set of characteristics and the
regulatory and environmental constraints on the
development of navigation channels within the
Venice Lagoon.
The semi-submersible and so-called Mama
vessels, designed by BMT TITRON, have the
capacity to transport two cassettes of up to
384 teu from the offshore terminal to shore,
and vice versa or two river barges, class V,
serving the Po River up to Mantova. They can
withstand heavy seas and have a specially
designed low wash hull form minimising wave

impact to sensitive habitats and species in
the Venice Lagoon. Whats more, the vessels
engines are powered by natural gas, which
will enable the port to reduce CO2 emissions,
making it one of the most environmentally
friendly ports in Northern Europe.
New quay for cruise

ships in Visby, Sweden
Gotland and Copenhagen Malm Port (CMP)
has formally signed an agreement with the aim
of making Gotland a principal new attraction
for the Baltics cruise tourists. Preparations to
extend the port are fully underway, including the
marine archaeological survey. CMP has signed
a lease agreement which entails the region
investing around SEK250m in a new cruise ship
quay, with CMP renting the quay for 20 years.
Now its full steam ahead for all engines!
The construction project is proceeding with
planning and various surveys on site, and
together with the islands business community
we will ensure that Gotland is ready when the
quay is completed in 2018, says the regional
boards chairman ke Svensson.
As recently as one year ago the cruise ship
Port News
quay was a project which almost everyone on
Gotland wanted to go ahead, but which nobody
believed would happen. A meeting during last
years Almedalen Week sowed the seed for the
collaboration which suddenly resolved all the
stumbling blocks. With a strong collaborative
partner on-board the investment suddenly
became significantly less risky and in August all
the local authority parties backed the final draft
agreement.
The marine archaeological surveys outside
Kopparsvik commenced in November, and
geotechnical surveys on the sea bed will take
place in the spring. The actual construction will
start with dredging in spring 2016 and two years
later the first cruise liners will put into Gotlands
new cruise centre.
Constructing a cruise ship port and
establishing an attractive cruise destination is
an extensive operation, with a large number
of public and private actors having to work
well together. This is one of the most important
reasons behind Copenhagens success,
and something on which we place a lot of
importance. The start of the project in Visby has
been particularly promising, says Arnt Mller
Pedersen, Cruise Manager in Copenhagen
Malm Port AB.
During the period 2000 to 2012, the number
of cruise passengers in the Baltic increased
from 1.1m to 4.2m. A cruise ship quay in Visby
is estimated to increase the number of arrivals
to around 150 cruise ships/year, with average
passenger numbers of about 1,700/ship, and
revenues generated from tourism of around
SEK90-130m/year.
ECA Emissions
The EUs sulphur directive came into force at
the beginning of January this year so CMP is
ready to receive vessels that can refuel with lowsulphur marine diesel in a newly-established
terminal being built in Malm and financed by
Scandinavian Tank Storage AB (STS) and CMP.
The sulphur directive requires all vessels in
the SECA area, which includes the North Sea,
Baltic Sea and English Channel, to use lowsulphur marine diesel with effect from the start
of this year. According to the regulations, the
maximum permitted amount of sulphur in the
fuel has been reduced from 1.5% to 0.1%,
by weight.
To enable vessels to bunker with the new fuel
in the region, CMP and STS are jointly investing
in the port of Malm to establish a dedicated
bunkering quay with associated terminal. Statoil
will be the fuel supplier.
Malm is strategically located for this type

of activity, since more than 40,000 vessels a
year pass through resund. We are naturally
delighted that Statoil has chosen Malm and
ourselves as the strategic location and partner
for fuel distribution, says Leif Larsson, CEO of
Scandinavian Tank Storage AB.
For CMP, this initiative means great
opportunities. Our assessment is that 170 of
our customers vessels a year will fuel here. In
principle, this is one vessel every other day. The
blend of oils is absolutely essential for it to be
able to function as it should in the vessel. The
requirements are exacting. So we feel secure in
having Statoil, which provides fuel of a recognised
high quality, as supplier, says Johan Rstin, CEO
of Copenhagen Malm Port AB.
The alternative to using this new fuel is for
vessels to run a scrubber on board when using
fuel with a high sulphur content. Such a process
creates hazardous waste, which must be handled
onshore, something that use of the new fuel
eliminates entirely.
New rail terminal

in Teesport
PD Ports has welcomed the arrival of the first
Freightliner train at Teesports new intermodal
rail terminal as part of a 3m investment to
improve connectivity. The first train arrived on
Saturday, 15 November, signifying the creation
of new intermodal connections from Teesport
to Felixstowe and Southampton. Opportunities
for the establishment of further new routes to
Scotland, the Midlands and the North West are
expected in line with market demand.
The establishment of the new rail terminal, built
by Owen Pugh Construction, is the latest major
phase in PD Ports wider on-going investment
The CSCL Globe
at Teesport and follows on from the 16.7m

container terminal expansion development in
2011. This investment further cements Teesports
position as the UKs leading provider of portcentric
logistics, offering greater operational flexibility and
improved efficiencies for customers.
Worlds largest
containership to call
Felixstowe and Hamburg
The worlds largest containership, the CSCL
Globe, called at the Port of Felixstowe during
early January. It will be the first call of the ship
anywhere in Europe and Felixstowe will be her
only UK port of call.
The massive ship is 400 m long, weighs
184,000 t and can carry 19,000 standard
shipping containers. The cargo will include a
huge range of consumer goods including food,
drink, clothing, electrical goods and furniture as
well as a vast array of other goods destined for
the UK high street. The ship is relevant to all UK
consumers; it is possible that everybody in the UK
will buy something carried on this vessel.
The arrival of this ship represents a first for the
UK. It is important economically, the direct call
recognises the scale of the UK economy, and
economies-of-scale provide the most efficient way
to get UK exports to important Asian markets.
The call will also provide strong visual images.
Filming/photography on board may be possible
by special arrangement.
She then left Felixstowe for Hamburg, which
means that the Port of Hamburg will, for the
first time, be handling a 19,100 teu vessel. She
is operating in a liner service and is deployed
in the Europe-East Asia trade. This year China
will again be further expanding its position as
Port News
Hamburgs leading trading partner for container
traffic. On the basis of the first evaluation of 2014
throughput figures for container traffic with China,
Port of Hamburg Marketing assumes that the 3m
teu mark will be reached.
Mayflower Terminal
Southamptons position as Europes leading port
for cruise ship turnarounds is set to be enhanced
with a major revamp of its Mayflower cruise
terminal. The interior of the facility in the ports
Western Docks is being gutted and re-built in a
6m investment designed to smooth the flow of
the increasing numbers of passengers that are
using the terminal.
The move follows an agreement between
Associated British Ports (ABP) and Carnival UK,
which uses the terminal as its major UK base for
its fleet of ships including P&Os Azura, Arcadia
and Ventura. That presence at the Mayflower
terminal will be bolstered in 2015 by the arrival
of the Britannia, the biggest ship in the P&O fleet
with capacity for more than 3,600 passengers,
and the advent of weekly transit calls by Aida.
Work is already well under way at the
Mayflower terminal following a contract between
ABP and Hampshire-based construction
company Brymor Contractors, while Stride
Treglown have been responsible for the
architecture. Demolition of the terminal interior
started last October and is scheduled for
completion by the start of the 2015 cruise season
in April.
ABP has worked closely with Carnival on the
project, with the upgrades designed to reduce
bottlenecks and speed the flow of passengers
from arrival at the terminal to boarding the
ship. The improvements include the complete
redesign of the departure, check-in, security and
passenger lounges as well as drop-off and pickup areas.
The expansion of the internal space, which
will include removing 100 t of blockwork walls
and floors and installing 500 t of new steelwork
frames, will create a reception area of some
3,250 m2.
The overall impact will be to help expedite
disembarking and boarding, a factor that
becomes increasingly important as bigger ships
bring more demanding turnaround operations.
The Mayflower terminal revamp is the biggest
investment in Southamptons cruise facilities since
the opening of the new Ocean terminal
five years ago and is set to be the first project of
a programme that is also expected to include a
future revamp of the QEII passenger terminal in
the ports Eastern Docks.
The port has four cruise terminals that handled
A model of the new Mayflower terminal
some 430 ship calls and 1.6m passengers

during 2014. Over 270 of Southamptons cruise
ship calls to the port are owned and operated
by Carnival group brands, with those figures
expected to increase further in 2015.
With each cruise ship turnaround estimated to
bring over 2m to the economy, Nick Ridehalgh,
Director of ABP Southampton, said: The benefits
of the improvements will affect a much wider
group than just those heading off on cruises.
Businesses across the city, such as taxis, hotels
and restaurants for example, all benefit from the
cruise industry.
Marseille Fos unveils

multi-million growth
strategy
The Marseille Fos port authority has set out a
vision for growth over the four years to 2018 in
a strategic plan that puts developments costing
360m at the heart of measures to offer clients
a dynamic Euro-Mediterranean logistics and
industrial cluster.
The developments - including new projects
and those already in the pipeline target areas
of activity with the greatest potential for strong
growth and gaining market share. A key aim is to
position the port as a viable European Gateway
alternative to ports in the northern range.
Investments will focus on container activities in
both the Marseille and Fos harbour areas; cruise
operations, cruiseship repair and ro/ro services
at Marseille; and diverse traffic-building activities
in Fos ranging from LNG and dry bulk trades to
further industrial implants.
At the same time, the strategic plan is designed
to preserve traditional activities including the oil
and petro-chemical sectors in Fos and national/
international ro/pax services based in Marseille.

The port authoritys aims also underline the value
of the synergy between the Mediterranean-led
passenger and cargo trades in Marseille and the
deepsea, worldwide activity at Fos linked to major
industrial and logistics centres.
Among projects earmarked at Fos, the land
between the two Fos 2XL container terminals will
be developed in response to customer demand to
create a sole-use quay. As and when necessary,
dredging to 16 m will accommodate 16,000
teu ships and allow the terminals to continue
handling the largest container carriers in service.
Meanwhile a combined transport terminal will be
built at Fos similar to the Mourepiane facility
under construction in Marseille, where work on
the rail links is now starting.
In Marseille, the strategic plan will launch
a new programme to upgrade the passenger
terminals serving ferry links with Corsica and
North Africa. This project joins the ongoing
schemes for the renovation of the giant drydock
No. 10 as a base for cruiseship repair, the
widening of access for mega-size cruise vessels
and the Mourepiane multimodal terminal.
Long-distance rail services have been identified
as crucial to the ports aim of winning traffic
from the northern range and enhancing trade
with hinterland markets such as Switzerland,
southern Germany and Austria. The port
authority says it intends to support the launch of
new services
and seek partnerships in multimodal platforms
to enhance links beyond the natural hinterland.
The authority adds that, in a context of
economic constraints and falling oil traffic,
financial partners will also be sought to boost
State and regional authority contributions to
the investment programme which it stresses is
vital not only in growing volumes but also
in safeguarding jobs in the port and beyond.
PEM
Port Equipment
The container berth in Manila
News from Terex

Port Solutions
Terex Port Solutions (TPS) will supply six
additional Terex rubber-tyred gantry (RTG)
cranes to Manila North Harbour Port Inc
(MNHPI). The cranes, which are being
manufactured at the TPS facility in Xiamen,
PR China, will be delivered at the end of
2014 to the largest port handling domestic
cargo in the Philippines, where four Terex
RTG cranes began operation in summer
2013.
MNHPI is responding to the rapid
development of the port, says Richard D.
Barclay, MNHPIs Chief Executive Officer
(CEO), We continue to invest in the
modernisation of our infrastructure in order
to develop and transform our facilities into
a first-class port. The decision to order six
further RTG cranes from TPS was based on
the positive experience with the first machines
and the TPS team over the past year. The
four RTG cranes have more than fulfilled
our expectations, and so did the after-sales
service provided. It was a logical decision to
opt for TPS with a view to a further expansion
of our capacities.
The cranes for MNHPI have a lifting
capacity of 40.6 t under spreader. With a
hoisting height of 18.1 m, they can stack
1-over-5 standard containers and cover six
rows of containers and a truck lane thanks to
their span of 23.47 m.
Following the first order in April last
year for 15 diesel-electric Terex N SC 634
E straddle carriers, TPS has received a
follow-up order from Eurogate Container
Terminal Hamburg GmbH (Eurogate) for 15

additional machines of the same type. The
straddle carriers will be delivered to Eurogate
at the start of 2015 and will join an extensive
fleet of Terex straddle carriers there.
The 30 straddle carriers are fitted with
Terex N TS 62 F twin-lift spreaders and
feature a lifting capacity of up to 60 t.
These carriers will help Eurogate increase
the performance, availability and efficiency
of its fleet in the long term, and to reduce
environmental impact considerably.
According to Peter Zielinski, Managing
Director at Eurogate, the spreaders, seriesmanufactured since 2013, and their interplay
with the straddle carriers were a major factor
in the decision to opt for TPS, Straddle
carriers and spreaders form a powerful
package that impressed us. Extensive
services are also part of the scope of delivery.
Eurogate benefits from the proximity of TPS
technicians to the customer and equipment,
as Zielinski explains, A TPS service center is
located directly on our terminal premises and
the service technicians are always available
via the hotline. This helps us to maintain the
availability of all Terex straddle carriers at our
terminal.
Lutz Wchter, General Manager of the TPS
site at Wrzburg (Germany), sees the order
as an additional confirmation of the strategy
of TPS to retain customers by offering system
solutions to meet the customers needs, The
Eurogate Group has once again come to rely
increasingly on TPS. We regard the fact that
we received this order so quickly after the first
one as a clear mark of confidence.
Meanwhile, TPS delivered the first 12 of a
total of 24 Terex rubber-tyred gantry (RTG)
cranes to Asyaport, a new international
container terminal situated on the Sea of
Marmara, Turkey. The cranes were designed

and manufactured in the TPS facility in
Xiamen, PR China.
Asyaport is owned and operated by Global
Terminal Limited (GTL) and earmarked
to become one of the largest container
terminals in Turkey: With the help of the
new cranes, we will be well placed to face
future challenges in a highly competitive
market environment, says Marc Desmons,
Engineering Services Manager for GTL.
Thanks to the on-time delivery of the
machines, we remain on schedule for the
opening of our new terminal. The Sea of
Marmara is an interface in trade between
Asia and Europe and an important hub for
the steadily increasing flow of goods across
the Bosporus into the Black Sea. Moreover,
handling volumes are increasing thanks to
rapid growth in the Turkish economy.
The machines are the first ever Terex
RTG cranes delivered to Turkey, explains
Maurizio Altieri, General Manager of TPS
Xiamen, TPS is well established in Turkey,
with a range of ship-to-shore cranes, various
types of harbour cranes, gantry cranes for
container stacking and other cargo handling
machines. The RTG cranes consolidate our
strong position in this rapidly developing
region and we are pleased that they will
help Asyaport to achieve its ambitious goals.
The machines can handle up to 40 t, have
a hoisting height of up to 21 m under the
spreader and can stack standard containers
1-over-6. Since they are designed as E-RTG
variants and powered through a raised
busbar direct from the harbour mains, they
generate minimal local exhaust emissions
and have low noise emissions.
News from Kalmar

Kalmar, part of Cargotec, will deliver two
Gloria reachstackers to the Hams Hall
Rail Terminal in Birmingham, operated by
Associated British Ports (ABP). The order
was signed in August 2014 with delivery in
December 2014. The deal will enable ABP to
continue to meet key performance indicators
for its blue chip customers, including a tight
30-minute turnaround time. Both machines
will be supplied with Kalmars unique
integrated ground-stabilizer system, which
increases the capacity of the machine in
second and third rail operations.
The fifth-generation Gloria DRG450
reachstacker offers customers market-leading
productivity and lifetime value. The product
of decades of research and development,
Port Equipment
Gloria is now regarded as the highest quality,
most innovative and reliable reachstacker
available today, with significantly lower
maintenance requirements and downtime
than competing solutions.
For drivers, the EGO cab offers an allnew operating experience with a panoramic
view, intuitive interfaces and ergonomically
designed controls. With Glorias technology
delivering an improved operator experience,
safety standards have been considerably
improved. Gloria reachstackers include a
reversing camera with integrated proximity
sensors and a tyre-pressure monitoring
system as standard.
Kalmar has gained a further order for
five of its latest generation zero emission
rubber-tyred gantry granes (RTGs) from
Gdynia Container Terminal (GCT) in Poland.
The order follows the delivery of two similar
machines earlier in 2014. The latest order
was booked into Cargotecs fourth quarter
intake with delivery scheduled for December
2015.
GCT opted to specify the Kalmar solution
as the 41 tonne capacity E-One2 Zero
Emission RTG, which stacks 6+1 wide and
1-over-6 high. This model produces lower
emissions compared to conventional dieselpowered RTGs and requires significantly
less maintenance thanks to its simplified
design. The electric power system completely
eliminates the need for engine maintenance,

which translates into much lower downtime
and reduced maintenance costs.
The delivery will include the Kalmar
SmartFleet process automation solution
that improves operational transparency and
reduces downtime through remote equipment
monitoring and reporting. The Kalmar
SmartRail automatic gantry steering system
is also part of the operational package to
improve safety and operator performance as
it allows the operator to concentrate fully on
driving and manoeuvring the containers.
Kalmar has also supplied Tarmac
Building Products (TBP), one of the UKs
largest construction manufacturers, with
an efficient new fleet. The new fleet of 13
Kalmar medium fork lift trucks comprises
eight Kalmar DCG100-6 forklifts, three
Kalmar DCG140-6 forklifts and two Kalmar
DCG120-6 forklifts. Each type of forklift
is designed to offer benefits for specific
environments, making them ideal for loading
the range of heavy construction materials
used by TBP. The order was signed in
September 2014 with delivery in December
2014.
TBP is the UKs leading supplier of heavy
building products, providing customers with
solutions for a wide variety of construction
projects throughout the built environment.
Based in Wolverhampton, TBP has
successfully grown its operations to service

the whole of the UK, providing a wide
range of building materials and construction
solutions including blocks and mortar,
screeds and flooring, grouts, plasters and
renders, foundry sands, and cement and
landscaping products
among others.
TBP looked to replace the fleet with 13
new Kalmar medium forklift trucks, used to
load and unload products and stock onto
distribution lorries for customer deliveries.
They required robust and high quality
equipment to help ensure the materials
handling work is carried out successfully.
Meanwhile, Kalmar is delivering four of
its latest generation Gloria reachstackers to
International Container Terminal Services
Inc Group (ICTSI). The 45 tonne capacity
units are the first operational in the AsiaPacific territory, following their launch in
Shanghai in August 2014. They will be
undertaking container handling in two
of ITCSIs terminals, Manila and Subic in
the Philippines. The order was signed into
Cargotecs third quarter 2014 intake. Two of
the units were delivered in December and the
next two will be delivered in January 2015.
ICTSI, a long standing customer of
Kalmar, has experienced consistent growth
in container throughput at its key locations
and has been investing in extending its
Gdynia Container Terminal (GCT) in Poland
Port Equipment
container handling infrastructure. The
Manila International Container Terminal
(MICT) is ICTSIs flagship operation and the
Philippines largest international terminal
with an annual capacity of 4.2m teu. Similar
growth is now being developed at the Subic
terminal which services the growing northern
economy of the Philippines.
From the southern Hemisphere, Kalmar
has been awarded a contract to provide
an integrated automation system to
handle operations at Victoria International
Container Terminals (VICT) new terminal
in Melbourne, Australia. According to the
contract, Kalmar will be responsible for the
The improved
service life and reduced
maintenance requirements
of the HPSAR tug fender
solution highlight just how
much rubber compound
composition impacts
fender performance.
delivery of the control systems of automatic

stacking cranes (ASCs) and AutoShuttles,
and terminal logistic system (TLS) as well as
for the integration of the system components
and terminal operating system (TOS). The
value of this new automation contract is
approximately 15m.
The contract follows an order for 12 ASCs
and 11 AutoShuttles received in September
2014. Furthermore, the TOS will be provided
by Navis, part of Cargotec. The Kalmar
TLS is a flexible, equipment independent
automation platform capable of supporting
different types of equipment. At VICTs new
terminal at Webb Dock, the system will
integrate Kalmar ASCs and AutoShuttles,
access control, ship-to-shore crane interface
and safety and fault monitoring systems.
The project includes virtual simulation as
well as testing of the components with
live equipment at the Kalmar

Technology and Competence
Centre in Tampere, Finland.
Kalmar TLS is pre-integrated
with Navis N4 TOS, which runs
automated processes in the
container yard. The landside
operations of the container yard
will be highly automated with
the Kalmar Automated Truck
Handling solution.
Trelleborgs new rubber
compound for tug fenders
Trelleborgs marine systems
operation has launched a
new High Performance Super
Abrasion Resistant (HPSAR)
tug fender, which utilizes an
innovative, superior rubber
compound. The application of
this distinctive and improved
compound not only significantly
increases the service life of the
fender, but also gives the fender
a lower density than traditional
solutions, contributing to
reduced weight and increasing
potential savings.
Richard Hepworth, President
of Trelleborgs marine systems
operation, says: Tugs may be
fitted with up to four types of
fender, each of which serves a
particular purpose. However,
as tugs have become more
powerful, choosing the right
type, size and arrangement has
become increasingly critical.
Its now more important than
ever to look for ways to increase
service life, in order to offset the
increased damage that comes
with the increased power of the
The Trelleborg tug fender system
tugs.
With tug vessels using fenders
incidents and downtime when standard
as bumpers to move larger vessels, they
solutions may fail.
are constantly being pushed against steel
Trelleborgs HPSAR tug fenders have
surfaces that cause the fender to wear and
already proved their value in demanding
tear quickly. Common complaints about
operational environments, with Trelleborg
the tug fenders that are currently standard
securing two contracts in quick succession
across the market include the fact that they
to supply the HPSAR fender system to two
are easily damaged, heavy, and prone to
tugs operating in a port in North Western
chipping and chunking.
Australia. The ports previous solution
The improved service life and reduced
was chipping, chunking and wearing out
maintenance requirements of the HPSAR
quickly in a particularly difficult operational
tug fender solution highlight just how much
environment. The rapid deterioration of
rubber compound composition impacts
the previous fenders was due to an inferior
fender performance. In especially harsh
rubber compound being used in fender
environments, such as those in which tug
production.
fenders operate, this is critical to avoiding
Port Equipment
tensile strength, tear resistance
and elongation at break.
Importantly, to ensure the quality
and performance of these
new tug fenders, the chemical
composition requirements
should be specified.
This chemical composition
specification should include
standards for density,
polymer percentage, carbon
black percentage, ash
percentage and polymer to
filler ratio. Rubber compound
chemical composition should be
evaluated upon receipt of the
final product, to ensure that
the fenders will perform in harsh
conditions over a long service
life. Trelleborg has developed a
new analytical test that
will allow customers to do
just this.
Trelleborgs new
rubber compound
for tug fenders
The HPSAR compound provided a much

higher abrasion resistance in combination
with a set of very high mechanical properties,
meeting the clients need for a longer
lifecycle and reducing maintenance costs. As
the geometry of the fender was specified by
the client to meet the same parameters as the
current solution, the improved performance
could be isolated to the superior rubber
compound. The compound was developed
and the fender system manufactured entirely
within Trelleborg.
Tug fenders using the HPSAR compound
should be specified by more than traditional
parameters such as abrasion resistance,
Trelleborgs marine systems

operation has launched a
new High Performance Super
Abrasion Resistant (HPSAR)
tug fender, which utilizes an
innovative, superior rubber
compound. The application of
this distinctive and improved
compound not only significantly
increases the service life of the
fender, but also gives the fender
a lower density than traditional
solutions, contributing

to reduced weight and
increasing potential savings.
Richard Hepworth, President of Trelleborgs
marine systems operation, says: Tugs may
be fitted with up to four types of fender,
each of which serves a particular purpose.
However, as tugs have become more
powerful, choosing the right type, size and
arrangement has
become increasingly critical. Its
now more important than ever to
look for ways to increase service life, in
order to offset the increased damage that
comes with the increased power of the tugs.
With tug vessels using fenders as bumpers
to move larger vessels, they are constantly
being pushed against steel surfaces that

cause the fender to wear and tear quickly.
Common complaints about the tug fenders
that are currently standard across the market
include the fact that they are easily damaged,
heavy, and prone to chipping and chunking.
The improved service life and reduced
maintenance requirements of the HPSAR
tug fender solution highlight just how much
rubber compound composition impacts
fender performance. In especially harsh
environments, such as those in which tug
fenders operate, this is critical to avoiding
incidents and downtime when standard
solutions may fail.
Trelleborgs HPSAR tug fenders have
already proved their value in demanding
operational environments, with Trelleborg
securing two contracts in quick succession
to supply the HPSAR fender system to two
tugs operating in a port in North Western
Australia. The ports previous solution
was chipping, chunking and wearing out
quickly in a particularly difficult operational
environment. The rapid deterioration of
the previous fenders was due to an inferior
rubber compound being used in fender
production.
The HPSAR compound provided a much
higher abrasion resistance in combination
with a set of very high mechanical properties,
meeting the clients need for a longer
lifecycle and reducing maintenance costs. As
the geometry of the fender was specified by
the client to meet the same parameters as the
current solution, the improved performance
could be isolated to the superior rubber
compound. The compound was developed
and the fender system manufactured entirely
within Trelleborg.
Tug fenders using the HPSAR compound
should be specified by more than traditional
parameters such as abrasion resistance,
tensile strength, tear resistance and
elongation at break. Importantly, to ensure
the quality and performance of these new
tug fenders, the chemical composition
requirements should be specified.
This chemical composition specification
should include standards for density,
polymer percentage, carbon black
percentage, ash percentage and polymer
to filler ratio. Rubber compound chemical
composition should be evaluated upon
receipt of the final product, to ensure that
the fenders will perform in harsh conditions
over a long service life. Trelleborg has
developed a new analytical test that
will allow customers to do just this.
PEM
Shipbuilding/Equipment in Holland
Royal IHC successfully
launches Easydredge
2700
Recently, Royal IHC successfully launched the
first Easydredge 2700, which is the first vessel
in its range of competitively-priced standard
trailing suction hopper dredgers (TSHD). The
launch took place at the shipyard of IHCs
partner, MTG Dolphin, in Varna, Bulgaria.
The vessel will be delivered in summer 2015.
The new vessel will be supplied with a worlddredging package, which includes bottom
doors, a bow coupling and a dredging depth of
25 m. This makes her suitable for a wide range
of tasks, from the maintenance of ports and
channels, to land reclamation.
Fer Tummers, Managing Director of IHCs
Dredging Division, says, The construction of
the vessel is going well and is on schedule. We
have been encouraged by the extensive interest
from the market in our Easydredge range.
Building a TSHD for stock has been a logical
step forward for IHC and we are convinced that
it will bring added value and benefits to our
customers, including extremely short
delivery times.
The Easydredge 2700 shortly after launch
Acquisitions by Royal IHC

Royal IHC has acquired a majority stake in
Brastec Technologies, based in Brazil. Brastec
Technologies designs and builds value-added,
tailor-made production lines for the production
of umbilicals and flexible pipes. This agreement
fulfils two important elements of IHC business
strategy: a foothold in the important Brazilian
PRINCIPAL PARTICULARS

Length, o.a.
81.75m
Breadth
15.80 m
Depth
5.90 m
Draught at international freeboard
Draught at dredging mark
Speed
Dredging depth
25.00 m
Suction pipe diameter
Loading capacity
Hopper capacity
Daytime accommodation
4.40 m
5.50 m

11.5 knots
700 mm
3,910 tonnes
2,700 m3
8
market; and the acquisition of Dutch-based

SAS Offshore, which was fully owned by Brastec
Technologies.
Founded in 2002, Brastec Technologies has
built an impressive customer base consisting
of mayor suppliers to oil companies. These
multinationals are mainly manufacturers of
flexible pipes and umbilical cables. The valueadded equipment manufactured by Brastec is
considered as essential for the activities within
the oil-and-gas exploration supply chain.
These investments are a good fit for
our strategy of internationalisation, and
strengthening our position in the offshore
market, says IHCs CEO Bram Roelse. With
a foothold in Brazil, we are able to meet the
demand for local content and service our
customers with better regional facilities.
Meanwhile, Royal IHC has acquired SAS
Offshore, which is based in Alphen aan
den Rijn, The Netherlands. SAS Offshore is
specialised in designing and manufacturing
high quality deck equipment for the offshore
oil and gas market. This acquisition enables
IHC to further secure its position as a supplier
of reliable integrated offshore systems and
integrated vessels in this sector.
SAS Offshore was originally founded in
1896 in Gouda and it has a long track record
in delivering pipelaying systems and winches,
including ancillary equipment and services.
The company also holds a minority
shareholding in the Norwegian engineering
and service company AXTech, and this stake
has also been taken over by IHC. AXTech
develops, designs, delivers, tests, commissions
and carries out service on heavy lifting and
material handling equipment for use in harsh
and corrosive marine environments.
IHC and SAS Offshore have already worked
closely together on numerous projects. The
most recent example was the delivery of the
tensioners and winches for the pipelaying
systems for the Sapura Navegao Martima
integrated pipelaying vessels, which were
designed and built by IHC. The acquisition of
SAS Offshore fits perfectly into our strategy of
becoming a total solutions provider, says IHCs
CEO Bram Roelse. Its high level of knowledge
and state-of-the-art facilities mean that we
are even better equipped to deliver turnkey
solutions. We are also gaining better access
to the important offshore markets in Brazil and
Norway thanks to SAS Offshores portfolio and
local facilities.
Damen delivers offshore

cable layer to Van Oord
Late December saw the delivery by Damen of
an innovative new DOC 8500 cable laying
vessel to Van Oord. Named Nexus, the 126 m
vessel is intended for the installation of electricity
cables for offshore wind farms. Van Oord is
currently making preparations for the Gemini
offshore wind farm which will be constructed 55
kms to the north of Schiermonnikoog, one of
the Dutch Wadden Islands, and the cable-laying
vessel will be deployed initially at that site.
Despite encountering some challenges during
the build process, the DOC 8500 was delivered
several days ahead of the specified completion
date and the entire design, engineering and
build took just 15 months. This was particularly
satisfying as additional work was also added to
the specification after the contract was signed,
with additional cable-laying infrastructure being
installed prior to handover.
The success of the project was down to a
number of factors. The level of cooperation
between Van Oord and Damen was highly
intensive from the outset, with very short lines of
communications between the decision makers
on both sides.
An additional factor was the ability of Damen
to draw on the expertise on a number of
companies within the Damen Shipyards group.
Six Damen companies in Romania, Ukraine
and the Netherlands contributed engineering
and project management expertise; the vessel
itself was constructed at Damen Shipyards
Galati. The ability to access and coordinate
such a diverse range of resources gives Damen
a significant advantage when it comes to
complex projects such as the DOC 8500.
The Nexus was recently at Damen Shiprepair
Vlissingen (DSV), where Van Oord is building
and installing the additional cable laying
equipment.
The Damen Offshore Carrier (DOC) concept

was first introduced by Damen in 2012 as a
cost-effective smaller heavy transport, offshore
installation and ro/ro platform suitable for
multiple markets. With its spacious and flush
open deck the design is highly adaptable and its
modular construction means that it can switch
quickly and economically between roles.
Jaap de Jong, Van Oords Staff Director
Ship Management Department, commented:
By working closely together, Damen and Van
Oord managed to build a fit-for-purpose and
economical vessel in a very short period of time.
The Nexus is an asset to Van Oords fleet and
its Offshore Wind Projects business unit.
Nexas electrical system

from Alewijnse
Alewijnse Marine Systems has completed the
full electrical installation and systems integration
on board the Nexus, the innovative new cable
layer built by Damen Shipyards Group for Van
Oord. With the build taking place at Damen
Shipyards Galati (Romania), the project was
jointly managed by Alewijnse Noord in The
Netherlands and Alewijnse Marine Galati, with
both departments working on the engineering
and project management.
The scope of the project included all the
on-board electrical systems, as well as the
installation of the propulsion drives and motors
that make up the 112 m vessels powerful
diesel-electric DP2 system. Other aspects of
the fit-out included the integrated bridge system
and the electrical systems for the high quality
accommodation. The total installed power on
board Nexus is approximately 10 MW, with the
two propulsion drives delivering 2 MW each.
With the contract signed in October 2013
that left just 14 months for design, engineering

and installation, yet the vessel was handed over
to her owner ahead of schedule. The Nexus
was recently in Vlissingen, where Alewijnse
worked alongside Van Oord on the electrical
installations and system integration for the cable
laying equipment.
Deliveries from Damen

The first Damen Stan Patrol 3007 has arrived
at Damen Shipyards Gorinchem in the
Netherlands for outfitting. The vessel is one of
nine that the Royal Bahamas Defence Force
has ordered from Damen Shipyards. The order
features four Stan Patrol 4207 vessels, one
RoRo 5612 and a further three Stan Patrol
3007 vessels.
Damen has designed the Stan Patrol 3007
with the clients requirements in mind. Robin
van der Zon, Project Manager at Damen
Shipyards Group explains, These patrol vessels
will prevent smuggling and people trafficking,
so its vital they can quickly reach places
other vessels cannot. For that reason we have
developed the Stan Patrol 3007 to reach up to
24 knots with shallow draught. Even at the
highest speeds, Damens Sea Axe hull design
will ensure excellent efficiency and sea keeping.
The vessel design also features a recess in the
aft ship to accommodate a rigid inflatable boat
(RIB), with high-speed capabilities. The RIB
design is also new, Mr Van der Zon says, It
features a water jet, a new engine system and a
propulsion arrangement designed for optimal
performance and reliability. She will be able to
make speeds over 30 knots.
Damen has designed the Stan Patrol 3007
to remain at sea for up to one week at a time.
To meet that requirement, they have provided
on board accommodation for a crew of 13,
The Nexas
ASC tugs
The first Stan patrol 3007 for the Bahamas
as well as a pantry and mess room. Over a

period of approximately 15 weeks, we will install
on board all machinery, electrical installations,
HVAC, navigational equipment, insulation and
carpentry, states Mr Van der Zon.
After launching, sea trials and extensive
testing will follow a commissioning period of
approximately 5 weeks and the first Stan Patrol
3007 should be delivered in week 26 of 2015.
After delivery, the crew of the vessel will undergo
training in the Netherlands, before the vessel is
shipped to the Bahamas, says Mr Van der Zon.
Three months after its last delivery, Fugro
has received the third of a series of three Fugro
Offshore Coastal Survey Vessels (FOCSV) being
built by Damen. Like her sisters, Fugro Frontier is
a compact, diesel-electric FOCSV designed for
a variety of tasks. However, Fugro Frontier has
benefited from tailoring to the conditions she will
meet in its chosen market off the coast of Africa.
All three have an advanced design capable
of taking on geotechnical work, environmental
baseline surveys, moon pool deployment plus
monitoring and inspection duties. However
since these vessels are to work in different areas,
each is adapted to suit a particular environment.
As a result, this series has been developed
specifically to allow for a number of optional
configurations, says Mijndert Wiesenekker, Sales
Director for Damens Benelux region.
Therefore the Fugro Frontier which is aiming
to work across a number of various African
markets, has a slightly different deck layout to her
sisters including a small daughter craft. This will
be utilised as a survey vessel where areas
of shallow water would prevent a larger craft
from entering.
Although Fugro Frontier is the third vessel to

have been recently built directly by Damen for
Fugro, recent years have seen the two groups
developing a relationship through collaboration
on a number of refit projects. A further vessel
for Fugro is also presently under construction
in Brazil.
The Fugro Frontier
Leading towage and salvage specialist

Multraship and Damen Shipyards Group
have confirmed an agreement for three
new ASD (Azimuth Stern Drive) Tugs, all for
delivery in 2015. After delivery in Vietnam,
scheduled for the end of first-quarter 2015,
two state-of-the-art ASD Tugs 3212 will
operate for Multraship as sister vessels to
the 83-tonne bollard pull Multratug 19,
which was built by Damen in Romania
and delivered in 2012. The tugs will have
excellent sea-keeping behaviour, superb
manoeuvrability and outstanding towing
characteristics.
As part of Multraships continuing fleet
expansion an ASD Tug 2810 Hybrid is
scheduled to be delivered in Romania in
first-quarter 2015. With an expected bollard
pull of 61 tonnes, it will be the second vessel
of its type built by Damen to come into
operation. The ASD Tug 2810 Hybrid has
a diesel-direct, diesel-electric and batterypowered propulsion system, resulting in
reported fuel savings of between 10 and
30 percent and reduced emissions of about
60%, depending on how the vessel is used.
Leendert Muller, managing director of
Multraship, says, Multraship continues
to expand its client base in the offshore
energy sector as well as in its harbour
towage operations. All three ASD tugs are
highly suitable for these markets whilst their
FIFI 1 fire-fighting equipment makes them
especially valuable for emergency response.
We are delighted to have collaborated with
Damen on our fleet expansion programme.
We are both family-owned companies with a
Dutch heritage and an international outlook,
so we make a good fit.
Multicat
MarineCo UK has contracted Damen
Shipyards Group for a Multi Cat 2712. The
vessel will be delivered in April 2015. Mike
Conafray, Managing Director at MarineCo
stated that, after a long evaluation, with
alternative builders, Damen came through with
the right vessel at the right cost, the new vessel
will comfortably sit alongside our existing allDamen Fleet. Marineco UK is one of the few
UK operators with an all-Damen fleet. The
new vessel is to be named Marineco Havanah,
after the arrival of Mike and Kayes twin
granddaughters Ava and Hannah.
The Multi Cat 2712 is the second contract

for this new type in the Damen Multi Cat Series.
It measures 27 m in length and 12 m in width.
The vessel is equipped with two engines and has
a maximum bollard pull of 35 tonnes.
Because of its measurements, the Multi Cat
2712 is a vessel that can be used for many
purposes. A decision about the working area of
the Multi Cat will be made later.
The vessel is very flexible and developed
according to the Damen Standard, with attention
for a logical, functional and maintenance
friendly design of wheelhouse and deck layout.
Damen has a long standing relationship with
MarineCo, previously delivering high speed
support vessels, Multiple FCS 2610 Twin Axes, a
Damen Stan Tug 2608, Multi Cats and Damen
Shoalbusters to the flourishing company. As
MarineCo Managing Director Conafray says
himself: We have an entire Damen fleet.
MarineCo is an offshore industrial company,
currently, their Stan Tug 2608 is operating in
Abu Dhabi, towing rock barges 24 hours a day.
The Multi Cat, another Damen invention
dating four decades back, is a highly successful
all-round workhorse. Today, Multi Cats around
the world with Bureau Veritas Unrestricted
Navigation and IVW/MCA service notation
steadily perform the duties they are designed for
in a variety of markets, such as dredging, towing

and offshore wind. From anchor, pipeline or
cutter-head handling and repair, to transporting
fuel, supplies, spare parts and crew transport to
wind turbines. Multi Cats have a large working
deck, one or two cranes and both a stern and
blow roller.
The larger Multi Cats can be equipped with
Dynamic Positioning e.g. DP2. From shifting
dredgers from one location to another, to
assisting cable-laying barges a Multi Cat can
be deployed for many river, inshore and offshore
tasks.
New dredge monitoring

system for UKD Bluefin
UK Dredgings trailing suction hopper dredger
UKD Bluefin has undergone a complete refit
of the Dredge Monitoring System. Damen
delivered all required software and hardware for
trailing pipe and loading process monitoring,
making use of the existing sensors on board.
The refit was done within two weeks during a
scheduled docking resulting in zero downtime.
As the Damen Dredging Instrumentation
system allows full customisation, extensive talks
with the UKD Bluefins crew have resulted in a
new configuration exactly fitting the UKD Bluefin
requirements. The new system allows monitoring
on both bridge wings of both trailing suction
pipes in horizontal and vertical angles, each
on one screen. On another screen the loading
process is monitored, including a full overview
of the TSHDs draught as well as the Tons Dry
Solids (TDS) load line. At the navigation desk,
two more screens have been mounted for the
same purposes. The system allows the various
screens to show different pages simultaneously.
Moreover a Data Logging and Reporting
module plus remote access from the shorebased office have been installed.
All refitting has been done during a
scheduled docking at Middlesbrough, UK. As
the Damen system is capable of making use of
existing sensors, the refit was a straightforward
one. Within two weeks all Damen software
and hardware were up and running. All signals
from the existing sensors, such as the trailing
pipes angle sensors, the draught sensors
and the concentration and velocity meters,
were checked and fed into the new system.
The entire refit has been executed in zero
downtime.
The UKD Bluefin crew is content with the
new Dredge Monitoring System. Paul Mitchell,
UK Dredging Operations Manager, says, The
new Damen system offers a clear overview of
the various processes. Moreover the practical
controls are another plus for the Damen
system. We are pleased with the refit by
Damen and look forward to doing more
projects with them in the future.
The UKD Bluefin has continued its
maintenance duties of the UK ports since at
UKDs full satisfaction.
Back to its mothers

name for Lagersmit
As from December 2014, Hollands IHC
Sealing Solutions will be returning to its roots
by changing its name back to Lagersmit, and
old and trusted brand name. Their new slogan
The Origin of Sealing Solutions pays tribute to
the companys rich history, which stretches back
over 160 years, and its need to supply the most
efficient and effective sealing solutions, now
and in the future. On November 28thn 2014,
the new name was unveiled at a party for the

employees of the new Lagersmit. Why this new
name and company slogan?
During last summer (2014), the company
became independent, through a management
buy-out, from its previous owner - Royal
IHC, formerly IHC Merwede. With this new
independence, Lagersmit aims to focus once
again on its core business, which is the supply
of technically advanced sealing solutions for
ships, pumps and tidal turbines. The company
is proud to use its old name - Lagersmit,
particularly as it has operated successfully
under that name for most of its rich history.
The new company slogan The Origin of
Sealing Solutions pays tribute to that history,
beginning in 1856, and to the companys
recent decision to focus exclusively on
sealing solutions.
Willem Steenge, CEO of Lagersmit
said, The new name and company
slogan underline the route we have taken.
Customers can rely upon trusted expertise,
familiar faces and the best possible sealing

solutions. Our R&D pipeline is well filled
and we are working together with various
customer groups to launch new products for
the markets we serve.
Lagersmit has been based in the Dutch
Alblasserwaard region since 1856, and has
one mission - to supply the most efficient and
effective sealing solutions for ships, pumps
and tidal turbines. Examples of applications
include seals for ships shafts, thrusters,
tidal turbines and pump shafts. From our
high-tech production facility, located in
Alblasserdam, near Rotterdam, Lagersmit
serves the world-wide maritime, dredging,
energy and industrial markets with highquality sealing solutions.
The companys network of offices, agents
and service stations covers the entire world.
In the summer of 2014, the company
became fully autonomous from its former
parent company, Royal IHC. Lagersmit is now
owned by its majority shareholder and CEO,
Willem Steenge, who has run the company
for the past 14 years, and by Rabobank
Participaties.
Van Oord contract for

Van Voorden
The pump casting at Van Voordens factory
During July last year (2014), Van Voorden

received an inquiry of the Van Oord to quote
price and delivery time for three pump casings
with ribs (a so-called rib shell) - dimensions of
4 m x 4 m x 1 m and a clean weight of 22,000
kg in steel. The first one had to be delivered
mid-November (Week 46); the other two pump
casings one and two weeks later.
A spokesman for Van Voorden said, We
received the purchase order at the end of week
29 - a critical note: we did not yet have the
pattern in our possession... The delivery time was
not the only reason this was a challenge, also
the melting weight of 30 tons in steel was one of
the larger ones we ever had to cast!
Despite the summer holidays and the
associated closure of three weeks, the pattern
makers pulled it off to have the pattern delivered
in week 36. The actual sand moulding started
in week 37. Very early in the morning - at
02:00 hours, the crew started melting so that
the furnaces were ready for casting early in
the afternoon. To melt this amount of steel,
four of a total six available furnaces were
required. The liquid steel had a temperature of
approximately 1,650C. By using two foundry
ladles simultaneously, Van Voordens team
of specialists had the pump cast within a few
minutes - an impressive performance!
This cutting edge example of casting was
repeated the week after for the second pump
and again one week later for pump No. 3.
After a cooling down period of several weeks,
the team could finally break out the first pump
casing, have it blasted and carefully remove
the feed and runner system. Then, the product
was in for heat treatment with temperatures of
approximately 1,000C to meet the material
requirements (quality and hardness).
Afterwards, the pump casing had to be
machined in our fettling shop - a tough job!
The final inspection of QC will ensure that
the finished product will meet the required
measurements and tolerances. In ten weeks,
the first rib shell was ready for delivery, that is
an absolute record! A week later the second
followed and as set out in the purchase order,
the third pump was ready one week after that.
Again a top performance by everyone involved,
from sales up to quality control.
The spokesmen continued, Our customers
worldwide are top of the bill in the shipping,
dredging, mining and offshore industry. Our
goal is to supply each and every client with
reliable and innovating products, which meet the
highest quality standards. To an important part
of our customers the dredging industry we
supply high quality products in various alloys of
wear resistant cast iron and iron steel qualities.
Think of pump casings, impellers and double
walled pipeline systems - the parts of the sandcarrying system on-board. They should be able
to handle the abrasive action of the materials
that are being dredged, for as long as possible
before the parts get too thin. The entire dredging
industry is part of our international clientele:
starting with pump manufacturers and ship
builders up to and including the end-user, for
example Van Oord.
Latest addition to DOP

range the largest dredge
unit available
The Damen DOP submersible dredge
pump range has been enlarged. The DOP
range now runs from the smallest possible
DOP150, fitting in any corner of a building
pit, to the impressive DOP450L doing some
4,000 m3 of mixture per hour.
The DOP submersible dredge pump is
a heavy duty pump designed to be used in
many dredging activities. It distinguishes itself
from slurry pumps or waste water pumps
by its robust design. The main part of the
The Damen DOP submersible dredge pump on test at the Damen Shipyard
DOP is a highly efficient, wear resistant

dredge pump fitted out with cast, easily
exchangeable parts. A key feature is the
large spherical passage preventing blockage.
The impeller shaft is directly driven by a
hydraulic motor through a gear box.
This direct drive makes the DOP450L a
compact unit. The stand-alone submerged
dredge pump only requires its hydraulic
power. The DOP can be powered by a
diesel-hydraulic power pack, or by an
excavator. Working attached to the excavator
boom plugged into its hydraulics makes a
simple plug and play dredger.
The DOP450L is the largest true dredge
pump which has been designed for
submersed use and can be transported and
mobilized easily as manageable unit.
Unique survey vessel

for special areas of
operation
Build us a survey vessel especially suited
for our area of operation, was the request
of the German Wasser- und Schifffahrtsamt.
No Limit Ships Shipyards has found a
solution for this special request. The No
Limit 1640 has been specially modified to
sail safely even under the toughest weather
conditions on both the shallow waters of the
Elbe and the stormy outer Elbe area.
This is definitely not a standard survey
vessel, says Piet Wierenga, general
manager of No Limit. The survey vessel for
the WSA-department Cuxhaven meets special
and even extreme conditions. To be able
to inspect the shallow waters and groynes
of the river Elbe, the draught is limited to 1

m. The strong and sturdy vessel can cope
extremely well with the strong currents, fast
rising and sometimes extremely high water
levels and the dangerous shallows of the
river. Furthermore the vessel has to withstand
the heavy seas, and the high and steep
waves, which frequently occur on the outer
Elbe. Thanks to special adjustments the crew
can make, even in these places, fully reliable
measurements. This 1640 is both strong and
steady.
Contrary to the standard 1640 the survey
vessel designed for Cuxhaven does not have
a deep-V hull. It is a deep-V with a flat keel,
explains Wierenga. Its so flat that the vessel
can even run aground without damage. The
rudders and the propellers are placed in such a
way that they can never touch the riverbed. Our
technical team has designed and constructed
everything in such a way that the draught of the
vessel never exceeds 1 m.
For the first time a No Limit has been
equipped with a nozzle. This is usually done
to increase the efficiency of the propellers,
but we have chosen this solution in order to
protect the propellers should the survey vessel
touch the riverbed. The efficiency increase is an
added bonus as well as the fact that a nozzle
contributes to a better course stability. Even the
cooling system of the engine has been changed.
A direct cooling combined with extreme shallow
waters can result in the penetration of sand in
the engine. To avoid this risk we have installed
an indirect box cooler.
No Limit not only meets all demands but
we have also done everything to meet all
the customers wishes. The typical tube for
instance is filled with foam, says Wierenga.
The advantage of this version is that it bounces
back more smoothly when mooring the vessel.
the Stickers Gat, built by No Limit Shipyards
Also at the clients request the front window in

the wheelhouse has been placed negatively to
minimize reflection. It goes without saying that
all windows are heated and equipped with a
polarisation filter.
The No Limit 1640 has been equipped
with hydrographical survey equipment of the
Norwegian company Kongsberg. To be
able to guarantee an optimal performance of
this equipment, we have worked closely with
Kongsberg. The navigation tests show that the
results are excellent. The two companies will
continue the cooperation after the delivery of the
vessel. The crew will be trained by us in order
to learn how to use the nautical equipment and
how to sail the No Limit. During this training an
instructor of Kongsberg will explain the operation
of the survey equipment.
No Limit in cooperation with Barkmeijer
Shipyards is now building two 22 m tenders for
the Dutch pilot services. These two vessels are
part of an order for seven tenders. At this moment
the order book is filled until the summer of 2016.
Wierenga is negotiating with several companies
at home and abroad about new orders.
Apart from building vessels in accordance with
the existing designs we are constantly engaged in
the design and development of new vessels and
auxiliary equipment, says Wierenga. We have
plans to build ambulance vessels and the design
of the No Limit 24 meters is almost completed.
Another development is the construction of a
special device to facilitate mooring at wind farms.
Up to now a wind mill has one ladder and,
regardless the circumstances, you have to moor
at that very spot. Our invention makes it possible
to approach the wind farm from any desired
direction. Although we are still at the designing
stage of this device, a lot of companies have
already shown their interest.
No Limit Ships B.V. was founded in 1996. Every

day about twenty professionals are busy with
the development, building and finishing of the
vessels. In the last five years the turnover has more
than doubled.
Barge Masters ambitious

growth strategy
motion compensated crane on the Kroonborg,

Wagenborgs new vessel which will operate in the
North Sea for maintenance work on platforms
of NAM/Shell. Barge Master recently ordered its
second T-700 platform and secured a fabrication
slot for delivery of the hydraulics for the third
platform.
Apart from the new platforms and cranes Barge
Masters R&D team are working on the roll out
of a motion compensated helicopter deck and
a motion compensated piling frame. Additional
motion compensation technology applications
may follow, building on Barge Masters expertise
and knowledge in motion compensated cranes
and platforms.
Martijn Koppert, CEO of Barge Master
comments, We are very pleased to welcome
Parcom Capital as new shareholder, further
enabling us to accelerate and serve our clients
with an increasing fleet of motion compensation
systems. We see an increasing demand in
the rental and sale of motion compensated
platforms and cranes. Broadening our group of
shareholders with Parcom Capital enables us to
leap forward in our ambitious growth strategy.
Piet-Hein de Jager, partner at Parcom Capital
said, We are very pleased to invest in such
an innovative and ambitious niche player in
the global offshore industry. With the current
management team and Frans van Seumeren as
co-shareholders we believe that this company
is well positioned to further benefit from the
growing demand for motion compensation
technology. We look forward to working together
with management in further developing and
expanding the company.
Frans van Seumeren comments, I have
great confidence in the future of Barge Master;
therefore I remain shareholder and will continue
investing in the company. The current growth
of RollDock and Roll-Lift, my main investments,
made me decide not to remain the sole investor
in Barge Master. With Parcom we have a
strong partner which is known in the industry.
PEM
Parcom Capital and the management team of

Barge Master announced today that agreement
has been reached on the participation of Parcom
Capital as majority shareholder and investor in
Barge Master Holding B.V.
Barge Master is active in the field of motion
compensation technology for the maritime and
offshore industry, compensating movements
of vessels from waves and thereby significantly
increasing the number of workable hours/days
of offshore vessels. Managing Director/founder
Martijn Koppert will continue to be CEO of
Barge Master. Frans van Seumeren who
invested in Barge Master in 2010 will
roll over part of his
current
stake and continue to
be involved with the
company.
Current projects of
Barge Master include the
piping bridge installation
for the Shell Malampaya
project, in which
Barge Masters T-700
multipurpose motion
compensated platform,
will operate, and the
Pic 20121217BargeMasterSupply.zip PEM
delivery of the new T-40
Benelux Dredge Contractors

DEME orders two
new vessels
Belgiums DEME has ordered two new vessels
serving the offshore energy market. Contracts
have been signed with shipyards La Naval
in Spain and Uljanik in Croatia to build
respectively the multi-purpose vessel Livingstone
and the self-propelled jack-up vessel Apollo.
Both vessels will be delivered in 2017.
The new jack-up vessel will join GeoSeas
current fleet of self-propelled jack-ups. It will be
equipped with an 800 t leg-encircling crane.
The vessel deck provides free area of 2,000
m with a load carrying capacity of 15 t/m.
The jack-up will be outfitted with 106.8 m long
trussed legs that allow her to operate in water
depths of up to 70 m. Apollo will have standard
accommodation for 90 persons on board
upgradable to 150.
The multi-purpose vessel Living Stone will join
DEMEs fleet of fall-pipe vessels servicing the
offshore energy market, which currently includes
the Flintstone, Rollingstone and Seahorse. The
vessel will be equipped with a fall-pipe system
as well as cable/umbilical loading & installation
facilities and will have advanced subsea
construction capabilities. She will be able to
accommodate 100 persons.
The new vessel has rock installation
capabilities and serves transport- and
installation projects as well as offshore power
cable and umbilical installation for amongst
others, interconnectors for the future European

supergrid.
Apollo is an installation vessel that will
also be deployed by GeoSeas subsidiary
EverSea, which is providing services to the
oil and gas industry with particular focus on
the installation, maintenance, rejuvenation
and decommissioning of platform facilities as
much as well intervention and well P&A (Plug &
Abandonment) activities.
Both vessels have been designed as green
vessels with dual fuel main engines, solar
panels and wind turbines on board, use
of biodegradable grease and oil and heat
recuperation, in order to operate them with the
lowest possible fuel consumption while also
keeping CO2 and NOx & SOx exhaust to the
strictest minimum. Both ships will have a Green
Passport and a Clean Design notation.
Two trailing suction

hopper dredgers
ordered by Van Oord
Hollands Van Oord has ordered two trailing
suction hopper dredgers with a hopper
volume of approximately 17,000 m3. Spains
Construcciones Navales del Norte S.L.,
LaNaval, will build the ships at its yard in Bilbao.
Both vessels will be delivered in 2017.
The order is in line with Van Oords
innovative investment programme and is part

of the replacement programme of older trailing
suction hopper dredgers. The new vessels are
a contribution to the further modernisation
of Van Oords fleet and mark the start of a
new generation of trailing suction hopper
dredgers. The dredgers will have a hopper
capacity of approximately 17,000 m3, a length
of 158 m and a width of 36 m. The vessels
will be equipped with two suction pipes with
submerged e-driven dredge pumps, two shore
discharge dredge pumps, six bottom doors and
a total installed power of 23,680 kW. They will
have accommodation for 38 persons.
These modern vessels will strengthen the
mid-class section of our hopper fleet. The
vessels are characterised by a large deadweight
in combination with a shallow draft, which
makes them very competitive in various markets,
including the market for coastal protection
projects, says COO Paul Verheul.
During the design phase, special attention
was paid to the energy-efficiency of the vessels.
The design includes several aspects which result
in substantial reductions in fuel consumption
and consequently a fall in CO2 emissions. The
vessels are being equipped with innovative and
sustainable systems and will obtain a Green
Passport and Clean Ship Notation.
Meanwhile, Van Oords flexible fallpipe
vessel Stornes has set a world record. During
a period of four weeks, Stornes placed rock in
water depths of up to 1,277 m. The Subsea
Rock installation works were executed in
An artists impression of DEMEs new jack-up
Benelux dredge contractors

relation to the development of the Aasta
Hansteen gas field and Polarled pipeline
in the Norwegian Sea. Recently Van Oord
completed the first phase of these record
subsea rock installation works, for energy
company Statoil. Van Oord will execute the
second phase in 2015. Then, rock will be
placed after the pipelines and templates
have been installed. Subsea Rock installation
activities are vital for the stabilisation and
protection of offshore pipelines, power
cables and other subsea installations.
Van Oord has also ordered a new cutter
suction dredger and a crew vessel from
Damen Shipyards Group in the Netherlands.
The dredger, named Ural River, is a
customised Damen CSD 650 with additional
safety and environmental features according
to specific Van Oord requirements. In April
2015, the vessel will be operational as
part of Van Oords dredging projects in the
Caspian Sea. The vessel has been built at the
Damen Yard in Nijkerk, the Netherlands.
Damen and Van Oord know each other
very well. In early January, Damen delivered
our cable laying vessel Nexus, which will
be operational in March 2015. Damens
expertise combined with Van Oord standards
will result in a fit-for-purpose addition to
our fleet, says Jaap de Jong, Director Van
Oords Ship Management Department.
Boskalis/Van Oord wins

JV project in Indonesia
Boskalis and 50:50 joint venture partner Van
Oord have been awarded a contract by
PT Muara Wisesa Samudra to design and
construct the artificial island for the Dredging
and Land Development Works for Pluit City
off the coast of Jakarta, Indonesia. The
contract carries a value of approximately
350m, (Boskalis share 50%).
The project involves reclaiming
approximately 160 hectares of new land
requiring in excess of 20m m3 of dredged
sand. Two jumbo trailing suction hopper
dredgers will be deployed for the dredging
and reclamation activities sourcing sand from
local borrow areas. Soil improvement and
rock revetment works also form part of the
project. Work will commence immediately
and the project is expected to be completed
in 2018. When constructed, the new
island will be used for both residential and
commercial purposes.
PRINCIPAL PARTICULARS

Length, o.a.
Length, hull
Width, overall
Total installed power
2,972 kW
Cutter power
700 kW
Dredge pump engine power
1,825 kW
Maximum dredging depth
Boskalis awarded
contract for Wikinger
offshore wind farm
Boskalis, in partnership with Volker Stevin
International (VolkerWessels), has been
awarded a contract by Iberdrola Renewables
Offshore Deutschland GmbH for the partial
construction of the Wikinger Offshore Wind
Farm in the German section of the Baltic
Sea. The work comprises the transport
and installation of seventy wind turbine
foundations and six offshore substation piles.
The contract carries a value of approximately
75m for Boskalis.
The Wikinger Offshore Wind Farm is
located 34 kms northeast of the island of
A Van Oord cutter dredger in action
59.70 m
49.30 m
9.47 m
18.00 m
Rgen and will generate a total capacity of
350 MW. Each of the seventy wind turbine
foundations consists of a four-legged jacket
and four piles that will be transported from
four different locations in Europe to SassnitzMukran in Germany by Boskalis barges and
anchor handling tugs and Dockwise semisubmersible transport vessels. Following the
transport from Sassnitz-Mukran to the wind
farm the piles will be driven into the seabed
after which the jackets will be installed and
connected to the piles.
The pile installation activities will be
executed by a Boskalis Giant barge with
a 1,000-t crane and the installation of
the jackets by the Boskalis 2,200-t Taklift
4 sheerlegs. The project is scheduled to
commence in the first quarter of 2016 with
completion expected in the fall of 2016.
Marine
ingenuity
Offshore Wind Projects

In just two words, marine ingenuity,
we express that we are passionate
Dredging
Offshore Oil & Gas
dredging and marine contractors

with a worldwide innovative
approach to meet your challenges.
Our people - who manage a
versatile fleet - specialise in
dredging, marine engineering
and offshore projects (oil, gas
and wind).
www.vanoord.com
Dredging and Marine Contractors
Benelux dredge contractors

Marlink VSAT services
chosen for complete
Van Oord fleet
Marlink has been selected to provide high-end
VSAT (Very Small Aperture Terminal) services
for the fleet of the international dredging and
offshore contractor Van Oord. The contract is
expected to include 30 vessels being supported
by Marlinks customised VSAT services by the
end of 2015.
Marlinks VSAT services have provided voice
and data connectivity services for three Van
Oord vessels as from June 2013. The company
is headquartered in Rotterdam and is a leading
contractor for dredging, marine engineering
and offshore energy projects. Their positive
experience of Marlinks service provision and
support was a key factor in selecting Marlinks
VSAT services for its fleet. The flexibility of the
VSAT service is unique, as it provides real
Committed Information Rates (CIR) and short
notice temporary bandwidth increases on
request.
The Marlink VSAT services will provide
operational benefits for Van Oord clients
requiring high-end connectivity services. This
is especially important for the clients in the
offshore/oil & gas segments, many of which rely
on advanced software and processes for safe,
efficient and environmentally friendly operation.
VSAT services will also benefit Van Oord, turning
all of its vessels into remote offices with high
communication QoS (Quality of Service) to
ensure voice and internet adapts to how much
bandwidth is available at any given time.
In its role as a Van Oords communication
One of Van Oords fleet
One of the KOTUG fleet
partner, Marlink is providing a number of Value

Added Services as part of the new contract,
such as support for Van Oord to run its own
VOIP services, making it possible for Van Oord
to integrate the voice services on-board their
vessels with their onshore voice service.
Marlink VSAT services meet Van Oords very
specific connectivity requirements for all their
specialised vessels. The difference now is that
we work together as partners where any Van
Oords challenge is considered as our mutual
challenge. We are proud to work strategically
with Van Oord on any needs or development
related to communication on board, said Ab
Argam, Sales Manager Benelux, Marlink.
Mergers and acquisitions

at Boskalis
Boskalis and KOTUG International have signed
a Memorandum of Understanding (MoU)
to merge their European harbour towage
operations. The companies will establish a
50/50 joint venture for this purpose, combining
the European harbour towage activities of SMIT,
a Boskalis subsidiary, with the European harbour
towage activities of KOTUG. This merger is
the concluding step in Boskalis strategy aimed
at establishing regional partnerships for its
harbour towage activities, as was previously
done through Smit Lamnalco, Keppel SMIT
and most recently SAAM SMIT. By joining forces
opportunities are created to achieve cost and
market synergies as well as a more efficient
capital structure.
The scope of the joint venture will encompass
the harbour towage operations of SMIT in the
Netherlands and Belgium and the harbour
towage operations of KOTUG in Germany,

the Netherlands and the United Kingdom. A
leading provider of harbour towage services
in northwestern Europe will be formed through
this combination. The joint venture will serve
11 ports in four countries with a fleet of more
than 60 tugboats. The total combined revenue
is estimated at approximately 150m and the
joint venture will not only result in operational
synergies but also significantly strengthen the
combined market positions.
Boskalis expects to free up nearly 100m in
cash from the proposed transaction, primarily
due to the refinancing of the activities. The
MoU will be implemented subject to customary
conditions, such as due diligence and regulatory
approval in the countries to which the joint
venture pertains, and in consultation with the
works councils.
Meanwhile, Boskalis has announced that
Smit Lamnalco, a 50% owned associate,
has substantially strengthened its position in
Australia through the acquisition of PB Towage
Australia (PB Towage).
PB Towage is the second largest player
in Australia with activities along the Eastern
coast stretching from Melbourne to the Cape
York Peninsula. Following this transaction,
Smit Lamnalco will be active in eight ports in
Australia with a total of 29 vessels offering a
combination of harbour towage, terminal and
FPSO-related services.
The acquisition follows the Boskalis strategy
to develop its position in the towage market
through partnerships such as Smit Lamnalco
and to grow through regional consolidation
opportunities. For Smit Lamnalco, this acquisition
will create opportunities to achieve market
synergies for its existing activities in the region.
PEM
New vessels
a new Engineering College, Supermarket,
Student accommodation, conference centre
and hotel. To crown the resurrection of the
area S&H group are building Ebbsfleet 1. A
road transportable split-hull multi-purpose work
vessel with the following dimensions:-
Ebbsfleet 1 principal particulars

Hull Length . . . . . . . . . . . . . . . . . 16.50 m
Overall length. . . . . . . . . . . . . . . 16.35m
Breadth moulded (each hull). . . . . 3.43 m
Breadth moulded (hulls connected). 7.00 m
Beam overall. . . . . . . . . . . . . . . . . 7.07 m
Depth moulded . . . . . . . . . . . . . . . 1.50 m
Load line draught . . . . . . . . . . . . . 1.10m
Nominal draught . . . . . . . . . . . . . . 0.75 m
Maximum displacement . . . . . . 107 tonnes
Deadweight. . . . . . . . . . . . . . . . 50 tonnes
Total installed power. . . . . . . . Twin 169 kw
Bollard pull . . . . . . . . . . . . . . . . . 5 Tonnes
The signing ceremony
BMT to provide support

Hong Kong Marine
Department
Nigel Gee added, We are also delighted to

have won this contract in conjunction with our
sister company in Hong Kong and look forward
to applying our expertise in high performance,
composite vessel design for this important
HKMD requirement.
BMT Asia Pacific and BMT Nigel Gee,

subsidiaries of BMT Group, have been
appointed to provide vessel design consultancy
services to the Hong Kong government.
The contract, let by the Hong Kong Marine
Department following a competitive tender,
includes provision for the design and
specification of up to seven new composite
patrol vessels for the Harbour Patrol Section.
BMTs extensive experience in the design and
specification of a wide variety of craft (GRP/
steel/aluminium alloy) and hullforms (monohull/
catamaran) delivered over the last decade was
key in securing the contract. Members of the
project team bring in-depth knowledge and
expertise in ship design, naval architecture
and marine engineering to support the
multidisciplinary nature of this project.
Richard Colwill, Project Director and
Managing Director of BMT Asia Pacific in
Hong Kong commented, Were very pleased
to be working with the Hong Kong Marine
Department and our UK based colleagues
again on a contract where we can assist in the
renewal of a key section of the local fleet, and
one pivotal to managing marine safety within
our busy port areas.
John Bonafoux, Managing Director of BMT
Ebbsfleet Marine plans

for the first ship from
Chatham after 30 years
In 2013 Ebbsfleet Marine approached Ian C

Darley, Naval Architect to draw up plans
for the first vessel to be built in Chatham
Dockyard for 30 years after the Navy pulled
out and thousands of workers lost their jobs with
the closure.
Chatham is currently undergoing a boost
with numerous regeneration projects including,
The new workboat to be built at Chatham
Classification UK Workboat Code

Category 2.60 NM from a safe haven
Scantlings
Lloyds Special Service Craft, G2A, Workboat
New KNRM lifeboat uses

Servowatch Systems
KNRMs next-generation lifeboat is a 35 knot
self-righting search and rescue vessel with an
aluminium hull and composite wheelhouse
with capacity for 125 persons. The hull design
is based on the Sea Axe bow, a hull form
pioneered by Damen Shipyards Group, Delft
University and Marin, and adapted for lifeboat
operations.
The vessel was delivered in April 2014
following the success of North Sea seatrials in
January, where the test crew confirmed that the
vessel outperformed her predecessor, the Arie
Visser class.
New vessels
The IPMS is built upon the latest
technology currently available utilising
as much commercially-off-the-shelf
(COTS) equipment as possible to reduce
the reliance on proprietary hardware
and keep costs down. At the heart of the
system is Servowatch Systems awardwinning WINMON software, which offers
multifunctional capabilities and a multiredundant operating platform for the crew.
And with duality of key operational sensors
and complete adaptability to changing
conditions the system has no single point of
failure.
The bespoke solution integrated aboard
the Nh 1816 is built upon a distributed
network-based arrangement of computers
and data input/output devices designed to
assist in the management, operation, control
and data recording (mission logging) of a
highly advanced search and rescue vessel.
The result is an ergonomically designed
wheelhouse of composite construction
capable of providing true multifunction
capabilities, including, navigation radar,
ECDIS electronic charting, internal
communications, external communications,
navigation data, mission logging, alarm,
monitoring and control.
All bridge components run on a Windows
8 platform, providing the possibility of a
future OS upgrade on the same hardware
platform and the integrated radar system
utilises the Transas 4000 series broadcasting
digitised radar to all connected workstations.
A Transas electronic chart system on each
work station provides individual operators
with full independent charting capability.
The integrated navigation sensor package
also includes direction finding, GPS,
heading, speed, water depth and AIS, whilst
the suite of integrated communications
system technologies include a capability for
multiple wireless headsets, incorporating VHF
and MF interfaces. Data acquisition control
units provide vessel wide alarm, monitoring
and control functionality.
For added security, the Servowatch scope
of supply included an integrated CCTV
monitoring and surveillance package
capable of broadcasting digitised video
to all workstations. Cameras with full pan,
tilt and zoom functions can be controlled
from workstations without the use of joystick
control.
All components located outside of the
Watertight Electronic Space (WES) have a
minimum rating of IP65, except for the LCD
and workstation input devices, which are
front sealed only, protected by the enclosed
The KNRM lifeboat in Heybridge
wheelhouse arrangement. Anti-condensation

and environmental controls monitor and
control the ambient temperature of the WES.
In addition to the Axe Bow, the Nh 1816
is outfitted with retractable fins abaft that
can be lowered for increased stability or
raised for enhanced manoeuvrability. In the
wheelhouse, state-of-the-art fully integrated
electronics permit real-time data exchange
for ship-to-shore communications. It is in fact
the extensive array of Servowatch Systems
integrated communications technology
that has not only placed this vessel in an
altogether different league but drove KNRM
to sail across a wintery North Sea to Essex
in order to bestow an award for excellence
on the companys Head of R&D, Stafford
Williams.
Stafford Williams received a special thank
you for his exceptional work on KNRMs
new, award-winning lifeboat, Nh 1816.
Roemer Boorgaard, the Chief Executive
Officer of KNRM, the Royal Netherlands Sea
Rescue Institution, sailed across a wintery
North Sea specifically to extend his gratitude
and present Stafford and his team with a
Statue of the Bronze Rescuer for their
specialist work on the project.
particular focus on feeding operations.

With a cargo carrying capacity of 15
tonnes, a Heila HLM 10-3s crane with
remote control and twin 2-tonne capstans,
the Meercat is well suited for lifting
operations and net handling. Considerable
focus has gone into creating a large, clear
snag free deck with ample use of flush deck
fittings and limited use of deck hatching.
Gideon Pringle, Farming Director at
Dawnfresh, said, This project has probably
been one of the most successful that I have
known in terms of accuracy and achieving
expectations.
New Meercat Managing Director Jason
Coltman commented, This is the 22nd
vessel built by the company and the first
under the new ownership. Again, we have
delivered the project on time and on budget,
underlining our growing role as a leading
supplier of small workboats.
Falls of Lora is the third Meercat built for
fish farming. The Meercat hull-form, clear
deck configuration, impressive payload and
plethora of equipment options have proved
to be ideally suited to handle the multitude of
tasks that fish farm management demands.
Sean Lydon, the business support
manager with Dawnfresh, added, Meercats
approach to this build was very professional.
They worked tirelessly with us to deliver a
vessel to an agreed specification and exactly
on time. This craft will be used to assist in
feeding operations across all our sites on
Loch Etive.
The aim of Meercats 15-strong workforce
is to expand the companys product range
to include barges, canal tugs, bigger Class
approved workboats and aluminium builds
for wind farm support. Parent company
Burgess is currently building three 25 m
aluminium wind farm support vessels for
Mainprize Offshore at Portchester. PEM
Meercat delivers first

workboat under new
ownership
Meercat Workboats has delivered its first vessel
under the umbrella of new owners Burgess
Marine with the hand-over of a 14 m workboat
to Scottish fish farming specialists Dawnfresh
Farming. Meercat completed the steel build,
named the Falls of Lora, at its facilities in
Portchester, Hampshire, and the vessel is now
in operation at Dawnfreshs trout farming
operation on Loch Etive, where it is being
used for general fish farm maintenance with a
Falls of Lora is now in operation with

Dawnfresh Farming
Dredging
The Arthur Kill canal will be dredged
GLDD wins two major contracts

Great Lakes Dredge & Dock Corporation (GLDD), the largest provider
of dredging services in the United States and a major provider of
environmental and remediation services, has announced the receipt of
two awards for projects along the New Jersey shore with an aggregate
value of over US$185m, with additional options still to be awarded
valued at over $25m, and a deepening project in the Arthur Kill Channel
located between New Jersey and Staten Island valued at over $25m.
The New Jersey shore projects will provide risk reduction to coastal
regions and reduce impacts from future storms. The projects are being
funded by the Super Storm Sandy Supplemental Appropriations Bill that
was signed into law in the wake of 2012 Super Storm Sandy, which was
one of the costliest coastal storms in United States history.
The Great Egg Harbour Inlet to Townsends Inlet, NJ award, valued
at $58m with potential options still to be awarded of $10m, includes
dredging 1.2m m3 of sand from an offshore borrow area and pumping it
to shore to create berms and dunes along 16 kms of beach. This stretch
of the coast includes Ocean City, Uppertownship and Sea Isle. The
second award, Long Beach Island / Barnegat Inlet to Little Egg Harbor
Inlet, includes dredging over 6.1m m3 of sand to build berms and dunes
across a 1.9 kms stretch of coastline. This award is valued at $128m,
with over $15m in options still to be awarded. Great Lakes will mobilise
multiple dredging vessels to complete these projects.
Super Storm Sandy caused great destruction along the East Coast of
the United States. The berms and dunes that Great Lakes will build will
help to fortify the coast, protect the communities along the New Jersey
shore and reduce future damage. Throughout Great Lakes 124 year
history, we have completed dozens of projects along the coast of New
Jersey and are pleased to be working under contract with the Philadelphia
District Corps of Engineers to perform this critical work. We acknowledge

the important role that the State of New Jersey has played in facilitating
and funding these projects. We are also hopeful that the attention on
coastal damage from Super Storm Sandy will bring a national, long
term commitment to the need for investment in coastal protection.
Robust coastal protection systems that are constructed appropriately
and consistently maintained are the best solution to lessen the impact
of coastal storms, David Simonelli, President of Dredging Operations,
stated.
The $25m award for the Arthur Kill Channel Navigation project involves
deepening the channel between Staten Island, New York and Union
County, New Jersey from its existing 10.668 m depth to a depth of 12.19
m. The work involves the excavation of silt, glacial till and red shale rock
requiring subaqueous drilling and blasting.
Mr. Simonelli commented, The Arthur Kill Navigation Channel is
critical for vessels calling at the Port of New York and New Jersey. We look
forward to working with the New York District Corps of Engineers and The
Port Authority of New York and New Jersey as it continues to execute its
master plan to deepen the port to 15.24 m.
The deepening of the Arthur Kill Channel will be the final milestone
achieved in the overall Harbour Deepening Project. Great Lakes has
been awarded or participated in more than 14 projects since the plan
to deepen the Port of New York and New Jersey to 15.24 m began. The
Company has proudly played a major role in the development of the Port
of New York and New Jersey since 1910.
These projects were identified in the third quarter 2014 earnings press
release as domestic projects on which Great Lakes was low bidder in
October. Having subsequently been awarded them, the Company will
include them in backlog going forward. The Company continues to await
the formal award of a project identified in the third quarter 2014 earnings
press release valued at $35m, with additional options valued at close to
$7m. PEM
Super Storm Sandy caused great

destruction along the East Coast of
the United States. The berms and
dunes that Great Lakes will build
will help to fortify the coast, protect
the communities along the New
Jersey shore and reduce
future damage.
Projects
Ian Nash
IE offers tank repair option

Tank farm operators face a number of challenges when it comes to tank
maintenance and there is growing concern that substandard storage tanks
at sites in various parts of the world are leaking small but steady streams
of hazardous and possibly toxic liquids into the underlying substrate in
tank farms and port storage facilities. Now, UKs Intelligent Engineering
(IE) is offering a repair option that can be undertaken anywhere in the
world.
Depending on composition, the sludge and residues which accumulate
on the corners and base plates of storage tanks, are highly corrosive. They
relate to components in many of the hydrocarbons and petrochemicals
that are stored at sites today. Often, the scale of the problem is impossible
to gauge because affected areas of tanks may be hard to inspect and
leaks into the ground under the tank may go undetected.
An internal pin-prick may be sufficient to allow two-way corrosion to
bottom plates which are attacked from above and, often, from a larger
area below. Steel repairs or reinstatement are often impossible from a fire
hazard point of view because of the fire risk associated with welding, and
decommissioning a tank for more fundamental crop-and-replace repair
is costly and involves time out of service. Yet decommissioning old tanks is
also expensive and time-consuming.
IE, which specialises in marine, offshore and civil engineering repairs
with its patented SPS Overlay system, offers an attractive option for the
repair and upgrade of older storage tanks and, in a recent floating aboveground storage tank roof repair, completed a 45 m2 reinstatement in
just six days. Now, the company is keen to expand its business in the tank
storage sector where there is growing concern that toxic pollution is going
unchecked at rapidly expanding facilities across the world.
SPS has been successfully used in a number of in-situ FPSO
applications, notably internal tanks, whilst units have remained in
production offshore. Repair strategies based on SPS are proving
increasingly popular, says Ian Nash, IEs Business Manager with
responsibility for offshore and marine applications, because they are non-
disruptive, fast, and can be completed without hot-work. However, similar

land-based projects are usually more straightforward, he says, because
they do not need to be carried out in a hostile marine environment.
SPS, a patented technology approved by international classification
societies, uses existing corroded or worn plates as one side of a steel
composite panel which consists of a new top plate and an elastomer
core. IE claims that the resulting composite is as strong, or even stronger,
than the original structure. Existing corroded plates are hydro-blasted and
cleaned, and since welding is not possible, perimeter bars are attached
using industrial strength adhesives before a new top plate is put in place.
The resulting cavity is pumped full of elastomer to create a new flat, leakproof surface which cannot be corroded from underneath.
The elastomer itself, developed jointly with Germanys BASF, is a twopart system which is injected into the void between the two plates. The
two chemicals react within about ten minutes to form a solid core which
permanently bonds with the two plates. It is fire-proof, extremely strong
and has a range of other qualities which are particularly relevant in
marine and offshore applications.
However, Nash says that in all applications, the SPS system is much
faster than conventional repairs, and the fact that it can be carried out
without hot-work offers a broader range of applications. SPS has been
successfully used in a wide range of civil engineering repairs and new
build applications including bridges, flooring in high-rise buildings and
sports stadia.
ABPmer helps optimise Hornsea

cable burial
ABPmer has been contracted by Cathie Associates to assess sediment
mobility along the export and infield cable routes of two sub-projects
within the Round 3 Hornsea offshore windfarm zone. To help Cathie
Associates Ltd establish the required cable burial depths, ABPmer
reviewed detailed survey data to assess the potential for future changes in
the profile of the seabed along the cable routes.
Bill Cooper, Managing Director, ABPmer said: We were delighted to
be awarded this contract. ABPmer has provided specialist consultancy
services to the majority of offshore wind farm developments around
the UK.
Of particular relevance to this study is our work on seabed mobility
across a range of scales, including the behaviour of sandwave features.
BMT completes work for Hong Kong

and Samalaju
BMT Asia Pacific, a subsidiary of BMT Group, has announced the
completion of The Strategic Development Plan for Hong Kong Port 2030
on behalf of the Hong Kong Government. The Study is a key element in
guiding local port development policy and planning investment for the
future.
Following an in-depth review of the containerised cargo market in Hong
Kong, BMT developed a plan to enhance the competitiveness of Hong
Kongs port sector via a series of staged improvements to the existing
container terminals and facilities, through the allocation of more berths,
barging sites and back-up land.
We want to make sure we spend money wisely. Considering global
shipping trends affecting Hong Kong, as well as the capital costs
Projects
associated with various development options, the most viable path for
meeting the future growth anticipated over the next 15 years is clearly to
focus enhancements on the existing container terminal facilities, notes Dr
Richard Colwill, Managing Director of BMT Asia Pacific.
Growth in container throughput is expected to continue in
the coming years, but with a greater proportion coming from
International/Regional transhipment, and more frequent calls from
mega vessels. Measures currently underway, such as channel
dredging, together with the development steps set out in our study can
ensure that Hong Kong is capable of supporting this trade growth well
into the next decades.
BMT Asia Pacific led a consortium of port specialists who forecast
market demand, productivity and capacity of port facilities, as well
as the regional competitiveness of Hong Kongs port sector. The
study involved extensive consultation with key industry stakeholders,
including terminal operators, midstream operators, shipping lines,
river trade operators, truck operators, shippers and consignees.
Director and Chief Economist of BMT Asia Pacific, Dr Simon Su
added, BMT is honoured to have been involved in a study so vital to
Hong Kongs future port development. As Hong Kongs neighbours
in the Pearl River Delta make significant headway in the port sector, it
is crucial that HKP continues to evolve and upgrade along the value
chain. We believe that the HKP2030 study outlines the most rapidly
deliverable, sustainable and cost-effective solutions to achieve this.
BMT has also been awarded a contract to provide design expertise
for an advanced bulk-material handling system for the emerging port
of Samalaju in East Malaysia. BMT is a leading international design,
engineering, science and risk management consultancy.
Samalaju Port is being developed by Bintulu Port Holdings Bhd as
part of the Sarawak Corridor of Renewable Energy at an investment of
approximately US$550m. Companies involved in silicon, manganese,
aluminium, ferroalloy, phosphate and coke processing have been
drawn to the area to benefit from the cheap energy available. As the
technical advisor, John Parker and the BMT team will be involved in
supporting the Main Contractor, Muhibbah Engineering (M) Bhd, in
the design,
construction and commissioning of the conveyor systems facilities
package for the port development.
Phase 1 of the project includes one pipe conveyor approximately
2,000 m long dedicated to handling Alumina, 13 conventional
conveyors making up three import systems for a range of materials,
three stockyards, three stackers and a control centre for the whole
plant. BMT will provide technical assistance, auditing of the
final design of the plant, and support during the installation and
commissioning of all the systems.
Dr. Mark Yong, one of BMTs Business Development Directors
in the Asia-Pacific region commented, As a native of Sarawak,
Im particularly proud that BMT is involved in this project, a unique
combination of BMTs technical skillsets and value being applied to
the economic development of the State. We also view this project as
another key milestone in the long-term relationship between BMT and
Muhibbah Engineering.
Port of Amsterdam International

embarks on Benin venture
Port of Amsterdam International (PoAI), the Ports international
division, has been contracted by the Netherlands Embassy in Benin to
The Port of Samalaju in East Malaysia
help revitalise the Port of Cotonou in the West African nation of Benin.
The objective is to deliver a master plan and an implementation plan
to renovate and restructure the port. PoAI will be supervising the
project.
Already serving as a major West African port, the Port Autonome
de Cotonou (PAC) has the potential to develop into a regional hub.
Transhipment currently exceeds 6m t annually, with the port looking to
raise these volumes to around 20m t. Besides serving Benin itself, the
port also supports several neighbouring countries, including Nigeria,
and is also the closest port for countries such as Mali, Niger and
Burkina Faso. The Port of Cotonou, currently accounts for 60% of
GDP and vitally
important to the Benin economy, is held back by outdated facilities,
major congestion problems and a shortage of quay space and is
unable to achieve its growth objectives in its current condition.
PoAI will assist the Netherlands Embassy in developing a strategic
master plan in conjunction with an action plan and technical
specifications for the ports renovation and restructuring operation
PoAI will be sharing its expertise and assist with the organisational and
technical structuring, monitoring, quality control and support onsite,
in which it will be working closely with its network of Dutch and other
international partners.
PoAI Director Gert-Jan Nieuwenhuizen, This project will eventually
result in a master plan and implementation plan that will transform
and restructure the Port of Cotonou in order to facilitate its growth
and drive the Benin economy. PoAI is focusing on West Africa on
account of its existing trading relationship with this region. Port of
Amsterdam is a major cocoa port that receives very large volumes
of cocoa shipments from West Africa. Once Benins infrastructure
has been upgraded, it will become easier to increase the speed and
efficiency of the ports cargo transhipment.
Projects
software for asset integrity management at the Ineos Manufacturing
Belgium NV plant in Antwerp.
Synergi Plant software is a systematic and cost-effective inspection
programme which can tailor inspection efforts on high-risk areas thereby
eliminating unnecessary work. This provides huge benefits to the user by
improving safety, reducing costs and achieving optimum plant reliability
and availability.
Are Fllesdal Tjnn, managing director, DNV GL Software says, DNV
GLs Synergi Plant software solution gives our customers the confidence
that their inspection programmes are risk-based, optimised and controlled
to ensure their plants are operated safely and efficiently.
Johan Beerlandt, Ineos Manufacturing inspection team leader adds,
We are very pleased with the user-friendliness of Synergi Plants webbased interface. Combined with the RBI software we can look to the future
with confidence concerning the integrity of our installations.
Synergi Plant software is a comprehensive management tool to allow
proactive asset integrity management, focusing on data management,
inspection and risk management of process plants and offshore units.
The risk-based inspection (RBI) module in the software uses qualified
or quantified measures of risk to prioritise and manage the efforts of
an inspection programme. Synergi Plant will be configured to Ineos
Manufacturings individual inspection requirements and existing process
workflow. DNV GL will provide full training and support to enable the
company to easily maintain the system.
Ineos brings DNV GLs Synergi

software to Antwerp
Ineos, one of Europes principal petrochemicals producers, has awarded
a significant contract to DNV GL to provide installation,
configuration, training, testing and commissioning of Synergi Plant
The Nordic Bahari
Nordic Maritime announces new 2D

seismic survey contract
Are Follesdal Tjonn
Nordic Maritime has been awarded the contract to provide 2D seismic

survey work in Indonesia by MultiClient Geophysical. This survey began in
December 2014 and will take approximately 60 days to complete.
The vessel to undertake this contract will be the Nordic Bahari and
the survey will consist of two parts - a regional long offset programme of
a minimum 1753 km offshore Lombok and a smaller programme of a
minimum 1,014 kms offshore East Sulawesi.
Nordic Maritimes Executive Director, Kjell Gauksheim said, We
are delighted to announce this new contract from MCG just before the
end of the 2014 for our vessel, Nordic Bahari. With our established
track record in successfully completing similar projects, our client can be
assured of our professionalism and high quality standards in servicing
them. We look forward to acquiring more of such seismic surveys
contracts in the coming year.
Projects
Port of Houston Authority Selects LAN
The Port of Houston Authority (PHA) has selected Lockwood, Andrews &
Newnam, Inc. (LAN) to design Phase 1 of a new rail line to the Bayport
Terminal. The project, which involves design of approximately 6,500 linear
feet of primary rail line, will extend the existing Union Pacific Rail Corridor
along State Highway 146 into the facility.
The project represents the initial phase of the development of planned rail
service into the Bayport Intermodal Yard. At full development, three parallel
tracks will service the intermodal yard and are expected to handle as much
as 20% of the overall container volume through the Bayport Terminal.
The project will provide a number of significant benefits, including:
Creating more jobs for the local community.
Providing cheaper transportation of consumer goods.
Facilitating growth of the terminal as a regional conduit for
containerised cargo.
Enabling removal of trucks from the highway by transferring a
portion of the container volume to rail. This will improve the
regional air quality and highway safety by taking trucks off the
road.
Expanding the market potential for import and export of
containers through the Port of Houston.
The Port of Houston provides a tremendous benefit to the local, state
and national economy, said Ty Thomas, P.E., LANs vice president. We
are pleased to continue our long history of service to the Port Authority
and partner with them to make their vision of providing rail service into the
Bayport Terminal a reality.
The project will cross three state highways using quiet zone systems. PHA
and LAN will coordinate with local community partners to make the project
as community-friendly as possible through the implementation of quiet zone
rail crossings, and potential installation of sound walls. The project will
be constructed in concert with a separate project to build a 20-foot high
sight-and-sound berm that will help shield the rail line from the adjacent
communities.
The project also will involve modifications to rail tracks serving an existing
industry and add two potential new industry service tracks. Other elements of
the project include pipeline and utility crossings and associated adjustments,
analysis and mitigation of floodplain impacts to a regional drainage corridor,
stormwater analysis and new culvert crossings of regional drainage systems,
crossing and partial filling of an existing private detention pond, and design
of the overall railroad drainage system. The design of the US$13.8m project
will be completed in mid-2015 with construction starting later in the year.
The Sykes pumping equipment in action at the marina
and Environment Agency best practice, which had successfully dispersed the
mud and silt downstream. However, the operation had required dismantling
of much of the marina to enable a large barge and pontoon to access the
site, making it both expensive and disruptive.
For the most recent water injection operation, W.Trout & Son chose to
purchase a small barge instead of bringing in a specialist and, having
secured the correct environment agency and harbour authority licenses,
turned to Sykes Pumps for help with specifying a suitable pump for the
operation.
Following a site visit, Sykes Pumps specified a Sykes MH100 diesel selfpriming high pressure pump which delivers a pressure capability of 3-8 bar
and flow rates of up to 100 litres/second. The pump was installed onto the
barge and was used to draw water out of the marina, forcing it down two
sets of two inch discharge lines connected to lightweight steel tubes resting
on a scaffold platform. The steel tubes were used to aim the water at the silt
bed, using the scaffold as a support, enabling the marina team to jet water
out in a fan shape, thus dispersing the silt.
Mark Trout from W. Trout & Son said, Thanks to the combination of
the pump and dispersion rig on the barge, we were able to manoeuvre
the equipment to the areas of high sediment quickly and easily, without
dismantling any of the moorings.
It meant that we could complete the project within just four weeks
two weeks ahead of schedule, which meant less disruption for our clients
and a more cost effective approach for us. Sykes Pumps gave us great
technical support from the outset, which ensured that we had a suitable
pump to do the job effectively. Well definitely opt for this approach in
the future. PEM
Sykes Pumps helps Devon marina

A marina in south Devon has saved time, money and disruption during
routine dredging thanks to a pump hire solution from Sykes Pumps. The
marina at W.Trout & Sons boatyard south of Exeter attracts pleasure craft
owners to its picturesque location on the Exe Estuary. The tidal estuary
location, positioned where the river slows and widens, is an ideal spot for
the cruisers and sailing boats but it is also prone to silt and mud deposits,
particularly after periods of heavy rainfall.
Mud and silt build up can prevent the boats from being able to float in
the marina so the sites management team need to carry out dredging every
three/five years, depending on rainfall levels. Previously the company had
brought in a water injection dredging specialist, in line with Natural England
The Grade 316 stainless steel bars at Withernsea
Companies
New subsidiary for
Schottel
Germanys Schottel has founded a new
subsidiary - Schottel Hydro GmbH. The new
company will incorporate Schottels hydrokinetic
energy business. Schottel Hydro comprises
activities in three segments: hydrokinetic turbines,
semi-submerged platforms and components,
such as turbine hubs and drives. Schottel Hydro
is located in Spay, Germany, while around
100 Schottel sales and service locations ensure
customer proximity worldwide.
Schottel hydrokinetic turbines are lightweight,
yet robust instream generators, with a rotor
diameter between three and five meters.
Depending on the current velocity, one turbine
produces between 54 and 70 kW rated, gridready electric power. Higher power demands
are met by combining several turbines in one
installation. Each of the turbines is connected to a
frequency converter feeding into a common DC
bus installed on the tidal platform. The turbines
can be implemented in rivers, sea straits and
tidal races offshore in jetty, semi-submerged or
submerged platforms in varying numbers. Even
the installation at sites with restricted water depth
is easy due to the small size of the turbines.
Together with the subsidiary TidalStream
Ltd., Schottel Hydro offers the semi-submerged
floating platform Triton. Triton platforms can be
adapted to host turbines of different designs and
sizes. Effective use of tidal energy in water depth
up to 90 m and a generating power of up to 10
MW in a single installation are feasible.
The platform is attached to a gravity-base,
drilled pile or pinned frame anchor point. A
universal joint allows the platform to align to the
direction of the flow. Buoyancy is provided by
two spar buoys which hold a variable number
BMT Surveys has extended its ISO accreditation
of cross arms. The turbines are mounted on

the cross arms. The platform is especially
maintenance friendly: The electronic system is
accessible in the spar buoys and by emptying or
filling of ballast tanks the platform easily switches
between operating and maintenance position.
This platform will be installed in 2016 in the Bay
of Fundy, Canada.
BMT Surveys London

Office Awarded ISO
9001:2008
BMT Surveys, a subsidiary of BMT Group Ltd,
the leading international design, engineering
and risk management consultancy, has
extended its ISO 9001:2008 accreditation to its
London office for the first time. The certification,
granted by Lloyds Register following a rigorous
audit, reinforces BMTs commitment to provide
quality products and services by:
consistently meeting or exceeding
customers expectations in quality and
performance
providing timely delivery to meet
customer requirements as well as
regulatory and statutory requirements
continuously improving processes and
systems.
BMTs London office is ideally located to
service the citys influential maritime insurance
market, providing support to P&I Clubs, owners,
operators, charterers, semi-governmental
bodies and many major shipping lines. As part
of the process BMTs Rotterdam office was also
audited to renew its certification.
ThyssenKrupp Elevator
remains on growth track
Shortly after the launch of the innovative
MULTI-elevator system from ThyssenKrupp,
the company laid the foundation for its test
tower in Rottweil, Germany. From 2016
onwards, ThyssenKrupp Elevators innovative
products will be tested within this tower,
which is emerging as a crucial element in the
companys global research and development
strategy.
In all, nine test shafts for future elevator
innovations will be ready for ThyssenKrupps
research and development department. Three
shafts, each of them with a height of 100 m,
will be dedicated to the new MULTI system.
Presented at the end of November, MULTI is
ThyssenKrupps latest offering of a new and
efficient transport solution for mid and high-rise
buildings. With this breakthrough, the longpursued dream of operating multiple cabins in
the same elevator shaft is made possible through
the application of linear motor technology of the
magnetic levitation train Transrapid. In a manner
similar to a metro system, the MULTI design can
incorporate various self-propelled elevator cabins
per shaft, running in a loop, thus increasing
the shaft transport capacity by up to 50%, and
making it possible to reduce the elevator footprint
in buildings by as much as half.
Soon the test towers foundation will be
established at a depth of approximately 32 m. A
total of about 30,000 m3 of excavated soil was
moved from the ground, which corresponds to
the water content of approximately 70 average
25 m swimming pools. The base plate is
approximately 2 m thick, consists of 680 m3 of
concrete and 100 tons of steel. By its completion,
the tower will weigh more than 50,000 tons, or
about the same as 250 adult blue whales. At
a height of 232 m, the tower will have its glass
viewing platform. This public observation deck
will provide a 360 view of the region around
Rottweil and is set to become an attraction for
tourists in Baden-Wrttemberg. In this sense,
the test tower is more than a functional building
for research and development. Designed with
sustainability and resource conservation in mind,
it represents ThyssenKrupps engineering expertise
while its shape evokes Rottweils medieval church
and defence towers. The interplay of height and
design will make ThyssenKrupps research and
development tower one of the most distinctive
buildings in southern Germany. ThyssenKrupps
investment in the test tower is more than 40m.
PEM
People
New Head of Risk
Management for BMT
Asia Pacific
BMT Asia Pacific, a subsidiary of BMT Group,
the leading international maritime design,
engineering and risk management consultancy,
has appointed Joanne Tse as Head of Risk
Management based in Hong Kong. The new
appointment will help support the regional
growth of risk consultancy services - principally in
the transportation and construction sectors.
Joanne will be actively involved in developing
and managing risk projects for our growing
client base. She brings more than 15 years of
experience in the rail industry specialising in risk
assessment and management, safety assurance,
and corporate/enterprise risk management.
Rejoining BMT after three years at Willis
Insurance Brokers, Joannes previous tenure
focussed on rail engineering projects involving
operational and construction project risks. She
delivered insurance, risk management and
technical services to 15 railway operators,
across Asia and worldwide. Additionally, Joanne
led underwriters in providing risk surveys to
hotel, resort and casino clients and extended
professional coverage to the oil refinery industry.
Joanne is actively involved in the wider risk
community. She is currently Vice Chairperson
of the IET Hong Kong Management Section
Committee and has acted as facilitator for
numerous risk identification workshops, as
well as providing strategic risk management
consultancy to the Hong Kong Government.
As a specialist qualified by The Institute of
Risk Management (IRM) in business continuity
and crisis management, Joanne is experienced
in disaster recovery consulting work in the
Joanne Tse
telecommunication and logistic industries.

Joanne is a Chartered Engineer. She holds a
Mechanical Engineering degree from the Hong
Kong University of Science and Technology
(HKUST) and an MBA from the City University of
Hong Kong.
Mr Robinson was appointed HRH the Prince

of Wales Ambassador for Business in the
Community in 2012 for his contribution to
raising aspirations of young people on Teesside
and increasing employment opportunities within
the maritime sector. In the same year the High
Tide Foundation was established and continues
to grow its activities for 2015 and beyond,
supporting the young people of Teesside.
BMT SMART Appoints

New Sales and
Marketing Director to
Drive Customer Focus
and Global Sales
David Robinson
MBE awarded to PE
ports CEO
David Robinson, chief executive officer of PD
Ports has been awarded an MBE in the New
Years Honours List for services to international
trade and the UK economy.
Mr Robinson was appointed chief executive
officer of PD Ports in 2006 after joining the
Company in 2002 as managing director of
Teesport, one of the UKs top three ports.
In the last 12 years, David has steered the
Company through some tough challenges
including a difficult recession, which was
compounded by the temporary loss of steel
making on Teesside. Under his direction,
PD Ports has continued to invest in both its
people and infrastructure, including a 16.7m
expansion of the Teesport Container Terminal
in 2011 and dedicated bespoke apprenticeship
programmes. In 2014 PD Ports committed a
further 30M to various projects to enhance and
expand the Companys operating platform.
I am absolutely thrilled to receive such an
honour. The UK ports sector has a critical role
to play in international trade and in attracting
inward investment to grow a stronger and more
sustainable economy. The North of England is
significant in this role and here on Teesside we
have a number of world class businesses and
highly skilled people doing a tremendous job.
We need to continue building on this good work
both regionally and nationally to provide a solid
platform for a sustainable and progressive future.
BMT SMART, the specialist fleet and vessel

performance company of BMT Group, has
appointed Martin Penney as Sales and
Marketing Director.
Martin has a Masters degree in
Engineering and has spent the last five years
at Eniram at the forefront of developing the
vessel performance and energy efficiency
market in the marine sector. Before that he
spent eight years in the aviation industry
bringing both safety/risk management
software and a logistics platform to market.
Martins role will involve capitalising on the
significant investment that has been made
on the SMART range of fleet and vessel
performance management software and
services. He will be in charge of leading and
developing BMT SMARTs global sales and
marketing teams and will bring his industry
knowledge to the BMT SMART board.
Peter Mantel, Managing Director of BMT
SMART says: Martins appointment moves
BMT SMART to the next level. With a firstclass product in the market, backed-up by
world-wide support across the globe, Martin
will help complete the jigsaw by focusing on
sales execution for BMT SMART as well as
being a powerful advocate for the customer.
PEM
Martin Penney
Lockgate
The CSCL Globe arrives in Felixstowe
Containerships - Big will get bigger

Container terminal operators who believe we may have reached the limit on ship sizes should reserve judgement. According
to sector experts at DNV-GL, the 20,000 teu barrier is likely to be broken this year and we could see mainhaul vessels on
the Asia-Europe route of up to 24,000 teu by 2018.
The 19,100 TEU CSCL Globe, with a length of 400 m and a breadth of
58.6 m, held the record for the largest container ship in the world during
December, but only for a few weeks. The 19,224 teu MSC Oscar was
scheduled to arrive in Europe on her first voyage from Asia in February.
Since 2000, DNV-GL statistics reveal that the world container ship fleet
has increased in number from about 2,600 ships to more than 5,070.
But, over that period, the average size of vessel has risen from 1,750 teu
to about 3,650 teu and is set to rise further.
DNV-GLs Jan-Olaf Probst, Executive Vice President, Business
Development, and an expert in the container ship sector, says there is
no technical reason why boxships should not continue growing in size.
Engines and vessel dimensions, he says, no longer impose the same
constraints as they used to, at least on the arterial route between Asia and
Europe.
The trans-Pacific and Atlantic trades are still constrained by
dimensions, however, because of the new beam restriction in the
expanded Panama Canal 49 m and air draft restrictions on the
approach to the Port of New York and New Jersey. Experts believe that
new panamax containerships of up to 14-15,000 teu will probably be the
largest ships capable of transiting the Canal in future.
Meanwhile, the Port Authority of New York and New Jersey is
spending $1.3bn to raise the height of the Bayonne Bridge above the Kill
van Kull Channel. Originally due for completion by the end of 2015, the
project has been subject to some delay and is now likely to be completed
in summer 2016. The new air draft limit will be 65.5 m.

The drive for size in mainhaul container ships is part of the on-going
quest to achieve greater economies of scale and drive down slot costs.
Much has already been achieved. Todays 18,000 teu vessels, with
various optimised systems, lower sailing speeds and smaller engines, can
compete effectively on slot costs with many ships in the 10-12,000 teu
range.
The CSCL Globe, for example, has a 56,800 kW electronically
controlled main engine which improves fuel efficiency by
automatically controlling fuel consumption in line with current speed
and sea conditions. According DNV-GL, which is classing her and her
four sister vessels, the ship burns 20% less fuel per slot as compared
with a reference 10,000 teu vessel. Further economies of scale are, of
course, possible but each ultra-large vessel requires vast landside support
and infrastructure which, at some point, may well not be economically
viable.
For port authorities, issues that may need to be addressed include
berth length and manoeuvring space. Although 400 m has been seen
as a nominal maximum for length, the use of stronger steel and thicker
scantlings in the upper deck could allow ships of up to 414 m. Breadth
is a cheaper and more effective dimension to alter, particularly at the
lower speeds for ship latest generation container ships are now designed.
However, at the worlds leading box terminals, crane outreach is not a
constraint. PEM
Contact Directory
Brokers
Dredge Builders
Dredge Components
INTERNATIONAL MARINE CONSULTANCY

Noorderlaan 79 bus 20, 2030 Antwerp, Belgium
Tel: +32 (0)3 226 26 10
Fax: +32(0)3 226 42 11
Email: info@imcbrokers.com
Web: www.imcbrokers.com
A family-owned brokerage firm offering:

brokerage of floating plant for inland, coastal and
offshore operations
international and domestic towage
supervision of offshore projects
heavy-lift consultancy
sale & purchase
DAMEN DREDGING EQUIPMENT BV

IHC MERWEDE HOLDING BV
PO Box 204
3360 AE Sliedrecht
The Netherlands
Tel: + 31 184 411555
Fax: + 31 184 411884
Web: www.ihcmerwede.com
Email: info@ihcmerwede.com
Dredge Components
Corrosion Prevention
WINN & COALES

(DENSO) LTD
Denso House, Chapel Road, London SE27 0TR, UK

Tel: 0208 670 7511
Fax: 0208 761 2456
Email: mail@denso.net
Website: www.denso.net
Products: Manufacturers of corrosion prevention
coatings and sealing products for use on buried,
submerged or exposed steel in aggressive
environments.

Edisonstraat 32
3861 NE
PO Box 102
3860 BA Nijkerk
The Netherlands
Tel: +31 33 247 40 40
Fax: +31 33 247 40 65
Email: info@damendredging.com
Web: www.damendredging.com
Dredge Builders
Edisonstraat 32, PO Box 1021

3860 BA Nijkerk, The Netherlands
Tel: +31 33 247 40 40
Fax: +31 33 247 40 65
Design and manufacture of tailor-made dredging
equipment as cutter suction dredgers, stationary mining
dredgers, trailing suction hopper dredgers, booster
stations, DOP submersible dredge pumps etc.
Dredge Instrumentation
Dredge Components
VANDEGRIJP INTERNATIONAL
GEAR SUPPLIERS B.V.
Rietgorsweg 11, PO Box 72

3350 AB Papendrecht, The Netherlands
Tel: +31 78 644 64 64
Fax: +31 78 644 64 65
Web: www.vandegrijp.com
Manufacturer of dredging equipment. Production
and sale of dredging-pipes and accessories.
Hire of pipes, bends, valves, split barges, pontoons
and hopper barges.
Dredge Components
Dredge Hoses
MACHINEFABRIEK L.
STRAATMAN BV
Lindtsedijk 54, 3336 LE Zwijndrecht

The Netherlands
Postal address:
PO Box 169, 3330 AD Zwijndrecht,
The Netherlands
Tel: +31 (0) 78 6125300
Fax: +31 (0) 78 6120044
Email: info@mfstraatman.nl
Web: www.mfstraatman.nl
www.quickreleasehooks.com
Contact:
Mr G (Gertjan) Strietman,
+31(0)6 505 86 475
Contact:
Mr G (Gideon) Hhle
+31(0)6 838 10 666
Specialist in designing and producing quick
release mooring and towing hooks and
dredging equipment such as bow couplings,
ball turning glands, ball joints, jet water
monitors and custom made specials.
Dredge Equipment
Edisonstraat 32
3861 NE
PO Box 1021
3860 BA Nijkerk
The Netherlands
Tel: +31 33 247 40 40
Fax: +31 33 247 40 65
Dredge Pipe & Hose
TRELLEBORG EDE BV
Knuttelweg 8
6718 ZD Ede
The Netherlands
Tel: +31-318-617112.
Fax: +31-318-615832.
Email: cees.de.neys@trelleborg.com
Web: www.trelleborg.com/infrastructure
Contact: Cees de Neys; Arsne te Beek
Dredge Builders
HOLLAND MARINE TECHNOLOGIES BV

Pompmolenlaan 13
3447 GK Woerden
The Netherlands
Tel +31 348 416075
Fax+31 348 410019
E-mail: info@HollandMT.com
Web: www.HollandMT.com
Contact: Jan W. de Wit
ELLICOTT DREDGES, LLC

1425 Wicomico Street
Baltimore, MD 21230, USA
Tel: +1 410 545-0232
Fax +1 410 545-0293
Email: sales@dredge.com
Web: www.dredge.com
Supply of dredge engineering and equipment packages

for THSD, Backhoes, CSD, WID and split-barges.
Dredging Contractors
DETLEF HEGEMANN DREDGING GMBH
ROHDE NIELSEN A/S

IHC HOLLAND BV
PO Box 1, 2960 AB Kinderdijk

The Netherlands.
Tel: +31 78 691 09 11
IHC HOLLAND BV

PO Box 1, 2960 AB Kinderdijk

The Netherlands.

Tel: +31 78 691 09 11
Nyhavn 20
DK-1051 Copenhagen K
Denmark
Tel: +45 33 91 25 07
Fax: +45 33 91 25 14
Email: mail@rohde-nielsen.dk
Web: www.rohde-nielsen.dk
Contact: Mrs Jeanette Rohde, MD
Arberger Hafendamm 16
28309 Bremen, Germany
Tel: +49 421 4107 201
Fax: +49 421 4107 299
Email: info@dh-dredging.de
Web: www.hegemann-gruppe.de
Maintenance dredging, reclamation works, aggregate dredging

and sand mining using trailing suction hopper and backhoe
dredgers. Charter of self-propelled split hopper barges. Specialising
in hopper dredgers suitable for shallow waters.
Working areas: coastal waters, river estuaries, harbours
and fairways.
Contact Directory
DUTCH DREDGING BV
Dr. Langeveldplein 11, 3361 HE Sliedrecht,

TheNetherlands
Tel: +31 184 411999
Fax: +31 184 411998
Web: www.dutchdredging.nl
Email: info@dutchdredging.nl
Contact: Ir. H.C. van de Graaf, Drs. C.J. van de Graaf
GREAT LAKES DREDGE & DOCK CO

2122 York Road, Oak Brook Ill
60521, USA
Tel: +1 630/574-3000
Fax: +1 630/574 2419
Email: WHHanson@gldd.com
Web: www.gldd.com
Contact:
Dave Simonelli, President Dredging Operations
Bill Hanson, VP, US Business
GULF COBLA (L.L.C.)
Jebel Ali Industrial Area 2

PO Box 5708
Dubai
United Arab Emirates
Tel: +971 4 803 7777
Fax: +971 4 880 4295
Email: gc-info@gulfcobla.com
Web: www.gulfcobla.com
Contact: Jan Joost Post
JAN DE NUL GROUP
Office, Dredging and Maritime Management

34-36 Parc dactivits Capellen
8308 Capellen
Grand Duchy of Luxembourg
Tel: +352 39 89 11
Fax: +352 39 96 43
Email: info@jandenulgroup.com
Web: www.jandenul.com
VAN OORD DREDGING

AND MARINE CONTRACTORS
HALL CONTRACTING
PO Box 519
Buderim, Queensland 4556
Australia
Tel: +61 7 5445 5977
Fax: +61 7 5445 1312
Email: mail@hallcontracting.com.au
Web: www.hallcontracting.com.au
Schaardijk 211
3063 NH Rotterdam
PO Box 8574
3009 AN Rotterdam
The Netherlands
Tel: +31 88 8260000
Fax: +31 88 8265010
Email: info@vanoord.com
Web: www.vanoord.com
DREDGING INTERNATIONAL NV
Haven 1025, Scheldedijk 30
B-2070 Zwijndrecht
Belgium
Tel: +32 3 250 52 11
Fax: +32 3 250 56 50
Email: Info.deme@deme-group.com
Web: www.deme-group.com
Dredge Equipment
VAN VOORDEN CASTINGS BV

Boosekamp 6
PO Box 67
5300 AB Zaltbommel
The Netherlands
Tel +31 418 571 200
Fax+31 418 515 790
E-mail: castings@vanvoorden.nl
Web: www.vanvoorden.nl
Contact: Erik van den Broek
DEMEs TSHD Charlemagne
Contact Directory
Dredging and
Marine Contractors
ROYAL BOSKALIS WESTMINSTER NV

Rosmolenweg 20
PO Box 43
3350 AA Papendrecht
The Netherlands
Tel: +31 78 69 69 000
Fax: +31 78 69 69 555
Email: royal@boskalis.com
Web: www.boskalis.com
Hoses
EDDELBTTEL +
SCHNEIDER GmbH
Hannoversche Str. 88
21079 Hamburg, Germany

Tel: +49 (0) 40-767 366-0
Fax: +49 (0) 40-767 36677
Email: hhesinfo@fluid.contitech.de
Web: www.e-s.de
ContiTech
Contact: Tamo Vlkner
Marine Drilling & Blasting
GREAT LAKES DREDGE & DOCK CO.

2122 York Road, Oak Brook Ill.
60521, USA
Tel: +1 630/574-3000
Fax: +1 630 574 2419
Email: WHHanson@gldd.com
Web: www.gldd.com
Contact:
Dave Simonelli, President Dredging Operations
Bill Hanson VP, US Business
WICKS
Jan Blankenweg 2
4207 HN Gorinchem
PO Box 3110
4200 EC Gorinchem
The Netherlands
Tel: +31 88 8265500
Fax: +31 88 8265510
Email: info@wicks.nl
Web: www.wicks.nl
ROCK FALL COMPANY LTD

Unit A1a Olympic Business Park
Drybridge Road
Dundonald
Ayrshire KA2 9BE
United Kingdom
Tel: +44 (0) 1563 851302
Fax: +44 (0) 1563 851063
Email: info@rock-fall.com
Contact: Colin Fergusson
Panama - First gate installed in Pacific new Lock
Ship Repairs
REMONTOWA Shiprepair Yard

Poland, 80-958 Gdask, ul. Na Ostrowiu 1
www.remontowa.com.pl
Contact:
Zbigniew Andruszkiewicz
tel.+4858 307 16 00
e-mail: Zbigniew.Andruszkiewicz@remontowa.com.pl
Contact:
Piotr Kubicz
tel.+4858 307 19 64
e-mail: Piotr.Kubicz@remontowa.com.pl
Royal IHCs Rotterdam facility
PEM
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and full
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go to the
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DEMEs Uilenspiegel at work in Panama
The new lock gates under construction

Van Oord Dredging Project

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Port Engineeing Management

Port Engineering Management

Port Engineering Management

Front cover: Van Oords HAM 317

and port industries. Port development around

ALAN THORPE EDITOR

Comment by Tony Slinn

A lot of equipment is needed and many people, De Bruin stated. At

Van Oord CSD HAM 218 on the Suez Canal

New Atlantic Locks mid-December, 2014

Global maritime trade, especially between Asia and the Americas,

Volume 33 Issue 6 Page 7

Viewpoint by Paul Bartlett

Today, the semi-automatic container terminal has 3.2 kms of

Jebel Ali container berths

However, according to local press reports, there has as yet been no

The new terminal in Venice

Royal Haskoning DHVs

Captain Antonio Revedin, Director of

designed low wash hull form minimising wave

New quay for cruise

Malm is strategically located for this type

New rail terminal

The CSCL Globe

at Teesport and follows on from the 16.7m

A model of the new Mayflower terminal

some 430 ship calls and 1.6m passengers

Marseille Fos unveils

international ro/pax services based in Marseille.

The container berth in Manila

News from Terex

Terminal Hamburg GmbH (Eurogate) for 15

Marmara, Turkey. The cranes were designed

News from Kalmar

eliminates the need for engine maintenance,

successfully grown its operations to service

Gdynia Container Terminal (GCT) in Poland

Volume 33 Issue 6 Page 15

delivery of the control systems of automatic

live equipment at the Kalmar

The HPSAR compound provided a much

Trelleborgs marine systems

being pushed against steel surfaces that

The Easydredge 2700 shortly after launch

Acquisitions by Royal IHC

Draught at international freeboard

Draught at dredging mark

Suction pipe diameter

market; and the acquisition of Dutch-based

Damen delivers offshore

The Damen Offshore Carrier (DOC) concept

Nexas electrical system

that left just 14 months for design, engineering

Deliveries from Damen

Volume 33 Issue 6 Page 19

The first Stan patrol 3007 for the Bahamas

as well as a pantry and mess room. Over a

Although Fugro Frontier is the third vessel to

The Fugro Frontier

Leading towage and salvage specialist

The Multi Cat 2712 is the second contract

in a variety of markets, such as dredging, towing

New dredge monitoring