donge flushing yard - shipyard de donge · shipyard was founded donge flushing yard introduction:...

DONGE FLUSHING YARD

Introduction:

“Donge Flushing Yard” (DFY) designs and constructs

dredging and port equipment. DFY has developed 6 major

standard product-types. “Macon Charter”, a sister company,

charters out dipperdredger/ backhoe-dredgers and other

equipment, such as offshore pontoons and splitbarges,

worldwide.

This combination of using and constructing equipment

improves the quality of our products since 25 years.

History:

DFY was founded in Raamsdonksveer, NL, around 1830 and

got its B.V. status in 1966, when the present owner took over

the exploitation. The yard started as a supplier and repairer of

small wooden row-boats and merchant sailing vessels.

Especially in the first years after the World War II, the repair,

rebuilding and enlarging of inland vessels was a rich field.

Since the 1970’s, the yard has concentrated entirely on new

construction and has succeeded in achieving its own place as

an independent dredging and port equipment supplier. 90% of

the production is exported all over the world and via existing

standard programme in New Zealand, Thailand, Turkey,

Portugal, India and the USA.

In 1977 a sister company “Macon Charter” was founded,

which deals with leasing and chartering dredgers and offshore

pontoons; the dredging experiences thus gained are integrated

in the design of present new tools. In 2000 a new, second

shipyard was founded.

Design and development:

All designs are done in-house and as most ships are standard,

extra emphasis can be laid on development.

Production programme:

In order to guarantee a reasonable price, a good delivery time

and a max. developed vessel with many standard parts, we set

up a standard range of:

1. Backacter Dipperdredgers

2. Self Elevating Platforms

3. Cranebarges and splitbarges

4. Drill barges

5. Truckboats

1

2

3

4

5

1. BACKACTER DIPPERDREDGERS

DFY developed the only standard building

programme for dipperdredgers. The different

types are adapted to the range of excavators,

working depths and to the specific site /

environmental conditions.

In 1977 an affiliated “Macon Charter” was

founded, which deals with leasing and chartering

dredgers including crew; the dredging

experiences thus gained, are integrated in the

design of present and new equipment.

As from 1977 till today, 80 classic dipperdredgers

with adapted “Mining machines” have been

designed and build by us and 200 charter jobs were

executed for main dredging contractors.

In all cases our dredging equipment is chartered

out with our own crew. Thus we have dredging

experience in-house.

In 2005, due to the technical problems and

incapability with especially the big classic “mining

excavators” we designed the one and only marine

excavator, the “Backacter”, of which about 20

units have been delivered.

Our designs have been standardised.

Nevertheless various options and special client

requirements are easily integrated in these designs

as practically any variation has been made before

in our many deliveries, e.g.:

Collapsible spuds for the passing of bridges,

increased stability, accessibility to lower

sheaves

Monohull or demountable.

Self-propelled or non-propelled, etc.

All products are delivered according class

requirements of e.g. “Bureau Veritas”,

“Germanischer Lloyd”, “Lloyds”, “ABS”, etc.

In 2005/2006, the design and production of the

“Backacter” series started. The development of these

“Marine-excavators” derives from more than 30

years in dredging with heavy, “classic”, mining

excavators world-wide.

With the development of the “Backacter”, being

world’s first “Marine dredging excavator”, the

performance of these specialized excavators has

much increased and optimized in terms if production,

penetration force, reliability, maintenance, etc.

Five “Backacter” types are available:

BA 1100, BA 900, BA 800, BA 700 and BA 600

BA 1100

The Backacter (BA) 1100 is the biggest and strongest marine excavator in the world. Its own weight is

about 525 tons, not taking in account the weight of its powerpacks which are positioned inside the hull.

On the photos, the BA 1100 dredging is shown with a 18 meter monobloc, 6.5 meter stick and a 25 m3

SAE bucket. The maximum dredging depth with this attachment is about 18 meters.

Other attachment combinations are :

Boom 18.00 m, Stick 10.5 m, Bucket 20 m3 SAE,

max. depth about 22.00 m







BA 900

The BA 900 is one of the biggest and strongest marine excavator in the world. Its weight is about 380

tons, not taking in account the weight of its powerpacks which are positioned inside the hull. On the

photos, the BA 1100 dredging is shown with a 18 meter monobloc, 6.5 meter stick and a 25 m3 SAE

bucket. The maximum dredging depth with this attachment is about 18 meters.

Other attachment combinations are :







Other attachment combinations are also possible.

Since 30 years the dipperdredger design has been standardized into several types. For

example, the D-type and S-type of dipperdredgers are the biggest available type and both

are suitable to work at sea. DFY designs and builds them in such way that its structural

elements and lifting systems can suit such demanding environment, also on the long run.

DFY has adequate understanding of the conditions which can occur in a real-live dredging

operation. Our designs are based on these experiences, instead of merely on the basis of

calculations / the drawing office. Some conditions that can occur are:

What can this kind of

“dipper” cope with,

when it gets tough?!

DFY’s affiliated charter

company “Macon Charter”

executed approx. 250

dredging jobs with this

kind of heavy equipment,

enables us to show you

some examples:

SURVIVAL CURRENT

Project: Penarth, near Cardiff, UK,

in an area where currents of 12

km/hr exist. Here tidal levels vary

till 13 m.

In this area we dredged a trench in hard

limestone. It has to be considered that

the tug cannot hold the dredge in such

extreme, transverse, directed currents!

Nevertheless the spuds were to be put

down on the seafloor, imagine the

stresses the spuds had to cope with.

Project: Cape Lambert, Ore-loader

cleaning, 2 km. offshore

Suddenly in Australia swell can and

came up as high as 5 m.

The S1-type dipperdredger “Obscured

By Clouds” proved able to cope with

these waves, while lifted to its max.

and standing on the ends of its 30 m.

legs. Green seas came on deck and the

barge was jumping as high as 6 m up

and down.

WAVES PENETRATION

Project Aveiro, Portugal

About 20 tons weighing “Tetrapods” had to be dredged in

the surfzone. Long, high waves caused problems, but no

damage to the dredge.

Project: Barcelona, Spain 2008

The BA 1100 performing a demolishing job breaking and

removal of concrete caissons. The breaking up of caissons

is however no normal dredging practice.

2. SELF ELEVATING PLATFORMS

For the offshore industry, we offer a

standard range of self-elevating

platforms (S.E.P.).

The engineering, drawings and

construction of our S.E.P.'s are done by

ourselves, in accordance with the latest

technical insights and classed in

conformity with the latest rules for

Offshore Platforms “Bureau Veritas”,

“Germanischer Lloyd”, “ABS”, etc.

Traditionally S.E.P.' s were elevated by

hydraulic cylinders. As a hydraulic

cylinder system has many

disadvantages, we designed a system

which operates with hydraulic winches

in combination with a wire-rope-

reeving-system.

The design is similar to the spud design

of our -standard- large dipperdredgers.

Winches are placed below deck e.g. to

keep a clear, spacious deck.

In 2001, the engineering started of

the first big S.E.P. for our client

"Mammoet", dim. 90 x 33 m., which

is jacked- up and down by means of

our standard winch-wire rope

principle.

Besides the engineering of the legs,

the construction of these legs, its

legcans and accommodation was

done.

The diam. of the legs is 3.5 m.; some

of the biggest square legs ever build.

An even bigger (dimensions: 112 x

32 x 7.5 m.) and self-propelled

S.E.P. was engineered by “De

Donge” for an English client.

Model impact tests were executed at

the Dutch “Marin” institute, which

proved that our design can lift out

and into the water while coping with

2 m significant waves, which raises

considerably the number of days

such S.E.P. can be operational.

3. CRANEBARGES & SPLITBARGES

The design and construction of cranebarges and

splitbarges is also one of our specialities.

E.g. In 200 we delivered the Kee 315 for the

Harbour Authorities of Keelung, Taiwan.

This self-propelled, spudstabilised cranebarge,

equipped with a 150 tons “Amclyde” crane, is

used for dredging and salvage operations.

The 150 tons crane is mounted on a 15 m. high

pedestal.

“Donge Flushing Yard” has one of the most

modern Yards in The Netherlands.

All work is done under cover and with max.

efficiency: 3 gangway cranes of in total 192 tons!

assemble the ship sections and other parts on the

covered slipway.

A vessel of max. 4000 tons can be pulled out of

the water.

A large number of splitbarges has been

delivered over the years in all kinds of shapes

and sizes. E.g. we designed / build splitbarges

ranging from 100 m3 to 5000 m3 (worlds

biggest).

4. DRILLBARGES

In 2003 DFY received an order of the “Panama Canal

Authorities” (PCA) for the delivery of a drilling

platform which is foreseen to execute the drilling and

blasting for the widening of the Panama Canal.

A special drillbarge was designed with the objective

to create the most modern and best drillbarge in the

world, named “Baru”, which is in many aspects

improved than the drillbarge “Thor” also owned by

the P.C.A. which dates back from the 1960’s.

We mention the following key features:

The barge can be lifted out of its floatation by

means of its 4 spuds which are operated by

hydraulic winches, thus the barge can continue

drilling while seaships pass inside the canal.

The barge has 4 drilling towers which can be

shifted alongside the barge as well as outside the

barge ! The latter is done by hydraulic cylinders.

Thus an optimal drilling pattern can be delivered

with minimal repositioning of the barge / time

consumption.

In cooperation with the Panama Canal

Authorities and our drill tower supplier

“Klemm” a new drilling technique has been

developed which minimizes the time and effort

inwhich a hole can be delivered.

Often can one observe how much time is lost

during a dredging operation due to inefficient

drilling and blasting. This is often primarily

caused by the fact that the present drilling and

blasting unit is a collection of pontoon, land-based

drilling equipment and much improvising.

5.

TRUCKBOAT

In order to serve the transport e.g. in isolated areas for transportation of components, oils, spares,

etc. between floating equipment and shore. Two sizes amphibious “Truckboats” were developed:

- Truckboat “TB30” transports cargos up to 25 tons, dimensions 14 x 4.0 m

- Truckboat “TB50” transports cargos up to 50 tons, dimensions 19 x 5.4 m

Various “hold types” can be delivered

“Donge Flushing Yard B.V.”

Portugalweg 3, 4455 TZ Nieuwdorp,

Harbour nr. 5910, Vlissingen-Oost, Netherlands

Tel. +31(0)113.613100, Fax. +31(0)113.614190 Email: [email protected]

Website: www.shipyarddedonge.nl

mailto:[email protected]

donge flushing yard - shipyard de donge · shipyard was founded donge flushing yard introduction:...

Documents