ports and dredging - dredging - royal ihc if a cutter suction dredger (csd) is operating in swell...

Spring2008|e169

PortsandDredging

Ports and DredgingContents

Furtherinthisedition 4 Newsflashfromthegroup 6 DynamicsimulationofCutterDredgeratsea 20 Dredgingcycleoptimisation 40 Recentlydelivered

Editorial The redaction of Ports and Dredging has the pleasure to offer you the first 2008 issue. It reveals how new technologies and methods are increasingly important in the life of technology innovators. This issue reports on how dynamic simulations enhance the insight in the dynamic behaviour and allow optimisation of our products – the tools or our customers. Two locations within IHC Merwede were very busy with simulation last years, and will remain busy. One of them concentrated on cutter suction dredgers, one on trailing suction dredgers. It is the heavy stuff in this issue. A festive touch is connected with one of them.

Report is given about design of, and experience with two of the dredgers we consider jewels of nowadays technology. Again, a cutter suction dredger and a trailing suction hopper dredger are the subjects. We feel happy with the fiat of both customers on publication, and are especially grateful to the captain of one of the dredgers, granting us an enthusiastic interview.

IHC Merwede is determined to make the best of Life Cycle Support in order to assist our clients during the whole lifetime of their equipment an to be a trustful and lasting partner for them – and not only for the support of equipment out of our own shop. The article on the opening of the important South East Asia Regional IHC Organisation sufficiently illustrates this spirit.

The issue also informs you on growth and health of our enterprise. Not only by word on recent expansion and acquisitions, but also on the birth of a new ship at our Sliedrecht shipyard and a summary of equipment being on order, under construction or recently delivered.

We hope this issue will satisfy your expectations of IHC Merwede and we wish you much pleasure in reading!

Kind Regards

Renée van Krimpen-Baudesson

2 IHC Merwede | Ports and Dredging | Spring 2008

Ports and DredgingCoordination:R.C.M. van Krimpen - Baudesson,PR IHC Merwede

Production and printing:Die Haghe/AM&S, The Hague, The Netherlands

Editorial board: M.O. Boor, L.A. Klootwijk, A. Korevaar, R.C.M. van Krimpen - Baudesson, S.G. Mensonides, H. van Muijen, E. Put, J.L. van Overhagen

The articles were published with the cooperation of:F. Peeters and E. Clymans (both DEME)Mr Abdulla Nasser Hawaileel and Mr Ahmed Nagi Alawi Al Masaabi (both EDC)

cover: TSHD SHOREWAY for Royal Boskalis Westminster nv.

Ports and Dredging is published by IHC Merwede.

The articles appearing in this journal may be reproduced in whole or in part on the condition that the source is quoted.

Editorial and correspondence address:IHC Merwede, P.O. Box 204,3360 AE Sliedrecht, The Netherlands.

Copyright. IHC MerwedeISDN: 0166-5766

Formoreinformationaboutanyarticlepleasecontact IHC Merwede.

Ports and Dredging is printed on FSC paper.

35° 17’ 06.31” N76° 55’ 42.46” E

ALBZEMHighlypowereddredgerforgrowingcontractor

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1° 17’ 21.86” N103° 50’ 59.86” E

AfruitfulnewspiritOpeningRegionalIHCOffice(RIO)Singapore

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51° 19’ 52.85” N3° 12’ 24.61” E

ExperienceswithanotherPALLIETER-classtshd

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Page 51° 49’ 19.38” N36 4° 46’ 16.64” E

On Order


19 January 2008 Divingsupport/deepwaterconstructionvesselSUPERIORACHIEVER

launchedatIHCKrimpenShipyard The SUPERIOR ACHIEVER is a versatile multi purpose vessel to be used for

deep sea operations worldwide. The ship is suited for inspection, repair, maintenance, diving and construction activities. The fact that the SUPERIOR ACHIEVER is the first ship after the late 2006 re-opening of the shipyard, invoked a special festive atmosphere around her launch.

4 April 2008

IHCMERWEDEacquiresSEASTEELLtd On 4 April 2008 IHC Merwede acquired 100% of the shares of SEA STEEL

Ltd and its subsidiaries. The company is based in Dorset (UK) and has an extensive track record of developing innovative sub-sea piling solutions for the oil and gas industries. SEA STEEL has been working together with equipment- and hammer suppliers worldwide and will do so in the future. In conjunction with IHC Hydrohammer and IHC Handling Systems, SEA STEEL can offer a complete pile driving package, allowing clients the best possible options for expedient, accurate and successful offshore operations worldwide.

7 March 2008 IHCMERWEDEacquiresTHEENGINEERINGBUSINESS IHC Merwede acquired specialist design, engineering and construction

company The Engineering Business (EB) on 7 March 2008. The company is based in Riding Mill, Northumberland, UK. They specialise in designing, building and supplying elegant engineering solutions for the offshore oil and gas, submarine telecom, defence and offshore renewables’ industries. EB delivers vessel equipment of high quality reputation and IHC Merwede produces world class specialist vessels. Bringing the two companies together, a perfect strategic and cultural match comes into existence. The move means that we can provide fully integrated vessels with state of the art technology from a single supplier. This considerably widens IHC Merwede’s potential market.

WesupposeourreadershavingnoticedalotofdynamicsaroundIHCMerwedelately.ThisNewsFlashintendstoshortlyinformthemaboutrecentdevelopments.Furtheroninthisissuea“keyvisual”presentsanoverviewofallactivities,productsandservicesoftheIHCMerwedeGroup.

Newsflashfromthegroup


16 May 2008

DrivingoffirstpileforcompletionquayatIHCKrimpenShipyard

This completion quay with unloading facility will be 285 metres long and be equipped with a sixty-tons crane and a six-tons construction crane. It is expected to go into operation December 2008. After her launch, planned in May 2009 the first ship to be moored here will be the OLEG STRASHNOV, a 5,000mT crane vessel. In the months to come, work will not be confined to the completion quay. We will also be building a panel-production hall for panels that are used in the construction of ship sections. To accommodate office staff, suppliers and sub-contractors a service centre will also be built. The aim of these innovations is to integrate our working processes, to make the best of the location and to enhance returns. If we are to continue to serve our clients as quick as possible, the increasing demand will prove these extensions to be necessary.

31 May 2008

WellIntervention/DivingSupport/OffshoreConstructionvesselWELLENHANCERlaunchedatIHCKrimpenShipyard.

The WELL ENHANCER features a well intervention system for offshore oil and gas subsea well intervention work up to a depth of 3,000 meter through a dedicated working moonpool.

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1 Launch of the SUPERIOR ACHIEVER in Krimpen aan den IJssel

2 Artist’s impression of the developments to come at IHC Krimpen Shipyard

3 Launch of the WELL ENHANCER

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� IHC Merwede | Ports and Dredging | Spring 2008

DynamicsimulationofCutterDredgeratsea


IntroductionIf a cutter suction dredger (CSD) is operating in swell conditions, the normal forces on cutter head, swing winches, working spud and spud carrier will considerably and dynamically increase by swell influence. These forces could be disastrous for spuds and spud carrier components as simulations and experience have shown. So, when a seagoing CSD was on order for Belgian DEME, it was recognized that something should be developed to provide a solution whatsoever for this problem. This CSD was to be a heavy one: installed power 26,100kW, dredging depth 35m, suction pipe diameter 1,000mm and dimensions approx 104x25x6 metres would become the main characteristics of D’ARTAGNAN, scheduled for delivery in 2005. So, in general, high dynamic force values could be expected.

Additional to dynamic operational forces, swell influence also causes a second problem. If the sea state reaches a certain value, wave heights and frequencies generate ship movements that exert enormous forces on components, mainly spuds and cutter, so enormous in fact that operations must be halted. In such cases the ship normally survives on anchors with the main spud lifted and ladder hoisted, until nature’s violence becomes so great that shelter must be looked for in a safe haven.

These realities urged the shipbuilders to look for a solution that could cope with both features. The purpose was to allow D’ARTAGNAN working longer in tougher design swell conditions, and to prevent extraordinary forces on the dredger’s components and structure if working in those normal design swell conditions. The whole exercise had to be directed to increasing uptime and production.

SummaryForseagoingcutterdredgerD’ARTAGNAN,aflexiblemainspudcarriersystemwasdevelopedbyIHCDredgers.Flexiblesuspensionwasobtainedbyacompositionofhydraulicallypre-tensionedsteelwires.Inordertodefineproblems,testsolutionsandassistintuningthesystem,asimulationresearchanddevelopmentprojectaccompaniedactualbuilding.Simulationinvolvedtheresearchofseveralinfluencefactors,includingthedredgingprocess,ship-andcuttermovements,spudforcesandmanyothervariables.Thesimulationstudyrevealedthatflexiblespudsuspensionallowshigherproductionandhigheruptimeofthedredgeratroughseastateconditions.Thearticlebelowisaglobalreportontheproject,includingkey-figuresontheresults.Mutatis mutandistheseresultsarealsofullyvalidforothertypesofcuttersuctiondredgers,includingtheIHCBEAVERdredgers,andopennewoperationalperspectivesforthem.


In order to reduce damage, it seems reasonably either to make some of the CSD’s components stronger, or make them more flexible. In this respect certain solution-directions have already been devised, earning even some patents to former IHC Holland as long ago as in 1969 (figure 1) and in more recent years as well. When thinking on D’ARTAGNAN started, it became clear that a host of potential solutions already was available at drawing board level. However, given these possible solutions, nobody could define the real problem with any degree of certainty. In the wake of that discovery, additional research started on the subject.For D’ARTAGNAN the decision was made to concentrate on flexibility.One or more of the CSD’s components should be adapted so that forces would be limited to design level. The most promising option seemed to be flexible suspension of the main spud. Indications for that choice are evident: swell-caused damage on CSDs concentrates at the spud and the spud carrier wheels and bearings (figure 2).

Considered from the more theoretical level, a fixed spud suspension establishes a fixed perpendicular coupling between surge and pitch movements. This can easily be seen as a mechanism that will cause high forces generated by swell. It was decided that further research would include dynamic simulation of the operational process ‘cutter-dredger-at-sea’ in order to find decisive and limiting parameters. Data was available at well-known resources as Marin, Gusto Engineering and MTI Holland, however not suitable for the solution of the current problem. So, IHC Dredger’s Research & Development Department started simulation themselves, based on the available data. In the meantime building of the new CSD started.

D’ARTAGNANConsistent with the decision to go for flexibility, D’ARTAGNAN’s spud carrier design provides the main spud with flexibility in three degrees of freedom in order to cope with surge, sway and pitch movements. (1) It allows the main

spud to rotate over a limited angle in longitudinal direction; (2) there is a certain buffered space tolerance in vertical direction at the position of the main hinges and (3) the spud carrier can rotate in buffered mode in lateral direction. For reasons that will become clear in its course, this article concentrates on the controlled rotation in longitudinal direction (figure 3).

This longitudinal buffer system consists of steel wires, tensioned across each other and connected to the spud carrier over free running sheaves at the upper and lower spud carrier. If the main spud is loaded by a longitudinal force, the spud puts a torque on the spud carrier. Consequently the spud carrier tries to rotate and the positions of the sheaves on the spud carrier alter. Now, one of the wires is stretched and the other one is relieved, so a counterforce against the spud torque is developed. The wire that is stretched is called the active wire, the relieved one is known as the passive wire. Which one of the two will become active or passive, depends on

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1 From a 1969 IHC Holland patent on flexible spud carrier design

2 Damage to spud carrier bearings


the direction of the spud force. To protect the wires and to obtain the possibility to alter characteristics of the buffering, the wires are tensioned by means of a hydraulically operated wire tensioning system. This system puts a pre-tension on both wires, protects the active wire against overload and the passive wire against slack – in order to prevent it from shattering peak loads.The patented wire tensioning system (figure 4) mainly includes the following components:• Pre-tensioning cylinder fore side and

aft side• Minimum tensioning plungers fore

side and aft side• Load limiter fore side and aft side• Pre-tensioning accumulator• Minimum tensioning accumulator• Pressure release valve fore side and aft side.The pre-tension cylinders have an hydraulic piston with a built-in secondary plunger. At the bottom side of the pistons the pre-tension pressure prevails, transferred to them by two load limiters, connected to a pre-tensioning

accumulator. At the rod-side of the cylinder and under the minimum tension plunger the actual pressure is the minimum tension pressure, generated by an accumulator. Under normal circumstances the minimum tension plungers are kept against a stop. The system works as follows:• In neutral position both pre- tensioning cylinders put a controllable pre-tension on the wires.• If the spud force increases, the force in the active wire will also increase, causing a higher pressure at the bottom of the pre-tensioning cylinder. Simultaneously the tension in the passive wire will decrease. Until a certain level of forces, the pre- tensioning cylinders will not move, because oil flow is prevented by the

outer position of the load limiters, kept into that position by the gas pressure which exceeds the oil pressure.

• Dependent on pressure adjustments the resultant force in the passive wire will become lower than the

corresponding pressure in the minimum tensioning accumulator. The minimum tension plunger now is reaching out, maintaining in this way a minimum tension in the passive wire, preventing it from falling slack.

• If the spud force grows larger again, the pressure at the bottom of the pre-tensioning cylinder will increase and the load limiter will retract. During the retraction stroke of the load limiter the wire tension will remain more or less constant. If the spud force increases even more, the pressure release valve activates and oil flows off. Generally spoken, this “blow-off” is an exceptional last safeguard action.

The penultimate barrier against overload is contained in the spud carrier cylinder’s control circuit. Whenever spud forces become too high, this cylinder retracts, pulling the dredger backwards and so releasing cutting process generated forces. This action is automatically controlled on the basis of the pressure difference over both pre-tensioning

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3 Schematic sketch of longitudinal buffering system aboard D’ARTAGNAN

4 The hydraulic wire tensioning system


cylinders. As a result, D’ARTAGNAN can boast a system that is able to effectively and dynamically buffer longitudinal movement and prevent unwanted spud forces. Figure 5 and 6 give an impression of how the system looks in reality. It is sturdy, one can say.Until the production stage of the dredger, calculations and further design issues were performed rather conventionally. However, when commissioning, basin trials and sea trials came within sight, an increasing need was felt to have insight in parameters and values to be adjusted, as they determine the characteristics of the system and its behaviour – and the point at which spud or wires will break and ruin dredging capability. For this purpose the simulation, referred to

earlier in this article, was to bring solutions.

SimulationAfter doing a number of assumptions and processing standards about material properties, mechanical features, bending strengths, damping factors, maximum angles, allowed wave heights, occurring forces, etc, a model was created. Degrees of freedom were defined. The model comprises sub models of all components related to the longitudinal buffering. In fact, simulation with the model is an iterative process that generally involves three stages:1. Derivation of spud carrier (quasi-

static) characteristics for several variations of water depths, spud penetration depths and pressures of

the tensioning cylinders, only using the model of the spud carrier.

2. These characteristics are linked to a full ship model (CUDAS), to calculate the spud and swing winch forces (and much more internal forces) for a given sea state. The knowledge of CUDYN cutting force modelling is incorporated into the CUDAS simulation package.

3. The results (motions) are fed back into the spud carrier model in order to examine the dynamic behaviour of the flexible spud system and to evaluate/choose practical, applicable and safe settings for the wire tensioning system.

The application of CUDYN and CUDAS learnt that just cutting forces – however impressive – do not contribute to longitudinal spud forces in a way that requires flexible spud suspension, but the forces generated by waves do. Cutting forces do not significantly contribute to lateral spud forces at all. More surprising: based on the simulations it can be stated with

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� Spud hoisting assembly

6 Active and passive pre-tensioned wires connected to the spud carrier in reality


plausibility that any impact on the ship will cause longitudinal force values to surpass lateral forces again and again. This is for example true for wave influence, for cutting forces and even for the collision of an empty 4000 tons-DWT barge at an angle of 45 degrees and a speed of 1 knot (0.5m/s). Furthermore it proves that swing winch forces do not profit from a flexible spud suspension in lateral direction to any possible extent. These phenomena are the reason for the lack of attention in this article to issues, other than longitudinal buffering – at least.

Based on this robust intelligence a number of simulations was performed with the buffering system’s simulator program, comprising among others:• Determination of the spud carrier

characteristics, i.e. the relation between spud force and rotation angle at different water depths and different pre-tension settings. These tests generate the kind of graphs as depicted in figure 7, where the relation is extended to the forces in

the active and passive wires. Sharp angles in the characteristic

correspond to the gradually activity of one of the system’s components, starting in the origin with such a triviality as friction.

• Variation of pre-tension pressure prolongs or shortens the ‘legs‘ of all lines and will result in characteristics that were dubbed ‘stiff’, ‘medium’ and ‘soft’. Variation of the load limiter pressure defines the level at which the spud force is limited. The rotation angle of the blue (force) line also depends on varying water depths and penetration depths of the spud.

• Roll movements, generated by the swing winches during operation of the dredger do cause more lateral spud reaction forces than longitudinal forces, even at flat sea surface. These forces remain, however, amply within design force values.

• The simulation in general predicts that spud reaction forces, whatever operational cause they may have,

will not become critical at flat sea water conditions at all.

• The simulation also predicts that wave forces, even without actual dredging, will cause unacceptable and critical spud reactions in longitudinal direction. It proves that wave reaction forces exceed dredging originated forces on a conventionally suspended main spud two or three times. These forces decrease substantially if a flexible buffering is applied. More or less dependent on the adjusted pressures and pressure limits – spud force-reductions of roughly 55-65% come within reach (compare figure 8 and 9).

• The simulation is able to predict the discerned influence of any spud carrier (stiffness) characteristic adjustment method.

Having available these results, further study at IHC Dredgers concentrated on how they could improve cutter dredger availability under seagoing conditions in general. For that purpose five possible

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� Spud carrier characteristics

� Spud reaction forces on waves with conventional fixed spud suspension – not dredging

� Spud reaction forces under the same conditions as figure 8, however with flexible spud suspension, applying one of the stiffness adjusting methods described

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spud carrier characteristics, including full-stiffness, were selected (figure 10)and exposed to practice-originated wave patterns and real dredging forces. This research was carried out for different types of cutter dredgers, including a standard BEAVER dredger. As figure 11 (fixed) and 12 (flexible) betray, the outcome simply is, that according to the simulation a flexible spud suspension, adjusted to a dedicated spud carrier characteristic, will produce the following results:• In calm seastates much more swing

winch forces and cutting force can be applied on the dredging process as such, without doing harm to the spud carrier and spuds. This is partly because the operator has now more insight in the actual spud force during dredging. This phenomenon undeniably allows the dredger to generate much more production.

• The lines of equal nominal and peak spud forces cover much more cells in the wave pattern table, which is to be translated as: the dredger can endure much more real sea states

before it is forced to stop dredging and look for shelter.

Only one phenomenon is to be described yet, as it perfectly shows that although research is a matter of careful dedication and meticulous labour, it sometimes is unexpectedly facilitated by what can be called fortune, or good luck. The researchers met such good luck with respect to the cutter movements. At first sight it is naturally to expect that a CSD equipped with flexible spud suspension would be exposed to more cutter movement, and consequently to more varying cutting forces and swing winch loads, which have a negative effect on dredging as they require higher control margins. Now the good luck is, that cutter movements in reality do not vary that big as expected, due to the disconnection of surge and pitch movements. And even more luckily: the largest movements appear to be in the direction of the most common dredged profile (figure 13). So they barely influence production figures, and are

expected to have a positive effect on tooth breakage and to exert a smoother load on the cutter drive!

ValidationThe simulation results were validated aboard of D’ARTAGNAN in December 2006 when she was working in Ras Laffan (Qatar) under really operational rock dredging circumstances. The proceedings included some heavy seastates which caused the split barges, assumed to be filled by the dredger, to seek shelter – forcing the dredger to inaction. Waves were measured by a wave-buoy and the movements of the CSD were measured in six directions. As a matter of fact, the parameters of the dredging process were already available in D’ARTAGNAN’s state-of-the art Automatic Cutter Controller, developed by DEME and IHC Systems (more information in Ports and Dredging 168, page 13). The validation delivered a heap of data and proved the simulation model to be a good first approach. However, it became clear that some parameters should be added, that some

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10 Possible spud carrier characteristics used for research on flexible spud carriers for IHC Beaver dredgerscombination. The lines are isoforce lines with2200kN as design force and 3500kN as ultimate peak load under defined circumstances. This picture is valid for a fixed spud suspension.

11 Practical spud forces against real wave pattern. The number in a cell indicates the percentage of appearance of wave height and length combination. The lines are isoforce lines with2200kN as design force and 3500kN as ultimate peak load under defined circumstances. This picture is valid for a fixed spud suspension.


influences in practice do not weigh so much as supposed in the models, etc. So the validation results are under processing at IHC Dredgers and MTI Holland until now. This will result in an improved simulation program, which will without doubt assist in designing and tuning of future heavy seagoing cutter suction dredgers.

ConclusionsThe following conclusions are available now:• Following the application of flexible

suspension of the main spud, the spud is no longer the main limiting factor for operation of a seagoing cutter dredger in wave conditions.

• Flexible spud carrier systems provide real-time insights in actual spud forces, which generally allow CSDs to work more close to the margins of real wave forces. They also allow the dredgers to work longer than conventional CSDs when storms are forecasted, because they can survive higher seastates when laying only on the spud.

• Sometimes the availability of the dredger is no longer the limiting factor in uptime management of a dredging project. Other equipment can be caused to stop earlier than the CSD.

• Not all characteristics of flexible spud carrier systems have been tested extensively. It should be done in the near future in order to find optimal buffer characteristics for different operational conditions.

• The system requires high skills from the operators and the crew during the estimation of which spud carriage characteristic should be adjusted in different sea states. These skills should be facilitated as they will enhance the efficiency of the system considerably. It is worth considering the development of a dedicated expert system for this purpose.

Because of the dredger’s extraordinary size, power and the appealing values of variables in case, this article mainly concentrated on D’ARTAGNAN.

Apart from that, it is good to disclose that the same simulation methodology was also applied on other types of CSDs, including IHC Merwede’s BEAVER series of standardised cutter suction dredgers. It showed that the system can surely be applied on much smaller dredgers and IHC Merwede is now designing new spud carriage systems for these dredgers. These dredgers will profit of the phenomenon within their own dimensions and power. That is to say: increased production figures and operational persistence under increasing sea state conditions can be expected for these dredgers if equipped with a flexible spud carriage system.

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12 The influence of one of the flexible spud carrier characteristic-adjustment methods: more sea states can harmlessly be covered

13 Cutter movements at several spud carrier stiffness characteristics. Line colours correspond to figure 10. The figure clearly shows the influences of typical spud carrier flexibility characteristics on cutter movement.


EmiratesDredgingCompanyLocated in Abu Dhabi, Emirates Dredging Company (EDC) is a relatively young enterprise, however governed by two longstanding relations of IHC Merwede, Mr. Abdulla Nasser Hawaileel and Mr. Ahmed Nagi Alawi Al Masaabi, both being men with a great deal of dredging knowledge and experience. So, hardly surprising, this dredging contractor grows. Together with Dubai, Abu Dhabi is one of the founders of the United Arab Emirates (UAE), constituted in 1971 at the end of a long history of relationship with Great Britain. The UAE rank at nice positions in the world list, speaking in terms of Gross Domestic Product and Human Development Index. They are inhabited by a population of roughly 4,500,000 people, of whom an estimated 19% has an original Emirates background. The oil industry and huge building and construction projects keep the population busy.

One of the most appealing projects in the UAE from a dredging point of view is the famous reclamation for artificial islands before the coast of Dubai, known as The Palm Jumeira, The Palm Jebel Ali and The World. This huge work has been executed by Dutch contractor Van Oord, assisted by trailing suction hopper dredgers, owned by other contractors out of the so-called Big Four: Dutch and Belgian contractors with huge fleets. Since Dubai, the largest emirate within the UAE, possesses no significant oil sources, there is an urgent necessity for them to concentrate on large building and construction projects, in order to find investors and income. This is the economic background of such huge dredging projects.

The situation in Abu Dhabi is different. The Capital city of the UAE is able to export important quantities of petroleum and natural gas, earning its population one of the highest GDPs per

capita in the world. And although the emirate, governed by Sheik Khalifa bin Zayed Al Nahyan, is investing huge sums in its future, the availability of those natural resources prevents the urgency of enormous reclamation projects. This means that the dredging market in Abu Dhabi completely differs from that of Dubai. It is mainly driven by smaller scale project developments, a niche market ideally corresponding to a local contractor who has the vision to enter in it. EDC does – and they do that with two excellent partners: DEME is their cooperative in dredging activities and dredging knowledge, IHC Merwede is their partner in delivery of outstanding equipment.

Prudent strategyA small contractor with the intention to grow has to develop a smart strategy. First, Middle East dredging soil is very variable: free-flowing sand areas alternate with rock-spread soil, very densely packed sand spots and abrasive coral layers. Furthermore a smart strategy with respect to equipment could substantially reduce costs of ownership. For both reasons EDC started investment with the purchase of an IHC Beaver 3800 cutter suction dredger, named ALYASAT, equipped with 585kW of cutting power, 1,825kW pump power train and attached Beaver-type spud carrier. This CSD was accompanied by an IHC Beaver booster station, equipped with an identical pump set. In 2006, roughly 6.2 million m3 were transported by this equipment near Raha Beach. From the beginning EDC recognised the need for a dredger with extended capacities for cutting hard soil types. IHC Beaver Dredgers again won their tender. Within their strategy they recognised how important interchangeability of equipment and parts is in managing operational availability and costs. So the newly-to-be-delivered dredger should share an identical pump unit with the existing fleet. In addition, high cutter powering and corresponding swing winch power should give this dredger the eagerness to cope with Middle East tough soil properties. Furthermore it should be a modern dredger, provided with the basic instrumentation and automation which give IHC Merwede dredgers their unique advantages.


1 ALBZEM on trial in Dutch waters

2 Signing the contract at EDC headquarters

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1� IHC Merwede | Ports and Dredging | Spring 2008

On 12 April 2006 Ir. J.J.C.M. van Dooremalen – until his retirement on 1 March 2006 President of then IHC Holland Merwede B.V. – and Mr. Abdulla Nasser Hawaileel, Chairman of Emirates Dredging Corporation, signed the contract in Abu Dhabi, United Arab Emirates (figure 2). Van Dooremalen’s last formal act as IHC Holland Merwede’s front man provided for the design and construction of a custom-built mono pontoon Cutter Suction Dredger with 1,100kW cutter power and incorporated spud carrier for EDC, which should be delivered in 2007 and receive the name ALBZEM

AcompactdredgerThe market of EDC often requires an approach of dredging that is the specialty of IHC Beaver dredgers: starting in a small pond, the dredger should find its own way to expand the dredging area. With a mono pontoon dredger this method of operation could not be maintained entirely. However, IHC Beaver Dredger’s knowledge was utilised to develop this high cutter/pump power ratio dredger as compactly as possible in order to approach such requirements as closely as possible. Solutions were e.g. found in ballasting the aft ship rather than extending the foreside pontoons. In this way it proved possible to limit the dimensions of the dredger’s hull to approximately 51x14x4 metres. Another design measure in this respect was the application of an integrated gearbox (see below) and restriction of the accommodation capacity to day accommodation only: between shifts on their beautiful dredger (figure 3), ALBZEM’s crew will relax and sleep on shore.

ReliabletechnologyIHC Beaver Dredgers, although deliverer of many multi-pontoon dredgers by reputation, has also extensive experience with mono pontoon vessels, as e.g. prove their Beaver 8000 series, followed by many mono pontoon dredgers more recently. Moreover a vast knowledge base on this type of dredgers is available within IHC Merwede, illustrated by the successful design of mono pontoon CSDs for the Chinese market, the 7025 MP and the 8527 MP type dredgers. So, the hull design can boast reliable design and technology as can the incorporated hydraulically controlled spud carrier and the – ingenious by simplicity – spud hoisting and tilting system.

Then, the IHC 190-35-70 extremely wear-resistant double-

walled dredgepump with its patented ‘Liquidyne’ shaft seal arrangement, operating at a speed of 333rpm and nominal power of 1,825kW is one out of a range of hundreds of high quality predecessors, facilitating a suction tube of 700mm diameter and a 650mm discharge pipeline. So does the IMO-certified, computer controlled Caterpillar dredgepump engine, providing its nominal power at 1,600rpm. So do both stationary electric board network Caterpillar diesel engines, rated at 1,020kW/ 1,500rpm each (figure 4). So does a lot of installed equipment. In short: being a kind of special dredger, ALBZEM is an accumulation of reliable design and technology from IHC Merwede.

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ElectricpoweringThe most prominent difference between ALBZEM and standardised Beavers is the comprehensive application of electric power for winches and cutter instead of hydraulic powering. Against the relative disadvantage of a more complicated design, there were solid arguments to choose for electric drives. First, at the applied power values the difference in efficiency begins to turn in favour of electric drives as their efficiency at 85-90% significantly surpasses over the average 75-80% of a hydraulic drive. Second, due to the soil properties sketched before, required cutter power in general can be relatively low, however peaks of 150% of nominal torque and power are to be faced. For such operational requirements the characteristics of modern brushless electric motors, combined with electronic frequency drives are far more appropriate than those of hydraulic drive

3 How the operator is viewing his strong workhorse daily

4 ALBZEM’s diesel engines inspected by IHC Merwede and Owner representatives

� Owners and Builders satisfied about their common efforts

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systems. This is especially valid for the 1,100kW cutter drive. However, as the forces in the swing winches are derivatives of the cutting force, it is also valid for the 160kW swing winches. For them a 4-quadrant frequency drive is required.

Now, being ‘electrified’ for such important subsystems, it could not surprise that ALBZEM’s ladder winch, anchor hoisting winches and guy winches also are electric types. Anchor hoisting winches have been mounted in the booms themselves, which seems an appropriate location, leaving open the necessity for some sheaves and other complicated guidance apparatus. Although the electronic drives for the predominant winches and cutter are more complicated than hydraulic drives and require specialised people for maintenance and repair, the advantages of the chosen design pointed owner and yard into this direction. One should somehow remember that electronic drives are no wear-and-tear parts as e.g. cutter teeth. So, maintenance costs will probably not be higher than in the case of hydraulics at all.

One very fine feature of the dredger’s electrical configuration is that the electric board network is supplied by two diesel-driven 3x690Vac – 1,250kVA alternators which provide the total electric power of which a large part, viz. 1,100 kilowatts, is distributed to the cutter drive by means of two 550kW squirrel cage electric motors, controlled by frequency converters under Direct Torque Control technology. Now, given the soil specifications described above, some dredging jobs could be performed without any need to address this huge power. In such cases a lot of energy and fuel could be saved, simply by the shutdown of one of the two diesel-generator sets. Apparently, as an Abu Dhabi seated dredging contractor would possibly never be subjected to anxiety about the availability of fuel oil, this engine shutdown seems a little bit exaggerated. However, the advantages of lower pollution figures and less running hours – and maintenance costs – would appeal to Abu Dhabi contractors in the same way as to any world citizen.

Highlight:integratedgearboxBetween ALBZEM’s dredge pump and the dredge pump diesel engine an integrated gearbox has been installed, which is directly driven by the pump engine via a flexible coupling. This gearbox combines IHC knowledge on both dredging and mechanical engineering. It comprises a combined pump block/reduction gear box, with built in pump-shaft bearings. It also incorporates an integrated controllable clutch, which automatically disengages in case the speed of the dredge pump decreases below a preset value and in case the impeller is blocked. Built on the gear box are a lubrication oil pump, a lubrication oil cooler and a filter. With the input shaft linked to the diesel engine, the pump is directly mounted on the gearbox, and pump bearings have been integrated.

The pump impeller is directly fitted to the output shaft. All loads from the pump are absorbed by the gearbox. As a result of this design, compactness and short build-in dimensions are typical for this component. Having in mind ALBZEM’s requirements for compactness, it is the logical solution for the pump power train.

InstrumentationNear the usual inlet and outlet pressure meter for the dredgepump and the usual control consoles, ALBZEM is equipped with an IHC Systems integrated electromagnetic velocity/radioactive density transmitter, provided with an extremely long standing ceramic tile

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liner. The instrument provides signals to a production calculator and cross needle yield indicator. The selected presentation system presents the dredgemaster production figures – and their constituents – instantly, allowing immediate reactions on that figures.

Moreover a robust and proven IHC Systems dredge profile monitor (DPM) has been installed. Based on gyro angle, ladder angle and some more dedicated sensors, DPM shows channel-axis and water line related back-view presentation of the cutter position on a colour video display unit. It also facilitates automatic profile/depth dredging and automatic stepping of the spud carriage, which are very helpful features for operators, ambitious to apply their cutter dredgers effectively and at low costs.

ALBZEM at workBeing too large to be a Beaver, but still compact enough, ALBZEM was transported by a heavy loading vessel and delivered to her owners in Abu Dhabi. Commissioning at the spot was followed by dredging to the full satisfaction of owner and builders (figure 5). Brightly orange, yellow and white coloured ALBZEM (figure 6) already could sink her teeth in on a dredging job near Ras Ghanada, one of Abu Dhabi’s historic locations where an archaeological survey revealed evidence of human life as old as 4,000 years such as lead sinkers, potsherds and copper fish hooks. The dredging job intends to create room for further growth of splendid coral ecosystems around the island. ALBZEM easily cut loose all kinds of soil and transported it into a reclamation area. The dredger succeeded in transporting its production over ca. 2,500 meters under its own power (figure 7). Adding the booster’s power it was able to deliver soil at 3,000 meters of distance. By turning to IHC Beaver Dredgers, EDC people did acquire excellent equipment for their market. Growth seems within near reach, and IHC Merwede is attracted to the possibility of assisting this young enterprise with further services and deliveries, supporting them into further blossoming for long years.

ALBZEMmonopontoonCSD,built2007

Length over all approx. 65.50m Length over pontoon 51.10m Width 14.00m Depth 4.20m Maximum draught approx. 3.15m Maximum dredging depth 16m Diameter suction pipe 700mm Diameter discharge pipe 650mm Total installed power 4,080kW Cutter power 1,100kW Dredge pump drive power 1,825kw Main generator sets (2x) 1,025kW Auxiliary generator set 205kW

6 Did the owner know which colour moves the hearts of her Dutch builders?

� Her first ‘real’ cubic meters


DredgingcycleoptimisationPh.D. research brings about next phase

in Efficient Dredging


GrowthofavisionIn 1999 IHC was engaged in the sea trials of a then uncommon 20,000m3 trailing suction hopper dredger, to be delivered to Japanese Penta-Ocean Construction Co Ltd. This vessel, QUEEN OF PENTA OCEAN, with its length of 167 meters and applying a total of 27,030kW diesel engine power, was equipped with full-scale IHC Systems automation for efficient operation at dredging and reclamation jobs. During these sea trials a striking difference in attitude to ‘automation’ came to the surface. As European control engineers considered it naturally that ‘automation’ requires the adjustment of a host of setpoints on

the basis of expert knowledge, located in the operator’s brain and experience, the Japanese client expected that ‘automation’ meant: switch-on the ship and let her do the job herself. Ir. Cees de Keizer, IHC Systems’ head of the Research Department vividly remembers the discussion. He could settle the issue to the satisfaction of both parties. However, he did not forget the story.

In the nineties of the preceding century IHC Systems developed a DP/DT system with a patented subsystem for entering the suction forces of the drag head into the algorithms that keep the ship in position or on track. Practice with DP/DT equipped vessels learned that in case of approaching the power constraints of a vessel, propeller pitch was reduced as a standard procedure. So, consequently, power came available to the dredging process as such. Intuition grew at IHC Systems: ‘This looks not efficient,

it could possibly be done better’.

Following these two experiences a vision was developed, requiring for a more integrated and intelligent approach to Power Management as well as to dynamic and online adjustment of setpoints of automation. The proposed solution was not to be more-of-the-same, but should be self-learning by artificial intelligence. IHC Systems made a project plan in close cooperation with Delft University of Technology (TUD). So, a perspective on breaking knowledge, new technology and sufficient capacity came into being. Soon it became clear that the ambitious project required far more than a student in the final stage of a Master program. So, Ph.D. student Ir. Jelmer Braaksma was found. Efforts were made to convert him from his ‘electrical’ background into a dredging enthusiastic. An extensive visit to Jan de Nul’s 16,500m3, IHC Systems’ automated trailing suction hopper dredger JUAN SEBASTIÁN DE ELCANO did the charming and he went to work. It resulted in his festive promotion on February 4, 2008 in the senate Room of Delft University of Technology, where he successfully defended his thesis [1] for the promotional committee (figure 2). Let’s turn to the research’s contents, for which the thesis is the global guideline.

ResearchProjectIn the past, several studies were dedicated to isolated parts of the total hopper dredger dynamics. The thesis however – as it presents the most integrated view on the subject of control of trailing suction hopper dredgers ever seen – betrays the content of the project and the vision

DredgingcycleoptimisationPh.D. research brings about next phase

in Efficient Dredging

1 A filled hopper on its way to discharging, the result of a comprehensive process

2 The festive moment at which Ir. Jelmer Braaksma becomes a Doctor

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behind it. It recognizes that an optimal control strategy requires consideration of all five main systems and processes involved in the dredging cycle of a hopper dredger simultaneously and in their mutual relationships and restraints. The contribution of particular sub systems to the performance is not constant and may vary over time and also depends on soil type. Therefore, only optimising them in their associations serves optimal operation of the entire vessel – which was the main objective of the research. The concerned sub systems are:(1) the hopper and its settling

process (2) the drag head and its suction/

cutting process (3) the pumps and pipelines

facilitating the delivery process (4) the power train and its restraints (5) the ship and the propulsion

system, facilitating both the dredging and the sailing process.

It is well-known that the outcome of some of these processes e.g. the settling proces in the hopper is only visible off-line at the end of the loading cycle. This fact prevents the operator from developing a really optimum control strategy. Optimising the process online would require a kind of system, producing predictions. For that reason a model-based control

strategy was devised.

Now literature study followed, as well as visits on working vessels, acquisition of expert knowledge and further definition of the vision mentioned before. Then a model of all related processes on a hopper dredger could be developed (figure 3). It is characterised by the integration of sub models, representing the main functions and processes . The figure betrays the interrelations of the relevant physical data. Mixture flow rate Qi is e.g. recognized as a main player in no less than four of the five sub models, input or output as it may be. Naturally, internal state variables are ‘hidden’ in the blocks themselves, as e.g. the specific mass of solid material. In this way the whole of hopper dredger dynamics is captured.

Models are useful for verifying and validation of control strategies, for

performance optimisation and estimation of variables for which no measurement is available or possible. Very important is the condition that the models are developed in such a way that parameters can be obtained from online and real practical measurements instead of retrieved from laboratory scale experiments. Most times a compromise is to be found between

high accuracy and computational speed.

For that reason the models should be reduced in complexity, however not at the cost of reality simulation, and should be able to adapt online to soil variables, which can vary noteworthy within one dredging cycle as is generally known. For these reasons the integrated model is a composition of four physical (so called white-box) models and one data driven (so called black-box) model for drag head production modelling.

SummaryofmodelsThe hopper model takes into account the common known stages of hopper loading, i.e. the initial stage, the constant-volume stage and the constant tonnage stage with its increasing overflow losses, which are heavily influenced by the soil type and the incoming flow rate and mixture density. Mass balance equations, gravity and erosion are considered. Until now, accurate calculation of overflow density was only possible by complex theoretical models, applying partial differential equations as e.g. proposed by Van Rhee [2]. Such models take plenty of calculation time. Therefore scaling-down complexity was required – and obtained by proposing three possible models on the development of the sand bed and the water layer above it. One of them proved to be the best one at validation.

The drag head model calculates the drag head production by taking into account factors such as flow through the suction mouth, jet water flow and consequent aspiration of the soil over which it is dragged with a certain speed. Cutting forces are calculated on the basis of well-known algorithms such as e.g. developed by Miedema [3]. As the drag head’s output is determining the production rate and depends on

3 Integrated block diagram of overall process model

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Custom-built cutter suction dredger ALBZEM Trailing suction hopper dredger BREYDEL

IHCHOL079MSZ | CorpHandout-3-IV.indd 5-8 02-06-2008 16:34:23

variables such as the vessel’s speed and the flow rate through it, and as the cutting forces reduce the power available for the pumping proces, this model is an important part of the process. It was modelled on approaches, available in the literature and calibrated in practical situations.

The pump and pipeline dynamics were modelled as a white-box model, utilizing the knowledge and experience on the subject within the dredging world. The draught of the ship, disturbance-effects, pipeline resistance, static head losses and differential pressure over the suction head have been incorporated and brought on formulae. A constraint is developed for the prevention of cavitation, which is a very hindering factor in reaching optima. In this model soil dependent parameters such as mixture density and particle size are of determining importance. They cause the so-called solids effect in pumps and pipelines. Among the outputs of this model are – naturally – the required pump power and torque, whose values are substantial for the next model. Remember, this talking is all about dynamics, not about static modelling.

The power train model calculates the influence of all above mentioned sub-models on two power trains consisting of a diesel-direct configuration of engine, dredge pump, propeller and

board supply generator vice-versa. However, the model is flexible enough to image other power train configurations, including asymmetrical ones as well. The purpose of the model is to propose dynamic scenarios in which the optimal balance is found between required power, conversion losses and the efficiency drop when diesels do not run on their BEP due to regulation of pump speed.

The 1D ship motion model administrates the relations between forward ship speed and draught on one hand and drag head production, trailing forces, pump static head and required power on the other side. The important influence of the varying so called drag coefficient, derived from draught and sea bottom irregularities is incorporated as a matter of fact.

Parameterestimation,calibration,validationThe models described above were developed to simulate and predict that specific behaviour of ship’s subsystems that is important for optimisation. All models include soil-type dependent parameters, which should be calibrated. For that purpose the research project comprised a sub study on parameter estimation and automatic calibration methods. Off-line estimation works, with data sets of completed cycles. It allows relatively easy ‘prediction after the event’ by shifting data on causes

and data on consequences against each other along the time line. Online estimation works with data, obtained from the current cycle and consequently requires the addition of a lot more of processing intelligence than only shifting, since some causes are already

available and some consequences are not. Three data sets were available, two of them courtesy of Antwerp-based DEME, allowing IHC Systems to tap measurement data from operational dredgers. One set was produced on a test rig of a scaled-down hopper at MTI Holland, on which settlement experiments had been performed in recent years [4]. A great deal of time was dedicated to analysis, filtering and clearing of these raw data in order to make it suitable for calibration and validation.

OptimisationoftheloadingprocessAfter validation the integrated model is an appropriate tool for the design and test of a controller and a control strategy for the total hopper loading process. In current times this strategy is a mix of operator knowledge and intuition, assisted by local controllers such as e.g. Automatic Visor Control, Automatic Draught Control and Automatic Flow Control for example. Most times the setpoints are adjusted by the operator once before the cycle, and possibly now and then during it. Therefore they simply cannot optimally cope with the dynamics of the process. Not to speak about fixed parameters, incorporated in the controllers. One characteristic example is, that operators tend to keep diesel engine speed at its maximum, assuring themselves in this way of sufficient power for the pumping


process. Summarizing, there is an optimisation problem in loading a hopper dredger.

To tackle this problem an approach was chosen, applying two methods. The first one, called Dynopt, is a fast off-line optimisation algorithm, which is able to calculate an optimal strategy for a whole dredging cycle within minutes. In its loops it gradually shows which variables are the most important ones for the current cycle, given the estimated soil properties. This method could however be confused when too many time variables are to be taken into consideration.

The second problem solver is called Model Predictive Control (MPC). By calculation on the basis of an internal model it predicts possible states over a prediction horizon, which states then are evaluated and corrected by the

objective function iteratively. As hopper loading is a batch process, the shrinking-horizon principle is applied for which one of the decision variables is the end-time of the loading cycle. The optimisation algorithm finds the

optimal future sequence for any input and Dynopt is additionally applied to verify the correctness of the optimum found by MPC. As the system is dynamic, it continually adapts to varying parameters of any kind.

ConclusionsThe contribution of the research is that it found a comprehensive method of hopper dredger cycle control, methods for modelling the process, assessment

of raw data and the development of Model Based Hopper Control. It seems to be promising in controlling dynamic processes on board of hopper dredgers. The awareness that an integrated approach is required in the control of

dredging performance could be seen in the mirror of the developments in presentation techniques on board of modern hopper dredgers, which provide an overview of the five sub-processes, recognized in the project, and apply for that purpose only one video screen display (figure 4).

From the cleared real time data a benchmark hopper loading cycle was calculated. Against this benchmark the application of Model-based Control of Hopper Dredgers proves to be able to generate some dredge strategies which indeed optimise the loading cycle and thus contribute to real optimisation of the vessel’s exploration. Especially if pursued at dredging of fine sand (d50 < 300μm), improvements of 8-10% in production rate could be reached, extending to some 20% in extreme cases (figure 5). Anyone acquainted with dredging can calculate further consequences. Some conclusions could be given a bit more detailed:• ”Without taking the sedimentation process into account, the dredging process of the trailing suction hopper cannot be controlled optimally” [5].• Overflow strategy proves to be not

highly important. The commonly applied constant-tonnage method seems to be inherently optimal.

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4 How helpful an integrated approach of the dredging process is, shows this screen image of the dredge display on board of IHC Merwede built DEME vessels with one-man operated bridges


• Strikingly, reduction of pumpspeed from the very start of the loading process will yield enormous advantages. This action at first delays the start moment of overflowing (figure 6), thus allowing more settlement before the overflow stage, a profit over the benchmark that will remain until stop loading. It is an overflow strategy which dredge operators intuitively apply when dredging silt and mud. Now it is clear that fine sand requires a similar strategy. Secondly, this pumpspeed strategy reduces required pump power, leaving more power for the drag- and cutting proces at the drag head as well as for propulsion.

The consequences are obvious: the cutting proces is facilitated, more soil could be excavated and the pump process can deliver more high densities at lower mixture flows which for themselves are advantageous in hopper lading and the settlement process.

• The model approach did much in sweeping myths, from time to time cried-out by several people with respect to the dredging process and load cycles. So, the knowledge about optimal hopper dredger control seems to have got a more solid base than it had before.

PerspectiveThe research already generated some spin-off which has been used on cutter dredgers also [6].

One highly interesting continuation of the research is that IHC Systems and DEME decided to install a dedicated computer on board of two recently IHC Merwede built vessels, trailing suction hopper dredgers BRABO and BREYDEL. These so-called ‘AI computers’ are used for further research and practical testing of software modules. Operational data is logged and offline analysed against the prevailing software. This analysis can result in adaptation of software modules, which then are uploaded on board by satellite connection and verified anew against the data.

By extension, a sequel project has been initiated. IHC Systems, IHC Dredgers, Imtech Marine & Offshore, Delft University of Technology and DEME participate in a 3-years project, called ‘Smart Dredger’. This project intends the development of a self-learning advisory system, which should have the purpose of advising – and possibly assisting – the operator in process control. On the other hand it should also be a tool for optimisation of

hopper dredger design aimed on coping with dynamics. The project promises to bring forth multiple advantages for builders and users of hopper dredgers by providing them much more efficiency in their operations.

References

[1] Braaksma, J. Model-Based Control of Hopper

Dredgers. Delft, 2008. ISBN 978-90-9022693-4.

(distributed by the author:

[email protected])

[2] Rhee, C. van. On the sedimentation process in

a Trailing Suction Hopper Dredger.

PhD thesis, TU Delft, 2002.

[3] Miedema, S.A. Calculation of the Cutting

Forces when Cutting Water Saturated Sand.

PhD thesis, TU Delft, 1987.

[4] Ooijens, S.C. and Gruijter, A. de. “Research on

hopper settlement”. Ports and Dredging 157,

IHC Holland, Sliedrecht, 2002.

[5] Proposition 1 accompanying Dr. Braaksma’s

thesis.

[6] “A boost to sustainable growth: innovative

dredging at Sepetiba Bay”. Ports and

Dredging 168. IHC Merwede, Sliedrecht,

2007.

6 delaying the start moment of overflowing gains profits

� Benchmark load rate and production rate compared with optimised figures

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AfruitfulnewspiritOpening Regional IHC Office (RIO) Singapore


LifeCycleSupportStrategyLike anyone of us, IHC Merwede lives in a world that changes

continuously. Having developed from the basis of shipbuilders into system integrators and technology innovators, the people of IHC Merwede are now involved in building and integrating highly technological and customized vessels for the Dredging & Mining and Offshore & Marine market. To maintain a forefront position, approximately 4% of turnover is dedicated to R&D. A versatile Technology & Services division with its own market is also busy in supporting the divisions first mentioned. All together, IHC Merwede intends to contribute to energy provision, stability, safety and continuity of the world and its inhabitants.

Life Cycle Support is one of the main focus areas for worldwide strategies. IHC Merwede recognizes that customers, realizing high-tech investments, require full operational support to make optimal use of their equipment with maximum output at minimum costs of ownership. Moreover the worldwide shortage of experienced senior specialists and increasing complexity of high tech components result in a worldwide tendency to outsource/rely to OEM’s for the operational usage. Moreover the feed back from operational processes will be used for continued innovation, which will assist IHC Merwede’s customers for the long future. Combine the keywords cooperation, OEM-responsibility and interdependency, and a new objective is born: excellent relationships with anybody who bought something out of your shop and with other parties in the market. The phenomenon reflects the growing need of clients to trust on OEM expertise as equipment becomes more complex and sufficiently experienced and trained personnel can hardly be found.

The practical and worldwide translation of this spirit and objective is called Life

Cycle Support (LCS). It can be seen as a dedication to assist customers wherever they deploy their equipment, in keeping it healthy and highly productive, and in reducing costs, environmental impact and disturbing effects. Phrased a bit more technically: LCS means assisting customers in securing uptime, optimising operations, safe processes and financial advantages. In short: assist the customers with solutions that allow them to excel in their own markets as e.g. summarized in figure 2.

SignificanceofRIOsIHC Merwede realizes that LCS only can add value if based closely to the technical customer operation. Therefore IHC TS developed a worldwide RIO service network. Expansion is foreseen in the near future. Within the LCS concept, Regional IHC Merwede Organisations (RIOs) have a prominent place. Firmly incorporated in the structure of IHC Merwede, they have direct access to the complete OEM-knowledge database of vessels and equipment. They can also resort to the vast ‘living’ knowledge, experience and practice of IHC Merwede specialists anytime and worldwide. IHC Merwede’s production facilities and logistic organisation are easily accessibly to them, as well as their worldwide relationships.

There is a good reason to spread RIOs worldwide. RIOs at several locations allow IHC Merwede to be a good neighbouring partner of their customers, who, as a matter of fact operate worldwide as well. As is the meaning of a Dutch proverb, neighbours in most cases are of more practical help than friends living at a distance. For that purpose, RIOs have been elevated worldwide last years. Having their European one located in Kinderdijk, the Netherlands, China boasts two of them, the latest one founded in November 2007 issuing a clear signal that IHC is moving from being a deliverer of parts into a full provider of Life Cycle Support (figure 3). Furthermore Dubai has a RIO, Mumbai and Lagos

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AfruitfulnewspiritOpening Regional IHC Office (RIO) Singapore

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1 Singapore RIO forefront

2 Summary of Life Cycle Support profits


recently started. On December 11, 2007 a Singapore RIO including a Service Centre was initiated after a period of preparation (figure 1). Before concentrating on that subject, some ‘technical’ issues earn short attention.

A local RIO functions as a neighbour of customers. It employs a mix of IHC Merwede experts with local experts and local partners who have been granted licensed workshop contracts. In this way the RIO is drenched in local technical, commercial and cultural contexts, customs and habits, which allow them to act far more efficiently and effectively than in the case of remote support, ‘given’ from a distance. Moreover the blending of people brings forth highly adaptive, well trained and experienced inspectors, service engineers and whatever skill bearers are required.

So, requesting assistance of an IHC Merwede RIO can be profitable for contractors and operators. Direct assistance from ‘the corner of the street’ on a 24/7/365 basis, limited downtimes of equipment, fast deliveries and repairs are within reach. Efficient dockings, optimisation of the dredging process, improvement of process-knowledge and efficient procedures will be realised. Imagine how cost- and time-effective IHC Merwede can assist customers with knowledge, maintenance,

repairs, dockings, upgrading, parts, components and/or people from such excellent OEMs as e.g. IHC Handling Systems, IHC Lagersmit, IHC Systems, training institute TID, IHC Hydrohammer or any party involved in the original building of their equipment. Dropping a request at only one RIO in the (momentary) neighbourhood suffices! Provide solutions and take care of customer’s output, that is in short Life Cycle Support.

OpeningandDredgingSymposiumConsistent with the concept, IHC Merwede BV opened a RIO South East Asia in Singapore on December 11, 2007. The ceremony started with an address of Mr. Joop Hylkema, Managing Director Division IHC Technology & Services, the ‘mother‘ of the Regional IHC Merwede Organisation, including Service Centres.Among others he told his audience of worldwide IHC representatives, the 17 employees of the RIO, local partners and customers from the dredging, mining and offshore world who had gathered en mass in the building’s hall (figure 4): “IHC Merwede is proud and thankful to be here and welcomes you as our special guests. Thanks to the support and friendships we built up over the years with our local agents and dealers in Singapore we are standing here today. They were crucial to us for generating the business that enabled this expansion. This new location will enable us to provide a more comprehensive range of services and better and more efficient support to our Asia Pacific customers, because we are now physically closer to you. We do not only want to offer the best technology in dredging and offshore, but also assist our clients during their operations. With this new facility we can help our clients in, or visiting South East Asia faster and better with consultancy, products, rental equipment, parts ex-stock Singapore, electrical-, hydraulic-, mechanical- services, or with any challenges you will face.”

3 Opening ceremony of branch office RIO China in Tanggu, China

4 Singapore RIO hall and its festive public at 11 December 2007

� Mr. Joop Hylkema addressing the audience

6 RIO S/E Asia’s inauguration accompanied by traditional local ceremonies

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Mr. Hylkema expressed how the success of LCS is a common success of IHC Merwede, clients, agents and partner suppliers. He could already look back to successful projects: dry dockings, new building and service jobs with various customers. He stated IHC Merwede to be proud being part of, contribute to, and add value to the magnificent regional network of dredging and offshore businesses, and revealed plans for the setup of a testing and training facility.

Before inviting the guests to enjoy the further ceremony, Mr. Hylkema uncovered: “We can assure the customers present today that our rental rates and sales prices will not rise because of the considerable investment they see around them. This must be seen as a long term commitment to our service in this region and that it will greatly increase our efficiency and synergy and hence will lead to competitive prices. After all the Dutch are best known by their efficiency!” (figure 5).

The further ceremony included – near more addresses, which seem inevitable at opening ceremonies – colourful traditional Singapore rituals, intended to congratulate and bring happiness and good luck to the centre and its population. Indoor and outdoor festivities accompanied the day of opening as well as an open house/exhibition in which (potential) clients could find much information about IHC Merwede and RIO possibilities (figure 6-9).

IHC Merwede utilised the opportunity to show its determination in bringing profit to the dredging and mining world by organising a dredging symposium “Innovation & Life Cycle Costs in Dredging Technology” at the new premises. It included interesting lectures by IHC experts and owners of dredging equipment on subjects as global trends,

dredging trends, life cycle costs, long-term business drivers, innovation, post-purchase syndrome of dredging equipment, port development policy, construction of ports and harbours, land reclamation, new generations of equipment, etc., etc., too much to tell comprehensively. It may be seen as a first contribution to support clients and partners in their ambitions to excel in their own vocation (figure 10).

RIO At workThe Singapore RIO is managed by Mr. Gijs Busser for the dredging aspects. Mr. Walter Leyen is area manager Hydrohammer for the SEA offshore market. With its opening, RIO South East Asea is fully equipped to provide the dredging, oil & gas and mining customers optimal services for their existing equipment.

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� An impressive opening indeed

� Scrutinising models of dredging and mining components at the exhibition

� Outdoor festivities the day after

10 Singapore’s RIO manager Mr. Gijs Busser addressing the Seminar audience


Like her sisters, BRABO immediately catches attention by her large bulbous bow (figure 2), which seems a little bit exaggerated, however is in fact a very multifunctional feature of the vessel’s design. It provides buoyancy for accommodation and bridge, which are combined in the forecastle (figure 1). Together with the gondolas for the propellers (figure 3) it furthermore gives the ship an IHC Merwede developed very smooth hydrodynamic profile which serves sailing speed and the reduction of fuel consumption. Finally, according to her captain it assists the vessel during hopper loading in facilitating reduction of trim and subsequent overflow erosion losses, as the overflow duct has been placed at the hopper front side.

A person who is allowed to enter the bridge of the ship cannot help wondering about three other prominent features. Walking around on the bridge, the large windows give an excellent view on almost any part and border of the ship, which could hardly be expected at a bridge, located so near to the vessel’s bow. Then, turning to the aft ship he will view a very compact hopper and a very compact ship beneath him, that seems not to be made to contain more than 11,000 cubic metres of mixture once and again – however it does. If he turns around and gazes to the fore ship he is caught by the integrated dredging and navigation console that facilitates single-handed control of the whole ship. Let’s return to Captain Franky Peeters and his crew.

BRABO is a good ship that is nice to operate and to live on, he told Ports and Dredging. A team of only 14 persons is able to run her in full continuous service and to keep her in daily condition. If greater maintenance and cosmetic operations are required, the little team will naturally be assisted by people of DEME’s home base or by specialists. Mr. Peeters and his men are people, dedicated to communication, intended to do any job jointly, perfectly, highly productive and safely. During a Ports and Dredging interview with the captain, communication with crew members never rested longer than two or three minutes, we discovered. Coached and managed by Captain Peeters, originating from a Belgian region as dredging-minded as Sliedrecht in the Netherlands, the team continually tries to get the best out of the millions-of-worth vessel they are responsible for. However, they do not so at all costs: a prominent place on the bridge was reserved for DEME’s ethical guidelines on restriction and prevention of damage to ship, crew, environment and others. Well-oiled, aware of everybody’s well-being, constantly collecting new experience and directed to safe operation, the team already did a number of interesting jobs with the ship:

VersatilejobsBRABO’s first real job became the deepening of parts of the Princess Channel, the far stretching southern entrance to the Thames estuary in the UK. In this area, deep channels interfere with large sand banks and shallow parts over a long distance, reaching as far East

ExperienceswithanotherPALLIETER-classtsHD

BRABO,herlooksandhercrewOn2December2007CaptainFrankyPeetersandhisteamstartedworkingwiththeirbrandnew,brightlygreen-and-whitecoloured11,650m3 trailingsuctionhopperdredgerBRABO,builtatIHCDredgers’yardatKinderdijk,theNetherlands.LiketheotherDEME-ownedshipsinthesuccessfulPALLIETERseries,sheisnamedafterapersonageintheFlemishliteraryhistory,aRomansoldiernamedSilviusBrabo,whoallegedlykilledgiantDruonAntigoon,legendaryoppressorofthenAntwerp.

1 BRABO’s accommodation and bridge combined in the forecastle. Pump room and suction tube located at the aft ship


as Harwich and beyond. The current investment of the Port of London Authority aims at infrastructure development and upgrading, and at safety improvement for the busy traffic in the channel. Minutes of meetings of the PLA river users consultative forum, held at 9 November 2007, state among others: “Dredging commences on 2 December using a brand new ship with a finish subject to weather 6 – 7 weeks giving a[n] 8 metre channel.” The “brand new ship” referred to was … BRABO. The deepening provides easier access to the Thames River and will save any vessel heading for London some eight miles of sailing time. Taking into account a high frequency of ship movements, savings on fuel costs and emissions can be called substantially. The dredging job included removal of some sharp bends from the access way. These bends naturally were retarding traffic by their slowly silting up upon tidal flow, and were hindering safety by urging vessels to sail sharp legs. Once being removed, ships can now easily merge in traffic streams from other channels instead. Vessels coming from the South-East no longer will be urged to take the access at Fisherman’s Gat, which is the more important as the Port of London is realising a 1.5 billion pound investment in a huge container transfer facility, a Business Park and accompanying infrastructure. This ambition is the driver for more ship movements yet. Speaking in terms of dredging operations, a difficult cocktail of clayish material and World War II ammunition was to expect on a water depth for which BRABO was a little bit to large in fact. Her crew entered her trough these difficulties: the drag head was equipped with a robust steel grid, a special Kevlar explosion protection curtain was installed around the drag head’s work floor and a mine-expert was on board all day. Risks were deliberately taken and triumphed over. As to her draught? Such a problem is no real problem for an experienced crew. So BRABO amply did the job within schedule.

In the Belgian homeland meanwhile, Flemish minister-president Kris Peeters officially and ceremonially started a deepening project of the Westerschelde River, the maritime life-string of the port of Antwerp. The project will guarantee a minimum navigational depth

of 13.10 metres with ample keel clearance under all tidal circumstances. The € 100 million investment has the purpose to reinforce Antwerp’s position as a driver for both the economic growth in Flanders and in the neighbouring provinces of the Netherlands. The work was awarded to a combination of DEME companies and NV Ondernemingen Jan de Nul. It involves the removal of some 21 million cubic meters of sediment from the Belgian/Netherlands river bottom. Special attention is paid to morphological development of the Scheldt estuary, which means that a certain part of the dredged material will be reclaimed for the development of new nature. Other shares are dedicated to building and construction along the river now and in the future. One part is dedicated to restoration of the river bottom by filling deep wells in a part of the river. The work is a piece of cake for BRABO, her captain and her crew.

In Dublin, her next location, BRABO performed normal port maintenance dredging, however with a little remarkable detail: material should be dredged within half a meter from quaysides in many cases. Now imagine Captain Franky Peeters and his chief mates steering a 120 metres, 11,650m3 and 18,000 tonnes DWT vessel, propelled by some 6,000kW diesel power, sailing backwards closely along a bulwark with the suction head invisibly submerged. Imagine them pushing a so-called macro-key and steering the ship again out of the square, adding some 3,000kW of pumping power to the diesel fury already applied. Imagine them feeling entirely at ease (figure 4), remaining within the required accuracy of the dredge contract, doing it all single-handed and only using their brains, their fingertips and the excellent design and instrumentation of BRABO (see below). This is craftsmanship, this is a good tool!From Dublin BRABO returned to Belgium and was deployed from time to time in maintenance dredging in the port of Zeebrugge, alternated with further work on the river Scheldt and some work on the unique C-Power project on Thornton Bank, a 20km-long sandbank running parallel with the Belgian coast at a distance of about 30 kilometres. C-power is a consortium of five Belgian

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enterprises who, joined together, can master all knowledge and technology for the construction of multi megawatt offshore wind-energy parks from the cradle to year-long continuous exploitation. The park will play an important role in realisation of the Kyoto-duties of Belgium. Sixty wind turbines of approx. 3.6MW each will deliver sustainable energy to the equivalent of 250,000 households. The project can bank on broad public support and will become open for public participation in a later stage. One of the C-Power partners is DEME, and so BRABO got another job to prove her versatility. The wind turbines have been designed for foundation by a concrete gravity socle instead of piling. For that purpose BRABO dredged several pits of 180x200 metres at a depth of 27 metres with assistance of the long version of her suction tube. Slopes varied from 1:5 to1:8. The dredged sand was deposited in a temporary deposit. After placement of the turbine lower parts, 2,582m3 trailing suction hopper JADE RIVER will swallow it again and discharge it on the foundations of the turbines where gravity will do the work of keeping them upright. It is a kind of building with nature forces which had been applied earlier on Rotterdam’s retractable Maeslant storm surge barrier.

On BRABO’s calendar, maintenance and reclamation jobs in Bayonne and Cuxhaven have been scheduled and will be partly performed already when this Ports and Dredging is issued.

DesignhighlightsLike all PALLIETER sisters the main design feature of BRABO is her compactness, that is to say a design with a relatively short length combined with a relatively large beam and a great hopper content at relatively low draught of the ship. In other words, these ships have been designed for the largest deadweight possible within their length and draught. This design creates a high so-called block factor, which – together with bulbous bow and gondola-mounted propellers – provides a very comfortable hydrodynamic design, with all the advantages associated with that phenomenon, such as low hull resistance, smooth wave pattern, low fuel consumption,

high load capacity, etc. PALLIETER-class dredgers e.g. barely need to reduce speed when sailing on rivers, contrary to their predecessors. The purpose has been reached by designing the longitudinal strength and the bending moment of the vessel for operation within 8 miles from shore, calculating with 1/3 of the design wave height. This allows the PALLIETER family to carry high payloads under normal circumstances – which are the circumstances to cope with at most dredging jobs. For the cases in which the 8 miles zone is to be exceeded there is still no restriction until a significant wave height of 1.5m. Above that distance or wave height she is designed for a virtual 2/3 design wave height at reduced payload. For transit to another job, International Freeboard Draught allows unrestricted navigation, of course. The outcome of this smart design is that a very high payload can be transported in most operational cases. A centre box keelson facilitates maximum hopper volume compared to a design of sloped hopper sides. The double rows of bottom doors create a large discharge area and a good discharging behaviour, even with sticky soils like the “Princess Channel clayish cocktail”.

Fitting in a strategy that prevents doing the same work twice or more, BRABO’s suction tube is identical to that of earlier large DEME vessels such as UIJLENSPIEGEL, LANGE WAPPER, NILE RIVER, etc. Other PALLIETER features – lowering weight and price, and so enhancing the exploitation of the ship without compromising functionality – are the optimisation of crew numbers, diesel engines, components, parts and the deliberately daring application of box coolers, keeping the machinery installation free from sand and dirt, still neatly operating on their limits at an engine power of nearly 11,000kW (figure 5).

As BRABO (and BREYDEL) are nearly twice as large as their predecessors in the series, there was some room for extra mass and space occupation such as a separate deck crane which facilitates autonomous maintenance and hoisting capacity above the total hopper and pump room space. Installation of heavier, however more wear-resistant IHC Merwede jet pumps is also one

2 Craftsmanship and functionality united in Kinderdijk

3 Gondola mounted propellers

4 Captain Franky Peeters at his control station

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of the measures in case, and shallow water unloading doors also facilitate versatility and operational range.

Funny to tell is the following. Anybody involved in building BRABO and sisters agreed on the application of double-walled, highly wear-resistant IHC Parts & Services dredge pumps. If one however speaks to either of them on the motives for doing so, very different reasons come to light. IHC Merwede engineers believe in the wear-resistance of their product and are delighted to install it. DEME’s New Building Department is eager to increase production and reduce maintenance; so they ask for double walled pumps also. Captain Franky Peeters and his crew however prefer to have double walled pumps with an eye on their own safety, as a breaking or exploding inner pump will not directly deem them to raid for lifesaving raft ….

Last but not least, one of BRABO’s outstanding design features merits more extended discussion:

2ndgenerationofoneman-operatedbridgeAs already forecasted in Ports and Dredging 167 (IHC Merwede, Sliedrecht, 2007), BRABO has been equipped with the second generation of the so-called one man-operated bridge, commonly developed by DEME, IHC Dredgers and IHC Systems. Main feature of this design is, that communication between people with different functions and roles on the bridge is replaced by only seven special macro-keys (figure 6), which initiate complete automatic dredging actions. Advantages of the system are in short:• Total vessel control by only one human mind which is not prone

to misunderstand himself.• Avoidance of over- and under dredging, production losses,

accidents.• Enhancement of total vessel safety as well as environmental

safety.• Increase of production and efficiency.• A solution for the lack of well-experienced crew which is

growing larger and larger.• Providing operators a stimulating job which substantially

enhances their experience.

A lot of research was done to develop flawless operation. The integrated console has been well-designed on strict ergonometric rules, providing all important components at hand and within easy

reach (figure 7). The design of the bridge has been optimised for the utmost visibility of all ship’s areas. The operator is allowed to concentrate on navigation and traffic safety, while dredging becomes an action comparable to car driving, an almost natural action for people of the 21st century. Any operator can freely insert own dredging parameters and setpoints that respond to his preferences and experience. If any disturbance appears, the operator may take over the whole dredging process with one intuitive action, or bring it in a safe state, including automatically lifting of the suction tube.

Presentation and control components were developed with a full eye for operational requirements, rather than for technical details. A CCTV provides a back view of the vessel at important points. So far, this also is true for MARIEKE and REYNAERT. With BRABO a next generation of the system evolved from the mutual efforts of contractor, builder and automation crew. It has mainly been concentrated on yet better presentation technology and composition, as well as on yet enhanced control possibilities. Large 23 inch video screens allow for the reduction of video screen numbers as they are able to present pictures in pictures. In this way, presentation is adapted more and more to the human capability to process and to take action on it. Touch screens and submenu’s literally allow almost blind and intuitive control (figure 8). Ports and Dredging observed such control actions when interviewing Captain Franky Peeters. Let us give him the final verdict on the subject.

According to Mr. Peeters, dredging with the one man-operated bridge is an outstanding and nice job, which makes conventional dredging dull and boring. Asked for such subjects as accumulation of responsibilities, safety, processing so much data, the necessity to look behind on a bridge so far protruding, they were all neutralised easily by him: “why not open for innovation?” he asked. All data presented is data belonging to the area of a dredge man’s craftsmanship and process knowledge. So, why bother? Remember Dublin: even when sailing backwards there was no need to turn the head: The CCTV picture, inserted in the Dredge Track Position System presentation provided all information to sail exactly along quaysides. All objections designed to show possibly disquieting aspects of single-handed dredging were averted by him that easy. One cannot resist the temptation to literally quote him concluding with such a beautiful sounding Flemish phrase, meaning “dredging

� Design bravery: box cooler inlets for a nearly 11,000kW ship perfectly serve cooling

6 Macro keys: if the blue ‘collar’ lights up, the action to be initiated by the key is useful – the ship tells the operator

� BRABO’s 2nd generation integrated dredging and navigation console

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with this bridge is pleasant”: “baggeren met deze brug is heel aangenaam.” Thank you, Captain.

ThefamilyisgrowingDue to DEME’s ambitious investment strategy, at this moment BRABO is already accompanied by 9,000m3 sister BREYDEL. We at IHC Merwede wish both ships and their crew good luck – and are standby to assist them in succeeding by any service and support within our possibilities. BRABO can comfortably operate in a family that is growing and growing, which is a sign of good health.

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principalcharacteristicsBRABO

Built IHCDredgersB.V,Kinderdijk2007Type TrailingSuctionHopperDredgerOwner DEME,BelgiumLengthoverall(hull) 122.19mLength 111.40mBeam 28.00mDepth 9.80mDraughtInternationalFreeboard 7.30mDraught(dredgingmark) 9.10mHoppercapacity 11,650m3

Deadweightalltoldatdraught9.10m 18,710tDredgingdepths 28/43mSuctiontubediameter 1,200mmPSengine(propeller,dredgepump) 6000kWSBengine(propeller,jetpumps,generator) 4000kWGeneratorsets 905kVA/207kVAACbowthrusters 2x450kWTotalinstalledpower 10,949kWSpeed,loaded 14.8knotsAccommodation 14persons

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� Touch screens and submenus allow virtually blind and intuitive control

� Another BRABO, performing as liberator of the port of Antwerp again


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TRAILINGSUCTIONHOPPERDREDGER Yard number / Name specifications country

CO 1250 SHOREWAY 5,600m³ the Netherlands 1,2CO 1251 CRESTWAY 5,600m³ the Netherlands 3CO 1252 VOX DUBAI 31,500m³ the Netherlands 4CO 1253 CAZANGA 2,400m³ AngolaCO 1254 12,000m³ the NetherlandsCO 1255 5,600m³ BelgiumCO 1257 CHARLEMAGNE II 5,000m³ BelgiumBN 718 12,000m³ the Netherlands

On order

The namegiving and launch of the 5,600m³ trailing suction hopper dredger SHOREWAY took place at the IHC Merwede yard in Sliedrecht on Thursday, 17 April 2008. The ship is being built for Royal Boskalis Westminster nv. The namegiving and launch were performed by Mrs. M. Scheurwater-van Mourik, the wife of Mr. T. Scheurwater, the chairman of the Works Council of Royal Boskalis Westminster nv.

The SHOREWAY is the first of two medium-sized 5,600m³ hoppers that Boskalis is having built. Her sister ship, the CRESTWAY, was launched on Friday, 16 May 2008 at the IHC Merwede yard in Kinderdijk. Both ships are 97.5m long, with a hopper capacity of 5,600m³. They will be used in global Boskalis dredging operations, and they have been specially designed for dredging and the transportation of sand and sludge. They are ideal both for working in shallow waters and for the maintenance of harbours, beach replenishment and land reclamation projects. The SHOREWAY and CRESTWAY combine a no-nonsense approach to design with a high level of versatility. During the design phase, the emphasis was on keeping the weight of the vessel relatively low, while maximising hopper capacity.

Both dredgers are twin-screw trailing suction hopper dredgers. They are equipped with one suction pipe on the port side with an inner diameter of 1,000mm, and can dredge to a maximum depth of 33m.The maximum hopper capacity is 8,362 tons, and the draught is only 7.10m. The dredged material can be discharged through two rows of rectangular doors in the bottom of the hopper. Other options are the use of the system for pumping the dredged material to the shore through a floating line, or “rainbowing” through a pipe mounted on the bows of the vessel.Both ships have accommodation for a crew of fourteen.


CUTTERSUCTIONDREDGER 02446 Beaver 1200 Nigeria02448 Beaver 6525C Nigeria02454 Beaver 1200 Nigeria02455 Beaver 1600 Nigeria02457 Beaver 1600 Nigeria02466 Beaver 6525C India02476 Beaver 6525C Nigeria02469 INAI SAGA Beaver 6522C Malaysia02470 Beaver 6518C Korea02473 Beaver 6525C India02474 Beaver 5016C Nigeria02484 Beaver 5016C Nigeria02499 Beaver 1600 India02731 Beaver 7525 India09.811 GANGHAI JUN 326 IHC 7025MP® China09.812 GANGHAI JUN 336 IHC 7025MP® China09.813 GANGHAI JUN 356 IHC 7025MP® China09.814 ZHONG GUO SHUI DI IHC 7025MP® China09.824 SHEN YUAN IHC 7025MP® China09.834 GANG HANG JUN 6 IHC 7025MP® wheel China09.835 GANG HANG JUN 7 IHC 7025MP® wheel China09.838 DA DI YING XIONG IHC 7025MP® China09.852 LIANG LONG IHC 7025MP® China09.853 JIAN LONG IHC 7025MP® China09.840 IHC 8527MP® China09.841 IHC 8527MP® China09.842 IHC 8527MP® China09.843 IHC 8527MP® China09.869 IHC 8527MP® China09.870 IHC 8527MP® China09.873 IHC 8527MP® China09.874 IHC 8527MP® China

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On order


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CSDANDWHEELDREDGERS-CUSTOM-BUILT 02730 11787 kW CSD Panama �15042 Beaver 450W South Africa02732 12,000kW CSD China02733 12,000kW CSD China BOOstER stAtION 02489 1,640Kw landbooster India02495 1,686kW landbooster Nigeria02496 746kW landbooster Nigeria02497 1,686kW landbooster Nigeria02705 1,686kW landbooster India WORKBOATS 11029 DMC 1200 Nigeria11031 DMC 1400 Nigeria11033 DMC 1000 Nigeria

SPLITHOPPERBARGE 09.891 2,800m³ splithopper barge the Netherlands09.892 2,800m³ splithopper barge the Netherlands09.893 2,800m³ splithopper barge the Netherlands09.894 2,800m³ splithopper barge the Netherlands


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RecentlydeliveredCUTTERSUCTIONDREDGERANDWHEELDREDGER Yard number / name specifications country

02429 BAG 2CMA RIJEKA Beaver 5020c Croatia02437 S.E.R.E.G. Beaver 300 Guadeloupe02440 DRAGA TENA Beaver 5016c Spain02442 Beaver 600 Korea02443 Beaver 1600 Nigeria02444 DONADA Beaver 5016c Italy02452 Beaver 1200 Nigeria02453 VILLA DREDGER III Beaver 5616c Maldives02463 ENESTO 1 Beaver 6525c Nigeria 102468 Beaver 6520c India 315041 FASIMAINTY 3,600kva Madagascar CSDANDWHEELDREDGERS-CUSTOMBUILT 09.779 DA DI YING HAO Ihc 7025mp® China09.780 GANG HANG JUN 5 Ihc 7025mp® China09.809 LI LONG Ihc 7025mp® Wheel China 209.810 GANGHAI JUN 316 Ihc 7025mp® China 4 CRAwL CAt 09.730 Crawl Cat 400 India

BOOstER stAtION 02464 1,686kw Booster Maldives02481 1,640kw Booster Malaysia02465 1,686kw Booster Angola WORKBOATS 11024 PONTON TOACHI Dmc 1200 Dp 2500 Spain11025 BERGER RELIANCE Dp 2500 Germany011002 Dmc 1000 Nigeria11028 Dmc 1200 Nigeria11030 Dmc 1400 Nigeria11008 Dmc 1400 Maldives TRAILINGSUCTIONHOPPERDREDGERS Co 1245 TSHD ABUL 6,000m³ Pakistan �CO 1246 BRABO 11,650M³ BelgiumCO 1247 BREYDEL 9,000M³ Belgium 5,609.674 FRACISCO DE ORELLANA 1.500M³ Ecuador


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MainContents

¸NewsFlash¸SimulationCSDatSea¸ALBZEM¸DredgingCycleoptimisation¸OpeningRIOSingapore¸BRABOatwork¸SHOREWAYandCRESTWAYLaunch

PortsandDredgingispublishedbyIHCMerwedewiththeaimofkeepingthedredgingindustryinformedaboutnewdevelopmentsindredgingtechnology,vesselsandotheritemsofdredgingequipmentdelivered,andtheexperiencesofusersallovertheworld.IHCMerwededevelopsandappliesnewtechniques.Thesearemanifestedinarangeofadvancedproductsandservices:custom-builtandstandardiseddredgers,dredginginstallationsandcomponents,instrumentsandautomaticcontrolsystems,engineeringandconsultancy,researchanddevelopment,renovation,operatortrainingandafter-salesservice.IHCMerwedeprovidesoptimumsolutionsfortheproblemsfacedbythedredgingandalluvialminingindustries.

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