GOING UNDERGROUNDCONTENTS 38 04 10 WELCOME Dear reader, This issue of IHC Insight highlights how IHC is at the forefront of several important industry developments with far-reaching

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GOINGUNDERGROUND

CONTENTS

38 04

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WELCOME

Dear reader,

This issue of IHC Insight highlights how IHC is at the forefront of several important industry developments with far-reaching implications.Taking a leading role in EU-funded project JOULES, it is supporting the maritime industry’s transition from fossil fuels to low-emission alternatives(pages 32-37).

Customers remain at the forefront of our operations, as the feedback from one Indian port operator on its latest IHC vessels (two Beagle® 8 dredgers), can testify (pages 24-27). Our ability to work closely with customers is demonstrated by a project to develop one of the largest and most sophisticated reel lay systems in the world (pages 38-41).

As part of the Blue Nodules initiative, it is anticipating the future needs of deep-sea mining with the development of a prototype crawler vehicle (pages 20-23). And involvement in the Hyperloop project also shows how IHC is looking at innovative possibilities for the tunnelling market (pages 10-15).

We continue looking to the future with the development of innovative tools, such as the unique ship behaviour monitoring system for a mega CSD (pages 4-9). An intelligent software package that improves efficiency of TSHDs by up to 15% is now available as standard (pages 16-19), and the Path Planner ensures cost-effective maintenance for customers in the offshore wind market (pages 28-31).

We hope that you enjoy this issue. Remember, you can stay up-to-date with all of our activities on our social media channels and website: royalihc.com

Dave Vander HeydeCEO

04 MAXIMISINGUPTIMEOFAMEGACSD

How a unique ship behaviour monitoring system created by IHC is protecting a valuable asset for Boskalis.

10 GOINGUNDERGROUND

IHC renews its focus on tunnelling activities, drawing on extensive in-house knowledge and access to cutting-edge technology.

16 INTELLIGENTDREDGING

How a new software control package will significantly improve the loading efficiency of trailer suction hopper dredgers.

20 DEEP-SEATREASUREHUNTER

IHC has developed a prototype deep-sea mining crawler to enable mining companies to gather resources from the seafloor while causing minimal environmental impact.

24 FLEXIBILITYFORTHEFUTURE

India’s largest multi-port operator shares its experiences of two Beagle® 8 dredgers, the latest IHC vessels to be added to its fleet.

28 NEWTOOLOPENSDOORTO COST-EFFECTIVEMAINTENANCE

Introducing the Path Planner, an innovative tool developed for the offshore wind market thanks to a collaborative effort within IHC.

32 PAVINGTHEWAYFORZERO-EMISSION VESSELS

IHC MTI explains how it is helping the maritime industry to become more sustainable for the future.

38 ACREATIVEAPPROACHTOCOMPLEX SOLUTIONS

A prestigious project showcases IHC’s ability to provide solutions for complex integrated pipe laying systems.

42 NEWS

Find out about the latest developments at IHC.

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INSIGHT AUTUMN2018|E11

COORDINATION A.F.N.F. MaasStrategy, Marketing & Communications Director

LAYOUT S. Duijvelshoff, Corporate Communication

EDITORIALCOMMITTEEL. op de Beek, E. Bos, G. Bouter, P. Bronsveld,H.J. Cornegé, R. Klem, A.F.N.F. Maas,J. van Overhagen, E. Put, D. Uiterwaal,RED International Communication Ltd.

PUBLISHEDWITHTHECOOPERATIONOFAdani, Blue Nodules project, Boskalis, Dredging Corporation of India, Shanghai Salvage

Cover image: courtesy of Carel Kramer Fotografie.

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

EDITORIALANDCORRESPONDENCEADDRESSRoyal IHCP.O. Box 12960 AA KinderdijkThe Netherlands

COPYRIGHT Royal IHC - ISSN: 0166-5766

For more information about any article, please contact [email protected]

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One of the most powerful cutter suction dredgers on the planet is equipped with a unique ship behaviour monitoring system (SBMS) created by IHC. The team behind it explains how it not only protects the vessel during operations in challenging conditions, but also maximises uptime for owner Boskalis.

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to concentrate on significant peaks and high impacts.

DUALPURPOSEThere are three outputs for the data: a live SBMS display, local SBMS storage on board (data log files) and analysed/descriptive parameters sent to Boskalis’ Clinical Data Management System (CDMS).

For the bridge, the live display shows measurement signals as time trend graphs. It is vital that there is a negligible delay between the signals being received, so that direct action can be taken to stop or change the

operation at the exact point in time at which excessive loading occurs.

However, Boskalis also wanted the capability to analyse the data after a project or an individual operation. Therefore, another processing unit can capture a number of results from the sensors, as well as interpret trends derived at different time intervals. Data logs are subsequently collated and stored locally in order to be analysed at a later date.

“This counting of historical high load occurrences and processing of other statistical information can be used in a number of ways,”

Measuring an impressive 152 metres in length, with an installed power of almost 24,000kW and an enormous 15,600kW pumping capacity, HELIOS was specified by Boskalis, and engineered and built by IHC, to be one of the most powerful self-propelled CSDs of its kind.

Weighing more than 2,000 tonnes, its cutter ladder is also currently the heaviest in the world. This efficient piece of dredging equipment enables the HELIOS to dredge extremely hard rocks, as well as operate in very shallow waters. It can dredge one metre shallower than many of its competitors, boasting a versatile depth range of six to 35 metres.

OPERATIONALIMPACTSIt is widely understood that the structural and torsional vibrations that occur during dredging operations can heavily contribute to the damage caused to a vessel and its equipment, and in particular the cutter ladder. As such, Boskalis worked with IHC to define a ship behaviour monitoring system (SBMS) that would monitor potentially harmful vibrations and allow for them to be regulated in order to protect HELIOS and maximise its uptime.

“From previous analysis of its CSDs, and the data obtained from their operations, Boskalis made clear it wanted to improve the direct insight into the operational loading of the HELIOS during a dredging operation,” says IHC MTI Senior Project Manager R&D Jan Los. From this, Boskalis had identified a selection of valuable data that it wanted to derive from the operation of the HELIOS.

“The building of the vessel was already in progress but we felt that it was still possible to adapt the scope of the project. At that point, we determined an additional specification that incorporated strategically located sensors for the acquisition of particular data. This formed the foundations for the ship behaviour monitoring system.”

CSDs have a sizeable cutter head that dredges away the soil underneath the water. The HELIOS was designed to incorporate a larger type of cutter head to allow for a higher number of pick points. This enables it to dredge extremely hard materials as efficiently as possible, however this can also induce high impact loads on the cutter shaft.

The SBMS therefore focuses predominantly on the torque and axial thrust forces on the cutter shaft. This is monitored in combination with the mechanical vibrations that are occurring at several locations throughout the vessel.

“The resultant vibrations from high dynamic loads can have a significant impact on a ship’s structure,” says IHC's Senior Project Manager Condition Monitoring and Diagnostics Ralf Stam. “Given the demanding conditions that the HELIOS was conceived for, a SBMS of this kind becomes vital in order to maintain uptime and safety levels by enabling operations to be adapted or stopped to prevent the cutter shaft from becoming fatigued or overloaded.”

INTERPRETINGTHESIGNALSThe SBMS consists of sensors that mainly focus on the cutter shaft and ladder, but are also located at other key locations in the ship and on the bridge. These sensors are

connected to a central computer in the deck house, that logs, reads and evaluates the signals received. This is then displayed to the operator on a graphical user interface (GUI).

“It is extremely unique for an operator to be able to directly monitor the cutter shaft in this way on such a large CSD,” explains Jan. “The ability to measure and display the actual loading of the shaft in real time on the bridge was a custom-made feature of the system.”

“However, without the correct processing of those signals, they are not very useful in the ship’s operation,” adds Ralf. “Simply displaying

the raw information on screen will not help the understanding of the operation.

“Therefore, we needed to build comprehensive filtering and analysis capabilities into the software. This was to ensure that, regardless of an operator’s skill level, the information displayed in real time on the GUI screen would be relatively straightforward to interpret.”

Certain parameters were therefore determined in order to facilitate this level of filtering and analysis. For example, the SBMS will log the number of times a certain torque or load has been exceeded but disregard smaller fluctuations. This enables it


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says Ralf. “Not least, for peak performance analysis and preventive maintenance. It is, for example, possible to determine the fatigue on the cutter shaft and estimate when this component might need replacing or refurbishing.”

For Jan, this division between the three data streams presented a further challenge: “The ship’s behaviour analysis and signals from the sensors needed to be interpreted in such a way to ensure that it was compatible with Boskalis’ CDMS. Therefore, we had to define the parameters that would enable us to achieve communication with the CDMS system. The largest technical challenge for me was to make all sub-systems communicate smoothly with each other.”

“The added complexity within this was not always centred around the technology itself,” adds Ralf. “We knew we had the expertise to achieve the link between the SBMS and the CDMS but it had to be facilitated by bringing together a number of different expertises within IHC and occasionally external parties.

“However, by coordinating efforts, we were able to connect all the sensors and hardware to the relevant software. This was then tested to ensure that the communication between

the two systems was both accurate and reliable.”

APOSITIVERECEPTIONHELIOS underwent sea trials during the first half of 2017, ahead of its delivery in July.

This enabled the dual processing of the data to be tested to the maximum, in order to identify any issues with the live reporting or the logging of the historical data sets within Boskalis’ CDMS.“Impressions from the initial sea trials were

highly positive,” explains Ralf. “We were able to see life as it happens in terms of the loading of the cutter. In particular, with regards to the dynamic loading, where we were able to achieve very fast signals that showed a real-time picture of what was occurring. This was not something that any other system has been able to realise in the past, so it was, and is, incredibly special.”

Following its launch, HELIOS was deployed to execute work in the Port of Rotterdam, where it was able to dredge 1.5 million cubic metres of materials in just three weeks. The vessel

has since been involved in a sizeable project for the Port of Duqm in Oman. During these operations IHC has been able to work in close cooperation with Boskalis to detect and resolve any initial hurdles. By receiving raw data, it has been able to identify

whether the system is working correctly and respond to any additional fixes that have been required. This process has also enabled the identification of future extension to the SBMS.

“Throughout the entire process we had regular meetings with Boskalis”, says Jan.“I believe we couldn’t have achieved the SBMS in any other way. This process hasn’t changed

since we delivered the system. We have a constant flow of feedback and we are utilising this to expand the concept further.”

EXPANDINGTHESYSTEMIHC is currently investigating the software involved in the SBMS and defining a project that sets out to explore it as a consideration for future ship development.

“The SBMS designed for HELIOS was the first,” explains Jan. “We are making plans to look at how we can expand it, but it is limited to

specific types of operations. It is massively relevant where there are high dynamic loads involved, such as cutter operations. However, when a new CSD can cost in excess of €100 million, integrating a system that can help protect that asset and reduce operational maintenance is suddenly a wise investment.”

The potential benefits of installing a SBMS could be two-fold. As well as preventing heightened operational costs by minimising the damage through the data derived from the SBMS, this information could also be utilised in future concepts for CSDs.

“Boskalis will be able to access the data in its CDMS in order to evaluate performance over a period of time,” explains Ralf. “These insights could inform how they approach the design of future vessels. In partnership with our technological capabilities, this could be a very powerful asset and make significant improvements to dredging operations.”

“This is where data can in fact transform vessel design,” concludes Jan. “A customer might have some valuable ideas around a form of optimisation or an engineering insight that has been gained from real-time information. Together, we can use this understanding to start new and exciting innovations.”


Tunnelling has long been a key part of human development, stretching back to the earliest civilisations. In looking to the future, and by utilising its in-house knowledge and expertise, IHC has renewed its focus in this sector and has set out a new vision that will help it support customers better for years to come.

GOINGUNDERGROUND


Historically, the concept of tunnelling has been inextricably linked to humanity’s activities and subsequent global advance. For thousands of years, it has been necessary for people to excavate underground channels and passageways for drainage, water supply, irrigation and sewerage. Tunnels were also excavated to create transport systems, for example canals, as well as mine precious ores.

The scale of tunnelling operations has since reached a monumental scale with tunnels created for a variety of purposes, including waterways, hydroelectricity, and metro lines. At over 137km (85 miles) in length, the Delaware Aqueduct tunnel in the USA is the world’s longest, while the Channel Tunnel between England and France is a strong example of enhanced intracontinental connectivity.

The demand is set to continue with projects also expected to be more challenging. As technological advances are made, tunnels are becoming deeper and wider, and constructed faster than ever. “The tunnelling market is growing and can be divided into two different sectors,” explains Director IHC Mining and Tunnelling Hans Greve. “The first is large-scale infrastructure projects, which are necessary for constructing roads and railways.

“IHC’s primary target is the smaller tunnels that are used for water infrastructure. This is because the profile of such projects aligns perfectly with the expertise of IHC, a company that has for centuries worked in and around water. In terms of global trends, there are myriad areas with high water variation – from drought to overabundance. IHC has the solutions to improve this situation, especially in densely populated countries, such as India and in South America.”

ARENEWEDFOCUSHans has a clear strategy for IHC’s tunnelling activities, which is divided into four pillars: “The first step is to re-enter the market with a renewed approach. We have extensive in-house knowledge and access to cutting-edge technology that will be of tremendous benefit to companies in the tunnelling market. Our top priority is to show that we are back in the tunnelling game, and have the relevant equipment and capabilities.

“Step two involves developing new innovations or so-called ‘differentiators’. That means assessing IHC’s existing portfolio and delivering new solutions to the market. For example, IHC has developed a non-radioactive density meter and we recently received an order to supply two such units

to a tunnelling company. The added benefit for us is that we could show our customer IHC’s entire tunnelling portfolio, which has led to discussions regarding other potential projects.”

While Hans and his department will predominantly work with horizontal

infrastructure, step three also involves tackling vertical infrastructure. “In the horizontal market, there are many companies that already supply this type of equipment,” he says. “However, in regard to vertical infrastructure, there is hardly anyone with a complete range of solutions capable of building shafts or drilling piles to a certain

depth. This is something that IHC has done consistently well in the past, for example on the underground expansion of the Amsterdam Metro. We are now marketing this technology accordingly and getting a positive response.”

The fourth step will be to construct new infrastructure for water management systems,

specifically those that are ageing in larger urban areas. "In European countries, such as The Netherlands for example, many water and sewerage systems date back around 70 years, to the period following the Second World War,” says Hans. “Now, they are coming to the end of their economic and technical lifetimes.” The standard method for replacement is to

dig up streets, extract the old pipe and replace it with a new one. This can be costly due to roads being closed for a significant period of time. IHC is looking at a smarter and more sustainable method that uses trenchless technologies and utilises a (semi-) automatic system capable of removing an existing pipe and leaving a new one in its place.

“Our final concept can work silently underground with minimal disturbance,” explains Hans. “One of the key innovations is the excavation method itself and the fact that the pipe can remain operational during the replacement process. This is achieved by the presence of a temporary pipe that runs through the centre of the machine to connect the old and new pipe.

“For IHC, this represents a huge market, because there are hundreds of kilometres of ageing pipelines underground that need to be replaced in the near future. Not only in The Netherlands, but all across the world.”

THENECESSARYEXPERTISEAlthough IHC’s renewed strategy is clear, Hans is also aware of the obstacles that lie ahead for the company: “The biggest challenge for us is to re-enter the tunnelling market anew. Having a strong list of references is often crucial to customers, and while most of my team do have personal references, we need to build this area up as a unit. We also need to clearly demonstrate to customers that we can make a viable link between our knowledge and their individual requirements.”

Hans believes that IHC has all the necessary expertise and knowledge through which to enjoy continued success in the future: “For me, it all comes back to our slogan of being the technology innovator, which we are using as the platform for stepping into the tunnelling market. We are developing several innovations that we are confident will make a difference. Our expertise regarding the integration of complete systems is also a quality that sets us apart from competitors.

“We have the technology but want to explore new possibilities. That is one of the reasons why we entered into the Hyperloop project. It’s not only innovative, but represents an entirely different way of working and thinking – and that is the way in which we can position ourselves in this market. By being involved in exciting developments such as the Hyperloop, we can strive to make a real difference.”

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LOOKINGTOTHEFUTUREAlthough the concept of the ‘hyperloop’ was raised by entrepreneur Elon Musk and the SpaceX company a couple of years ago, the idea itself is much older. In essence, the Hyperloop is a system that facilitates high-speed transport. By creating a tube and making a near vacuum inside, air resistance is removed. This means that it is possible to launch a transport unit (freight or passenger) through the tube at speeds of up to 1,000km – or 620 miles – per hour. SpaceX organised a competition for knowledge centres to design a capsule or transport pod and test it in a tube they built themselves. A team from Delft University of Technology won the competition two years ago and went on to establish a company dedicated to the project – Hardt Hyperloop.

“When I heard about the initiative, I knew I wanted IHC to become involved and see if we could put our advanced tunnelling technology into the picture,” adds Hans. “That is how I came into contact with Hardt Hyperloop, and earlier this year we signed an agreement to participate in a development consortium. Our target now is to build a test facility within three years and develop the technology further.”

IHC’s role will be to develop the Hyperloop infrastructure in the most efficient way possible. “Hardt is taking on the overall responsibility for the implementation of the Hyperloop system and has developed key technologies for the track inside the tube, alongside other companies that are joining the consortium,” says Hans. “The majority of the costs relate to the infrastructure, so to make the Hyperloop successful, we must develop a smart solution that is efficient and sustainable. After all, one of the biggest selling points of the Hyperloop is that it is a sustainable transport system.”

If executed correctly, the Hyperloop system has the potential to replace short distance air traffic. “Instead of flying from Amsterdam to Paris, passengers could step into the Hyperloop and arrive in only one hour,” says Hans. “In addition, the system derives its energy from solar power or wind energy, which means its CO2 footprint would be practically zero. It sounds futuristic but it is closer than most people think. The technological capabilities certainly exist.”

TAKINGTHENEXTSTEPDespite only being in his new role for a year-and-a-half, Hans has been delighted with the progress IHC has made so far: “One of my personal highlights was obtaining an order to refurbish a tunnelling machine for one of IHC’s old customers. It was a big learning curve for the team, particularly in terms of re-entering the tunnelling market. However, to see equipment back in our workshop and the team working hard to make improvements was a special moment for everyone involved.

“The speed of our development has been superb and we have enjoyed reaching out to the market. This has meant travelling to see potential customers, and presenting our ideas and capabilities at exhibitions. The positive feedback we have received from customers alongside the new requests for equipment is really pushing us forward.

“At IHC, we do things differently, and have a huge portfolio of products that can be mobilised for the tunnelling market. But we’re also involved every step of the way, from manufacturing to installation, and right through to providing digital solutions. It’s my mission to ensure that customers recognise IHC for its capacity to provide total tunnelling solutions anywhere in the world.”

After years of research and development, IHC has significantly increased the loading efficiency of TSHDs by improving automatic controls used within the dredging cycle. It now offers a software control package that will have a positive impact on productivity and reduce fuel consumption, and be hugely beneficial to dredging contractors looking for more sustainable operations.

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Ten years ago, IHC embarked on an R&D project that for the first time focused on trailing suction hopper dredgers (TSHDs) as an integrated system, rather than a collection of individual components performing separate functions.

“We took a holistic view of the total dredging process, including the excavation, sailing speed and suction production,” says Jacco

Osnabrugge, R&D Manager at Systems. “All three are closely related and should work like instruments in an orchestra, in harmony together.”

The knowledge gained from this R&D project enabled IHC to create its closely integrated software control package that improves the loading efficiency of TSHDs up to 15% and fuel efficiency by a similar margin. It therefore has huge potential to reduce the environmental impact of dredging and lower the price per dredged cubic metre.

The ECO automation package comprises three controllers – the Trail Speed Controller (TSC), Eco Pump Controller (EPC) and Automatic Visor Controller (AVC) – that work on the same AI-supported measured/estimated parameter base, called the AI system.

Developed by IHC, the AI system is a self-learning dredging control unit for efficiently controlling the dredging process of a TSHD. It uses artificial intelligence comprising a

combination of measurements, mathematical models and algorithms to predict optimal set points for a given situation.

As conditions change during the dredging process, such as soil properties, dredging depth and vessel draught, the AI system modifies the set points for the TSC, EPC and the AVC to optimise activities. With these controllers, the AI system adapts and

maintains maximum production rates during the whole dredging cycle.

HOWDOESITWORKThe TSC is used to maintain a constant and optimal trail speed during dredging, so the ship navigator need only focus on navigating and monitoring the dredging process. The constant trail speed also provides a stable basis for further optimisation of the dredging process.

“It compensates for the forces exerted by the draghead, such as the cutting force, which can vary within 20-80% of the propulsion power,” adds Jacco. The dredging force mainly depends on soil type, permeability and dredging depth – parameters not typically known during the dredging process, and which can vary from place to place. As they are difficult to measure, sophisticated techniques to estimate the dredging force have been developed.“The TSC achieves a first stabilisation of the mixture supply. However, it cannot stabilise

for irregular waves, seabeds, and soil properties along the track,” says Jacco. This is where the AVC can help. It controls the visor position and force to obtain an optimal ratio of mixture flow and density that maximises the excavation production. This varies during the loading of the hopper due to increasing vessel draught and variations in dredging depth and soil characteristics.

Secondly, the AVC provides a stable and robust operation, also under the presence of disturbances such as sand dunes, with limited or no intervention needed by the operator.The EPC controls the pump speed to increase efficiency by preventing excessive cavitation of the dredge pump. The dredge pump process is one of the most important aspects of the total dredging cycle, particularly with a view to energy consumption and wear and tear. Therefore, it’s important that it operates in the most economical way possible. When the


dredge pump is cavitating, for example, pump efficiency is reduced significantly. Reducing the pump speed in this situation will increase the efficiency and reduce the fuel consumption of the dredge pump while maintaining the same dredging production. A corresponding advantage is reduction of wear.

The EPC determines when the pump is cavitating. This is determined by directly calculating the efficiency, or in case of no power or torque measurement, by comparing the calculated theoretical pump head with the measured actual pump head. If cavitation occurs, the efficiency drops and the actual pump head becomes smaller than the theoretical pump head. Using AI, the EPC

finds an optimal pump speed to obtain high values for both pump efficiency and dredging production.The three controllers interact with each other to govern the dredging system, enabling it to operate near its physical limits. “It’s important to use all three controllers together for optimum results,” says Erik van der Blom, Innovation Manager Vessels at Shipbuilding. “AVC is a very important part of the package.”

SUCCESSFULSEATRIALSThe iterative development of the control package has included many tests during the past decade. They began with DEME’s MARIEKE and REYNAERT in 2006 and 2007, and included CONGO RIVER in 2011.“During the testing, there have been continuous surprises along the way,” says Jacco. “When we started the project years ago, we performed many simulations, mathematical models of systems, but it’s not real life. It’s important to show how it works in practice, with the vessel in operational conditions.

A unique opportunity for comparative testing came during the sea trials of three sister ships, built for Dredging Corporation of India:

medium-sized hopper dredgers DCI DREDGE XIX, DCI DREDGE XX and DCI DREDGE XXI. This enabled IHC to test the controllers in every aspect necessary and compare it to a vessel that has no controllers installed.

“The first surprise was the high level of fluctuations – caused by disturbances from waves and variations in soil conditions and bottom profile – and their impact on the vessel and its power levels. We didn’t realise how unstable it was, nor the extent of the

variation in suction production levels, without the controls.”

“A pleasant surprise was the smoothness of the production process when using the controllers. With the ECO control package, we were able to smoothen out all fluctuations, and make the loading process much more stable, which resulted in a 15% shorter loading time, and also a 15% reduction in fuel consumption.”

Extensive testing in the field also proved that the control package reduces operator interventions in a ratio from about 20 to 3. “Whether translated in cycle time, number of dredging cycles, and/or fuel consumption and emissions, it is clear that dredging contractors will vastly profit from this modern dredging process control,” says Erik.

NEXTPHASEThe package needs to be overseen by an experienced operator, who sets the overall goals. Jacco is already working on further optimisation of the package. This will take into account overflow losses which is especially important for fine sand types and optimal power management during loading, further optimising the hopper loading process and fuel consumption. “If we can solidify this, it promises further benefits, release of the operator, and loading efficiency,” he says.

“It’s not only about what’s coming into the hopper, but also what’s going out of the overflow, that affects cycle production. It’s about optimising the incoming production to the hopper in relation to the settling process in the hopper and total consumed fuel. It takes into account the long-term impact over the total loading phase, so it’s more complicated.”

COMMITMENTTOEFFICIENCYThe ECO control package is now offered as standard in every new TSHD built by IHC, and a number have already been installed and are working effectively. The software can also be retrofitted to older vessels built by IHC, with an IHC automation platform on board, namely an IHC PLC/SCADA/Digisys dredge control platform. Otherwise, some adaptions will be required.

The development of the ECO control package demonstrates IHC’s firm commitment to building more efficient dredging vessels for sustainable operations. “It also shows how, by adding intelligence to these huge steel ships, with all their equipment and components that are designed to do specific jobs, the overall system can perform better,” concludes Erik.

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ECO CONTROLLERS• tested during trials of DCI Dredge XXI• smooth production process contributes to production and fuel saving.

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As part of its involvement in the Blue Nodules project, IHC is anticipating the future of mining by developing an innovative vehicle that will eventually enable companies to gather precious metals from the seabed while causing minimal environmental impact.

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Metals such as copper, cobalt, nickel and neodymium are necessary for the production of smartphones, wind turbines, solar panels, electric cars and batteries (particularly cobalt and nickel). As society is moving towards a more sustainable energy supply, the demand for such raw materials will increase exponentially. One of the few places cobalt and nickel can be found is the seafloor. Engineer Laurens de Jonge, a deep-sea mining expert at IHC, explains: “At a depth of five kilometres in the Pacific Ocean, there are scarce metal deposits in the form of polymetallic nodules.

Extracting these nodules at such depths is a challenge, both technically and environmentally. This is the focus of an EU-funded research and innovation project, Blue Nodules. It is aiming to gather solutions for the sustainable harvesting and processing of deep-sea mining of polymetallic nodules from the seafloor with minimal environmental impact. IHC, represented by Laurens, is the coordinator of the project, and one of 14 industry and research partners from nine different countries in Europe involved.

APOLLOIIAs part of the Blue Nodules initiative, IHC has developed a prototype deep-sea mining crawler, the Apollo II. The vehicle is part of a complete integrated mining system that includes subsea harvesting equipment, control technology, an umbilical, a vertical transport system (VTS) – developed during the Blue Mining project, which ended in February 2018 – and the support vessel.

“The development of Apollo II started two and a half years ago, from conceptual design to an assembled vehicle,” says Project Leader Ralf Langeler. “We started writing a design philosophy, design requirements and the lessons learned from developing the Apollo I, a small autonomous subsea vehicle for 5,000m depth.

“Apollo II is a customised vehicle specifically designed for the deep sea. During this trajectory, we made use of the knowledge available within IHC by cooperating with other units.”

TECHNICALCHALLENGESTo cope with the technical challenges of operating in a harsh and remote deep-sea environment, Apollo II has lightweight aluminium frames, four independently driven tracks and a steering system on the rear to enable equal load distribution and optimum manoeuvrability on the seafloor. It also has

traction capability to enable it to drive on the vulnerable seabed that can be compared to a thick soup or yoghurt.

The full-scale vehicle will be provided with 16-metre wide collectors to pick up nodules from the seafloor while only removing a surficial sediment layer. “We aim to minimise the volume of sediment we displace and ideally only remove the nodules,” says Ralf. “Understanding the vehicle’s behaviour and

automating the systems will give us maximum control of the mining process and a minimum impact.”


The vehicle’s name (after the space programme that resulted in the moon landings in 1969) hints at the enormity of the technical challenges involved in extracting nodules from the seafloor. “More is known about the moon’s surface than the deep sea and surviving down there is also more difficult than in space,” says Laurens. “The pressure difference in space is one bar, whereas in deep sea it could be 500 bars at a five-kilometre depth. It’s a whole other league.”

ENVIRONMENTALCHALLENGESSustainability has been a lead principle in the design of Apollo II in order to limit its effects on the seafloor. This includes minimising plume, sound distribution and its impact on the benthic zone. One of the changes IHC is currently working on relates to the prevention of the use of oil.

“In the near future, the crawler will be transitioned to be fully electric without the need for hydraulic oil thanks to the development of oil-free motors,” says Ralf. “This means that there will be no risk of spillages and the accompanying impact.”

Measuring and quantifying the crawler’s impact on the marine environment is difficult, however. As part of the Blue Nodules project, IHC is cooperating with several institutions to help measure the state of the seafloor, the plume created and currents, for example.

DEEP-SEATRIALSBoth the technical and environmental performance of the crawler were put to the

test during the first series of sea trials that took place earlier this year, off the coast of southern Spain. The tests were carried out at a depth of 300 metres, with a focus on the manoeuvrability of the vehicle and functionality of the hydraulic collector. The crawler drove a total distance of more than ten kilometres during the two-week trial.

“We learned a great deal about the functioning and operation of the Apollo II,” says Ralf. “The test results and the gathered knowledge form a solid basis for further improvements and development of the vehicle.”

“We observed that our impact was limited to the mining area and close surroundings on the seafloor,” adds Laurens. “Plume stayed close to the seafloor, and that’s important as you want to limit the impact on the mining area.”

The tests were carried out on board the Spanish research vessel SARMIENTO DE GAMBOA, owned by Spanish state agency CSIC. ROV assistance was provided by the Flanders Marine Institute (VLIZ), and geological and environmental data was gathered, monitored and analysed by UTM (Marine Technology Unit), and Blue Nodules partners NIOZ and Aarhus University.

“The trial showed the strength of the close cooperation between all the parties both on and off board, and the crew of the vessel. Thanks to all on board, it was a big success and helped us to achieve most of our goals for this trial,” said Laurens.

FACINGTHEFUTURE“The successful trial was an important step and serves as the basis for future development of the Apollo II. Now we are working on progressing the vehicle for next year’s trial, to improve and make it commercially interesting” says Ralf.

Rules and regulations surrounding the exploitation of deep-sea minerals in the high seas are being established by the International Seabed Authority (ISA) and are expected to be finalised in 2021-2022. In anticipation of these, IHC’s work on the innovative Apollo II and participation in the Blue Nodules initiative will continue. IHC will also progress with the development of the VTS, specifically the water-filled permanent magnet pump motors for the booster stations.

“A major next step would be to test both the Apollo II and the VTS booster station at 5,000m water depth in a nodules field. With our partners, we are currently developing plans to do that in 2020-2021. Success will depend on many technical and regulatory factors, but not on our enthusiasm and drive to make this happen,” says Laurens.

Developments in deep-sea mining can have an important impact on IHC as a whole, believes Laurens. The development, design and build of a deep-sea mining system is a complex integration process, and requires smart and innovative thinking between many internal and external suppliers. IHC has the potential to make this work, because it can offer a unique mix of dredging, mining and offshore capabilities and know-how.

RESEARCHVESSELSARMIENTODEGAMBOA

THEAPOLLOIIVEHICLEONTHEAFTDECKOFTHEVESSELLAUNCHANDRECOVERYOPERATION.THEA-FRAME(INOUTBOARDPOSITION)ISUSEDTOBRINGTHEVEHICLEOVERBOARD.

INSIDETHECONTROLCABINTHEOPERATIONCANBEFOLLOWEDWITHTHEHELPOFCAMERAIMAGES

In 2016, IHC was approached by India’s largest private multi-port operator Adani to supply two state-of-the-art Beagle® 8 dredgers. Now operational, the vessels are showcasing their versatility and efficiency on a variety of projects, as well as helping to continue the strong partnership between both organisations.

FLEXIBILITY FORTHEFUTURE


“Afterwards, it returned to the state of Gujarat to perform emergency dredging in Mundra and is now involved with the Dahej-Gogha ferry maintenance dredging project. The SHANTI SAGAR 17 also began life in Hazira and Dahej, but then moved to Katuppalli Port, where she is still working today.”

The excellent fuel efficiency of the Beagle® 8s has impressedMr Karthikeyan: “Both vessels are operating around the clock, but the fuel consumption of the SHANTI SAGAR 18 is only 20,000 litres per day. This is much lower than the fuel consumed by contracted dredgers

working in the same scenario. Their vessels were using around 30,000 litres per day. The fuel consumption during sailing is also extremely low, and for these reasons, we feel that the Beagle® 8 is a highly efficient dredger.”

IHC also proposed a new lighter draghead design, which Adani initially had some reservations about. “We are delighted to see that the new design of the draghead worked as efficiently compared to the heavier dragheads used by the earlier contracted dredgers in our working scenario,” says Mr Karthikeyan.

“If I had to make a comment with the Beagles®, it would be purely aesthetic – we much like the design, but some scantlings can be seen through the hull plating from the outside of the vessel. However, we know this does not affect the operational performance. If anything, we are pleased with the modular design of the vessels, because this gives us the flexibility we need for the future, while keeping our initial investment low.”

HAPPYMEMORIESThe delivery of the SHANTI SAGAR 17 and SHANTI SAGAR 18 continues the excellent partnership that exists between IHC and Adani. For

Mr Karthikeyan, there have been some memorable moments along the way, which have cemented the relationship between the two organisations: “I’ll never forget the sea trials we were involved in on the SHANTI SAGAR 17.

“As the vessel was destined for India, we asked IHC to remove the heaters from the accommodation to make space for air conditioning units. What we did not realise was that the trials would take place in the North Sea in November! I can assure you that this was a new experience for the Adani crew on board. Fortunately, during the trials of the SHANTI SAGAR 18 we were fully prepared and made provisions to install some temporary heaters.” For Colonel Vinod George, there is confidence that the productive partnership will remain strong following the delivery of the Beagles®: “Efficiency and operational costs are the deciding factors as far as our continuous day-to-day operations are concerned. We’ve been very happy with the support that IHC has provided, for example with spare parts and advice.

“Having established its offices in Mumbai, IHC’s services have become more accessible. Its people are now trained there and always available, which is a positive step forward as far as IHC is concerned. We, alongwith the Indian dredging industry as a whole, welcome this development.”

IHC has a long and prestigious history in India’s dredging market, which dates back to 1926 and the supply of its first purpose-built vessel. Over the past 90 years, it has delivered over 100 dredgers locally and in 2007, established a service centre in Mumbai. In 2005, the country’s largest private multi-port operator, the Adani Group (Adani), first approached IHC with a view to establishing its own dredging fleet.

New to the industry, Adani was looking for a strong partner to supply reliable dredging equipment and offer support. “IHC are the leaders for the manufacture of dredgers and have tremendous knowledge in terms of research and development in the industry,” says COO Dredging Adani Ports Colonel Vinod George.

Over the past ten years, Adani has purchased an extended fleet of dredgers from IHC. The company currently owns eight IHC Beaver® 65s with dredging depths ranging from 20 to 25 metres, one IHC Beaver 7525 and one IHC Beaver 9029. Using these vessels, Adani is able to perform a wide range of dredging operations, such as land reclamation, port construction and maintenance dredging.

In early 2016, Adani placed a new order with IHC for the construction and delivery of two IHC Beagle® 8 trailing suction hopper dredgers (TSHDs) with a hopper volume of 8,000m3. The vessels were inaugurated in January 2018 at Adani’s Hazira Port in Gujarat, after their maiden voyage through the Suez Canal.

“It was a wise decision to bank on IHC again and see what they could supply to us,” continues Colonel Vinod George. “Having started out with their vessels, we never wanted to switch and their dredgers are working efficiently at the various ports at which we operate. We have found the IHC vessels to be highly reliable and efficient, and the opportunity to be involved with the Beagle® 8s came at precisely the right time for us.”

The two Beagles® in question – the SHANTI SAGAR 17 and SHANTI SAGAR 18 – are the 11th and 12th dredgers supplied by IHC to Adani and are among the largest in the Indian fleet of TSHDs supplied by IHC. They feature a multi-purpose design, which makes them ideal for maintenance and capital dredging with a focus on increased efficiency and uptime. INFOCUS:IHCBEAGLE® 8In India’s dynamic dredging industry, versatility and reliability are paramount. The largest of IHC’s Beagle® range, the Beagle® 8 has been

designed for dredging most soils, varying from silt to all types of sands. It is also suitable for dredging sand on capital projects, such as the deepening of harbours or land reclamation, as well as creating navigable channels and harbours.

The hopper load can be discharged either through the bottom doors of the vessel, through floating hoses suspended from the bow, or by ‘rainbowing’ through a nozzle. As with other modern TSHDs, a Beagle® has a full hull form, which maximises transport capacity.

IHC’s designers had to create acceptable stern and bow lines within the shortest possible hull, while maintaining an even keel. The application of relatively large rudders in combination with twin propellers also ensures excellent steering and manoeuvring characteristics.

Owing to its unique design, the Beagle® 8 is able to dredge to a depth of 27.5 metres. The large bow also creates a more forward centre of buoyancy, which provides a larger hopper capacity. In addition, it is equipped with a dual dredging installation, consisting of two suction tubes, two dredge pumps and a symmetrical drive line arrangement. This offers greater versatility and redundancy. As a result of its uniform design and the use of high-end components, the Beagle® achieves high levels of efficiency and maximum uptime. Due to the modularity of the series, the vessels can be also adapted to suit specific needs. For example, one of Adani’s dredgers was equipped with a heavier draghead and additional propulsion power as it is working with challenging soils. This makes it possible for Adani to easily adapt the Beagle® to each situation as necessary.

FUELEFFICIENTANDMODULARThe two Beagle® 8s supplied by IHC have already begun operations and are being kept

busy in India, as Adani’s Head Operations & Technical Dredging, N P Karthikeyan explains: “To begin with, both dredgers were deployed at Hazira Port and Dahej Port, before the SHANTI SAGAR 18 sailed to Dhamra Port,

in the state of Orissa. There, it carried out maintenance dredging (silt, fine sand and clay), and prepared the approach channel and a new turning basin.


COLONELVINODGEORGE

INAUGURATIONATHAZIRAPORT,INDIABYMRKARANADANI,CEOADANIPORTS

ADANI’SHEADOFOPERATIONS&TECHNICAL,DREDGING,MRKARTHIKEYAN

CREWANDIHCSERVICEMEMBERSONBOARDSHANTISAGAR17

With the advent of the landmark Paris Agreement, the demand for developments in the offshore wind energy sector is set to continue. However, with cost reduction in sharp focus, as well as the growing size and ever more challenging positioning of wind farms, service and maintenance of turbines is becoming increasingly complex. IHC has developed an innovative new digital tool, which is set to transform offshore operations.

NEW TOOL OPENSDOORTOCOST-EFFECTIVE

MAINTENANCE


The challenge of producing clean and affordable energy has been answered in part by advances in offshore wind technologies. However, to keep pace with the rising global demand, wind farms are expanding in size, as well as being established further from the shore.

These developments increasingly necessitate service and maintenance crews to be located at the wind farm for significant periods of time to ensure that turbine failures are quickly addressed and any downtime is minimised. As such, there is a rising demand for service operations vessels (SOVs) to be deployed for this purpose.

CHANGINGOPERATIONSSOVs are progressively replacing the role of crew transfer vessels or air transportation. With longer distances to be covered, tough working conditions and a higher number of turbines to sustain, as well as the need for equipment, parts and tools to be accessible onsite, they play a significant role in reducing maintenance costs.

Equipment can be hoisted on to the turbine’s platform directly from the vessel via the on-board crane. In addition, a hydraulic, walk-to-work access bridge enables the safe and efficient transfer of service crews and technicians to the turbine.

“SOVs are utilised primarily for preventive and corrective maintenance,” says Product Manager Vessels R&D Nuur Nuur. “However, IHC not only concerns itself with the design and build of the vessel, but also develops entire solutions, including the mission equipment and on-board systems.

“The offshore wind farm sector is booming, but as with other markets, there is a strong focus on reducing costs. When we were evaluating the design of the vessel, we also saw that the crew onboard had a high level of different criteria to consider when planning the work schedule. This observation was the starting point for developing the Path Planner.”

ACOMPLEXTASKOn any given day, there could be several defective wind turbines in a farm containing 70 or more. The captain of an SOV has to decide the most fuel and time efficient route to follow in order to complete the required maintenance work.

In addition, the crew must consider the workability at each stop. There are several landing points on individual turbines and it

is essential to determine which is the best in terms of keeping the access bridge within its limits. This helps to maintain safe working conditions.

“Considering all these aspects relies heavily on a trial and error approach when there is not a system to guide the decision-making process,” continues Nuur. “That can take time, and time is money. Any downtime results in a higher overall cost of the maintenance operation.


With this in mind, we started to look at how we could reduce that and better assist the crew on board.”

“If an SOV has to visit multiple turbines, this also intensifies the complexity of the task,” adds R&D Engineer IHC's Systems department Bram van den Berg. “The number of conceivable options grows exponentially and it becomes virtually impossible for a human operator to calculate all the possibilities and successfully determine the least extensive one. So, we had to find a smarter way to optimise that problem.”

CLOSECOOPERATIONTo successfully develop the Path Planner, IHC had to identify the key centres of knowledge companywide that could address the individual complexities of the system. Following a year-long cooperation between Shipbuilding, Systems and IHC MTI, the team has created a working prototype.

“We knew that we had all the right knowledge within the company, but it was spread across different units,” explains Nuur. “I was impressed with the talent that came together in the development team. We set

a goal based on the idea we had and what we wanted to achieve, and without much direction, the most amazing ideas and solutions materialised. I was surprised by how much of a catalyst that was from the outset of the project.”

The calculations contained within the Path Planner have to consider multiple scenarios including predicting sea and weather conditions. One major challenge relates to the drift forces acting on the vessel. The SOV is kept in position by a dynamic positioning system. However, in reality, when the waves hit the vessel it will roll and pitch, which creates drift.

“This was the first time that IHC had to consider all of those aspects together,” explains Senior Research Engineer IHC MTI Amir Blanken. “In our simulations, it was a difficult area to analyse correctly. However, by employing the expertise of Vuyk Engineering Rotterdam, we were able to overcome this challenge. It showed us what we can achieve when we all work together.”

APOWERFULTOOLThe detailed approach to the Path Planner has created a highly effective tool that can guide the maintenance operation based on real-life data instead of relying on guesswork and experience. By utilising simulations, maintenance crews can significantly increase their workability, deliver cost and time savings, and increase fuel efficiency.

“With this tool, it is possible to plan a full working day in advance,” explains Bram. “You can also determine the optimal sailing direction. Some SOVs can sail backwards and this system can predict when that capability is an economical option.”

Nuur also expects that the Path Planner will be a vital tool when tendering: “It has the potential to simulate the operation for a year or more based on the real-time information captured in the system. This creates valuable insights when determining cost predictions for an entire operation.Further to this, we can also use it in the design stage to optimise a vessel. Therefore, in addition to being deployed on board, it can inform the conceptual decision-making process in order to create vessels that are consistent with a customers’ actual operations. That is a very powerful tool to have.”

TESTINGTHEMARKETThe next stage in the development of the Path Planner is to test it in the market. The feedback gained from this will be vital in how the system is moved from the prototype phase to a commercial product.

“IHC’s aim is to deliver fully integrated vessels,” says Nuur. “We are able to build the SOV and the access bridge, but we can also incorporate intelligent systems, such as the Path Planner, as part of a complete package.

“We want to discuss our customers’ entire operation, so we can design the most effective solution possible. This not only applies to new build vessels, because the Path Planner can be retrofitted. It means that IHC also has the added flexibility to optimise our customers’ operations via their existing fleet.”

Amir also senses an opportunity for IHC’s customers to further improve the Path Planner: “Customers play an integral role in steering our developments. They know their processes inside and out, which means that, in conjunction with our innovative systems and technical know-how, we can deliver truly tailor-made solutions.”

CORRECTIVEMAINTENANCE PREVENTIVEMAINTENANCE

Having participated in the JOULES project, IHC MTI is supporting IHC in the transition from fossil fuels to ultra-low emission alternatives, which will have wide-reaching implications for vessel design and technology.

PAVINGTHEWAYFOR ZERO-EMISSION

VESSELS


2050Looking further to the future, IHC MTI envisaged an unmanned vessel, with a full DC electrical grid for the drive system. Dual fuel engines were replaced by a prime mover with very high efficiency (theoretically 80%) – the combined SOFC fuel cell with integrated waste heat recovery, which can use different fuels, such as natural gas, hydrogen and methanol. “The fuel choice for the simulations was renewable hydrogen, produced using wind energy,” adds Bernardete.

The results of the 2050 concept simulation showed a 75% reduction of GHG (the

remaining 25% originated from the vessel production, e.g. steel production and vessel assembly). Once renewable fuels can be used, the 2050 concept with a fuel cell as prime mover showed a high potential for high fuel efficiency and nearly zero emissions of CO2, NOx (Nitrogen Oxides), SOx (Sulfur Oxides) and PM (Particulate Matter).

The results of the JOULES project showed that a combination of vessel design and technology can help achieve the IMO 2050 goals. All the shipyards involved in the project succeeded in simulating a vessel with zero emissions. “Technology is not a limiting factor for

zero-emissions in the maritime sector,” says Bernardete. “It is only one aspect to consider.”

The simulations created during the JOULES project were used to develop a life cycle performance assessment (LCPA) tool. This analysed the environmental impact and potential profitability of the 2025 and 2050 concepts outlined above (among others for different types of vessels).

It considered several KPIs, including: global warming potential (GWP), net-present value (NPV), cumulative energy demand (CED), acidification potential (AP), eutrophication potential (EP) and aerosol formation potential (AFP). GWP is the main environmental indicator, and economic viability is assessed in terms of NPV.

“With the LCPA tool, we gained an insight into the importance of aligning technology and policy development to get the best possible reduction in emissions,” says Bernardete.

POLITICALANDECONOMICFACTORSA wide range of solutions are available to reduce emissions, but the pricing of fuels and policies on emission taxation will determine which of those will be economically viable. Initially, the most expensive solution is full electric, due to the high costs involved in investment in batteries.

In response to societal developments and the Paris Agreement on climate change, the maritime world will have to contribute to the global reduction of carbon emission reductions in the future.

To that end, the IMO has set challenging goals for CO2 emission reduction in 2050, with a 50% CO2 reduction required for all types of vessels. This presents not only a technical challenge for those active in the industry, but also a policy challenge for those in government. To achieve the goals for 2050 and a truly sustainable maritime sector for the future, both technological and political factors need to be in alignment.

As an important first step towards cleaner work vessels, IHC has already introduced the world’s first LNG-powered dredging vessel, delivering a CO2 reduction of 20% to 25%, compared to other fossil fuels. “Natural gas is a transition fuel, it can help to decrease emissions, so it’s a good place to start,” says Bernardete Castro, Manager R&D at IHC MTI.

Together with her team, she has been researching low-emission alternatives to fossil fuels since 2010. They realise that IHC will have to go much further to comply with the future IMO regulations. This could possibly mean a transition towards non-combustion prime movers, such as fuel cells and carbon-neutral fuels.

In 2013, Bernardete and her team took the opportunity to join a larger R&D project into the subject, the EU-funded JOULES (Joint Undertaking for Ultra Low Emission Shipping), which ran from June 2013 to May 2017. This involved 38 partners from 10 countries, including major shipyards, universities, ship owners and equipment suppliers.

The project looked at ways to significantly reduce energy consumption, and greenhouse gases and other harmful emissions, and how to use alternative sources of energy to cut down on the use of fossil fuels. It looked at a wide range of vessels, such as ferries, passenger ships, work boats (tug boats and dredgers), as well as offshore and cargo vessels. IHC MTI contributed its expertise on dredgers for the project.

JOULES took a holistic approach to ship design – considering several areas for potential energy reduction: alternative fuels and renewables, primary and secondary energy converters, abatement technologies, waste heat recovery, energy storage devices. It addressed two future scenarios: 2025 and 2050.

“We created concepts for 2025 and 2050,” explains Bernardete. “The first was a combination of all technologies currently available and/or in development that could have beneficial impact on fuel efficiency of the vessel.”

The second concept for 2050 combined all technologies currently available and in development phase for maximum efficiency and CO2 reduction. “This was a kind of dream vessel, with no technological constraints,” explains Bernardete.

Among the achievements of JOULES were the models developed to assess the concepts for 2025 and 2050. In line with the project’s holistic approach, the modelling was a simulation of the energy grid at ship level, rather than the optimisation of single systems on board. “Using the models, we could simulate how each concept performed in terms of fuel consumption and emissions.”

IHC MTI used a benchmark vessel to compare the 2025 and 2050 concepts against. This was a TSHD with diesel direct driven installation, operating on heavy fuel oil with up to 3.5%S.

2025For the 2025 concept, IHC MTI chose a dual fuel engine and hybrid driveline with energy storage (flywheel). LNG was the main fuel used, with diesel used as a pilot fuel. If gas were not available, the vessel could operate entirely on diesel.

It exceeded emission reduction goals of 20% greenhouse gases (GHG), and an additional fuel consumption reduction of 14% maximum and 38% lower CO2 emissions for dredging mode. “Our simulations for dredgers resulted in excess of 10% less fuel consumption – those are substantial figures,” says Bernardete.


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GLOBAL WARMINGPOTENTIALGlobal Warming potential ofthe 3 TSHD concepts during the whole life cycle (production-operation-recycling), and including also fuel production (well to tank component).

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FUEL AND EMISSION COSTSInvestment and all fuel-related operational costs during the operational phase. This includes also emission taxes expected for CO2, NOx and SOx. Assumption that other operational costs are the same for all vessels.

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KPISThis diagram shows the environmental performance of 3 TSHDs: Reference (Diesel direct HFO), Dual Fuel Hybrid LNG and Fuel Cell Hybrid Hydrogen.In this diagram, a smaller footprint is better, with exception of the NPV. A higher NPV is better.

IMPRESSIONOFAHYDROGEN-FUELLEDFUELCELLDRIVENTSHD


However, there are other costs to be considered that relate to the emission of GHG and other harmful exhaust gases. These are due to be taxed in the near future. The European Commission is pressing the IMO to implement emission taxing at a global level in a short term, otherwise it will be implemented at European level, similar to what has already been implemented on road and air transport. Such policies need to be established and maintained for the long term so that both IHC and ship owners can dare to take the risks of exploring innovative designs.

When emission costs are considered – and depending on the final cost attributed to CO2 and GHG emissions – the playing field will change dramatically. It could lead to a situation where LNG, biofuels or hydrogen-based power supply concepts for the maritime sector become financially more attractive.

VIABLEALTERNATIVESCurrently, the most realistic fuel options for work vessels are bio-diesel and bio-methane, and renewable or bio-methanol. The most promising energy carriers for the maritime sector are hydrogen, ammonia (hydrogen carrier) and batteries.

Ammonia will have probably the lowest cost for large-scale storage and transport energy. It is already common worldwide, so infrastructure and safety standards are available. This makes it a viable carbon-neutral fuel alternative, once it can be produced using renewable resources. Risk management is an important issue with ammonia.

Hydrogen or batteries might become viable, but that requires increasing the efficiency of hydrogen production, and further technological development of batteries to

reduce cost and weight.“Renewable methanol, hydrogen and ammonia are the three options with the biggest chances of succeeding on the zero-emission fuels class,” says Bernardete. “Technically they will be relatively easy to implement, each has its advantages and drawbacks. A commercial renewable methanol production facility is already operating in Iceland. Biofuels, depending on their availability, may also be competitive if the price is low, as these are drop-in fuels.” But there are at least a dozen fuel options to consider.

“For us, it would be a dream come true to find a suitable low-cost liquid biofuel, then it’s not necessary to change technologies and storage is simple. Bio-methane is interesting as well, once it upscales, it could enter the existing LNG infrastructure without any problems.”

FUELCELLTECHNOLOGYUpscaling clean technologies is a challenge. Fuel cell technology, for example, is already being developed for road transport applications, and is scaling up and prices are dropping as a result. To get sufficient installed power for a dredger, however, would require a significant increase from a kW battery pack for cars to battery packs in the MW range. This is currently still quite expensive.

Solutions for battery charging during shore connection are also being developed. This could help to keep the size of battery packs limited in applications that have a regular or predictable route.

Although the use of fuel cell and batteries would require changes to vessel design, Bernardete thinks this could be a positive development. “An electrical system is good,

because what supplies the power from the switchboard down to the consumers doesn’t matter anymore. They will be complex systems, but flexible for further retrofit in the future.”

The maritime industry is currently at a crossroads, with uncertainty remaining about how policies in the EU will develop. “If all countries go heavily into hydrogen and set up infrastructure for that, then it’s likely that hydrogen will be the choice,” says Bernardete. “Or it could go in another different direction – for ammonia or methanol. Or maybe a combination for short-range versus long-range. There are still different paths to choose from, varying in costs and logistics.”

PREPARINGFORCHANGEAlthough 2050 may seem like a long way off in the future, changes in policy and fuels are expected to happen sooner rather than later. Climate change effects are becoming noticeable and public awareness of the subject is rising, so environmental regulations are likely to accelerate over the coming years.

The main challenges are upscaling and cost reduction of clean technologies. In addition, technology development must be in line with policy developments in order to enable green and economically viable future solutions for power supply and fuels.

The product groups within IHC are experimenting with integrating these new insights in innovative products. A good example is the concept of a hydrogen-fuelled hopper being currently developed by the Product Group Vessels. This uses a fuel cell as prime mover and compressed hydrogen storage, and could in principle be built and classified in the near future.

“From IHC MTI’s point of view, it’s important that we continue exploring multiple options and follow developments closely, and prepare our customers for the coming changes,” says Bernardete. If IHC continues to stay ahead, this challenge becomes an opportunity, as it will enable the company to strengthen its position as the technology innovator.

COMPRESSEDHYDROGEN(CH2)ISSTOREDIN350BARPRESSURETANKSONBOTHSIDESOFTHEVESSEL.THISPROVIDESANAUTONOMYOF4DAYS.

As a leading provider of solutions for complex integrated pipe laying systems and vessels, IHC offers the oil and gas industry a complete proposition – innovative, flexible and resulting in the optimum solution. Evidence of this can be found in a prestigious project for a customer in China, due to be completed in 2020.

ACREATIVEAPPROACH

TOACOMPLEXSOLUTION


facility in The Netherlands, after which they will be shipped to China for installation on the tower.

The reel lay system will be installed on an offshore construction vessel owned by Shanghai Salvage, which is also currently being built in Qingdao. “The fact that we can

build very close to the shipbuilding location is another big advantage we have, as it reduces transportation costs,” adds Luuk.

AFLEXIBLEKNOWLEDGEPARTNERThe project for Shanghai Salvage is hugely significant for IHC, which has been active in the Chinese market for more than 30

years. The company has positioned itself as a knowledge partner to contractors in the country. “If you are the market leader, then you have something to offer and clients will come to you,” says Henk Cornegé, IHC’s Market Director Offshore Oil & Gas. “We are seeking to collaborate with customers, and so far, this approach has been successful for us.”

Shanghai Salvage was a significant offshore order for IHC in what has been a relatively quiet market, believes Henk, but now the market is waking up. “We’re extremely pleased to have been awarded this prestigious project. Work leads to work and we believe there is more to come.”

The reel lay system for Shanghai Salvage has already had a positive impact on IHC’s order book, proving to be a strong reference point for other projects.

Above all, it has highlighted IHC’s strength in cooperating with customers from the early stages. This project also shows the full extent of IHC’s capabilities when challenged to come up with an optimum solution within budget. Finally, it explains why IHC remains at the forefront of the market for pipe laying systems and integrated vessels.

Two years ago, IHC announced the signing of a significant contract for the supply of an integrated 550-tonne reel lay system. The first of its kind in the Chinese market, and one of the largest and most sophisticated systems worldwide, it has the capability to lay rigid as well as flexible pipes. It has an advanced control system, and it will enable Shanghai Salvage to deal with significant PLEM (pipeline end manifold) sizes and weights, in comparison to similar competitor ships.

This project is a perfect example of IHC’s creative approach to companies active in the deep water offshore oil and gas market. Its creativity is not only evident in a technical capacity, but also throughout the tender process and conceptual phase, and also in the contractual conditions and financial solutions it can offer to customers.

Royal IHC in the UK (formerly IHC Engineering Business) is leading the project, in close cooperation with other IHC subsidiaries, namely IHC SAS in The Netherlands, and IHC’s facilities in China. As Tom Blanchford, Sales Manager Pipe Lay Systems at IHC, explains, when the contract was signed in November 2016, it was the result of a lengthy collaborative process with the customer to develop a specification for the system.

“It involved well over a year of meetings to support the customer as they were developing their requirements before the tender was actually released. That early engagement, helping them to understand their options, and think through what to include in their specification, was a really important part of the bid.”

Luuk Koster, IHC Area Sales Manager China, agrees: “Prior to the tender, we listened carefully to our customer. We knew what they required and how they would like to see our proposal. When the invitation to tender came out, we made a very detailed bid, which was not easy. We only had three to four weeks to prepare it and there was a lot of information required.

“It also needed to be translated into Chinese, which is also not that simple, because the content is extremely technical. The IHC sales office in Beijing did a great job, and made an important contribution to preparing the bid and winning the order.”

LOCALPRESENCE“Further strengthening of our proposition came in the form of the flexibility we were able to apply to our finance model. This resulted in benefits that we were able to pass

on to the client, ultimately increasing our competitiveness,” says Luuk.

“Our presence in China affords us flexibility in our approach to the project,” adds Tom. IHC’s office in Tianjin is able to assist the project team to source parts locally, which has a positive impact on costs and logistics when delivering the project.

After winning the tender, IHC then refined the system’s conceptual arrangement, considering aspects such as integration with the vessel, and importantly, the safety of operation and

hazard identification. “Conceptually, much of the creative process happens during the tender phase,” says Tom. “When we start the project, the design team builds on the concept that’s developed during the tender, and turns this into a system that meets the requirements of the end user.”

Construction of the system is now well under way, with some of the key components and long-lead items, including reels, carousels, and the 70m-high tower being manufactured in China. The tensioners and traction winches are undergoing commissioning at the IHC


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Belgium-based DEME is continuing its successful partnership with IHC by awarding a new contract for the design and build of four new

vessels. The order consists of a copy of the award-winning trailing suction hopper dredger (TSHD) SCHELDT RIVER, a smaller 2,300m3

TSHD and two 3,500m3 split barges.

Delivered in 2017, the 8,400m3 SCHELDT RIVER was the world’s first LNG-powered dredging vessel. It has won several accolades due to its

innovative design and is currently nominated for the ‘KNVTS Ship of the Year’ award.

“This order once again signifies our ongoing commitment to operate the most modern, versatile and environmentally friendly fleet in the industry,” says CEO and Director of DEME Alain Bernard. “We are driving new levels of performance, further enhancing the capacity of our fleet, and providing our customers with flexible solutions for dredging and reclamation projects in various environments.”

The smaller TSHD will be mainly deployed in shallow water projects across the globe, owing to its compact design and small draught. The two split barges will be designed to optimise operations alongside backhoe and grab hopper dredgers, and cutter suction dredgers (CSDs) such as the SPARTACUS, which is currently being built by IHC.

“IHC is proud that DEME has ordered four highly competitive new vessels,” adds IHC CEO Dave Vander Heyde. “We are pleased to continue our partnership with them by adding more value and technical capabilities to their advanced fleet.”

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IHC and Subsea 7 have celebrated an important milestone in the development of its latest reel-lay vessel. On 5 July, the keel-laying ceremony took place at the Krimpen aan den IJssel shipyard in The Netherlands.

“The vessel marks an important investment for the future,” says Subsea 7’s Executive Vice President Strategy and Commercial Stuart Fitzgerald. “When delivered, it will be one of the most capable and cost-effective reel-lay vessels in the market and a global enabler for Subsea 7.”

To mark the occasion, Subsea 7 also announced that the vessel will be called the SEVEN VEGA. The name was the winning suggestion from an employee naming competition, that generated 1,700 entries.

“We chose this name because Vega is one of the brightest stars in the northern sky,” continues Stuart. “It was important to involve our employees and we look forward to welcoming the winner of the competition to

the naming ceremony, when the SEVEN VEGA joins the fleet in the first half of 2020.”

The SEVEN VEGA’s cutting-edge pipelay system will be capable of installing complex rigid flowlines in water depths up to 3,000 metres.

It will focus on maximising crew safety, operational efficiency and flexibility.

“We are proud to have reached this important milestone,” concludes IHC’s CEO Dave Vander Heyde. “We think the name suits this prestigious vessel and we are looking forward to progressing the building process, and seeing the SEVEN VEGA take shape on the slipway.”

IHC has been awarded a contract to modify the pipelay and construction vessel AMAZON. Operated by Houston-based McDermott International Inc., the project includes the installation of an innovative

IHC-designed and patented J-Lay system.

“We are delighted to have entered into this partnership with McDermott,” says IHC’s Executive Director Services Diederik van Rijn. “We have been working together for some time to develop the concept of this class-leading integrated pipelay vessel, based on innovative IHC technology. The project showcases IHC’s ability to combine our expertise to create integrated, customised solutions.”

Once installed, the J-Lay system will be able to handle every variety of pipe including normal flowlines, export lines and various pipe-in-pipe configurations. These will range in size from 4.5 to 24 inches, with wall thicknesses approaching two inches.

The AMAZON will be transferred to IHC in The Netherlands for its physical conversion in August 2019, with the delivery of the upgraded J-Lay vessel scheduled for the summer of 2020. Once the modifications are complete, the AMAZON will meet the industry’s requirement for pipelay and construction in the ultra-deepwater market.

“We expect to have a very efficient and cost-effective asset,” says McDermott’s Global Vice President Marine Assets and Operations Alan Marriott. “The AMAZON will provide a key enabling asset within the McDermott fleet and allow us to compete on a global basis for major deepwater and ultra-deepwater projects.”

“We are setting a new benchmark for installing a multi-joint J-Lay system in a vessel of this size,” adds IHC’s Executive Director Mission Equipment Paul Hardisty. “Our novel approach for this system will be a game-changer in the market.”

IHC’s partnership with the world’s first port and maritime accelerator – PortXL – started in September. The contract to join them was signed earlier in the year at the Shakedown event held at RDM Campus in Rotterdam, The Netherlands.

The collaboration will enable IHC to work with start-ups and established businesses in order to accelerate opportunities and share technical knowledge. Experts from IHC will join the programme as mentors, with the purpose of facilitating the co-creation of innovative solutions that will benefit the industry.

“We are humbled and honoured to welcome IHC as a corporate partner,” says PortXL’s CEO Mare Straetmans. “For us, it’s further recognition of the need for the global hub of entrepreneurship and innovation in the maritime industry we’re creating. We are looking forward to working with IHC and making real change in the industry together.”

In addition, working closely with PortXL will open up other areas for cooperation within the maritime environment. This will also contribute to IHC achieving one of the building blocks in its digital strategy.

IHC will be involved in scouting the globe for new technology and identifying the start-ups that have the highest potential. The most relevant propositions will undergo a selection process in order to join a three-month acceleration programme starting in March 2019.

“Joining this innovative platform opens up a world of opportunities,” says IHC’s CEO Dave Vander Heyde. “Sharing knowledge and creating partnerships is the way forward and I am convinced that both IHC and the start-ups will benefit from this ecosystem. Together, we can realise change and growth.”


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Documents

GOING UNDERGROUNDCONTENTS 38 04 10 WELCOME Dear reader, This issue of IHC Insight highlights how IHC is at the forefront of several important industry developments with far-reaching