paul toussaint-jackson, dpa: floating deck solutions: a new way for the pilbara and beyond
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REGIONAL PORTS 2013 Presentation by COO Paul Toussaint-Jackson
DFD and FDTS Concepts Designer and Developer 1
FLOATING DECK SOLUTIONS: A NEW WAY FOR THE PILBARA AND BEYOND
• The DFD (Dampier Floating Deck) and FDTS (Floating Deck Trans-shipment System)
are two projects that I have designed and developed on behalf of the Port of Dampier to
improve critical supply chain constraints affecting both the Port and the Pilbara region in
general.
• These projects are intended have the maximum trade facilitation impact at a fraction of
the cost of conventional infrastructure and with much shorter development times.
• The DFD I conceived as a forward floating supply base function to directly assist the
logistics of supplying offshore oil and gas platforms out of Dampier.
• The FDTS I designed as a land-backed facility with a moving floating deck that will allow
genuine international liner cargo shipping services to call at Dampier for the first time.
• Both the FDTS and DFD are designed as logistics systems rather than simple
infrastructure solutions;
• These projects are game changers for logistics into the Northwest and are expected to
do much to fundamentally address some of the core logistics productivity issues we
have in that very important region for the Australian economy.
Floating Deck Systems: New Projects for Dampier
• Easily and rapidly scalar to suit developing trade;
• Uses shallow bathymetry (for the FDTS) as an asset rather than an obstacle: no
dredging is required. These facilities have minimal environmental impact;
• Rapidly constructed in a far shorter timeframe than conventional infrastructure;
• Far lower capital cost than conventional infrastructure of equivalent capability;
• Highly robust, safe and flexible and be highly suitable for use in cyclone prone areas;
• Readily handled by existing port services and operations;
• Completely privately funded but provide good revenue returns to the State, legacy
assets for the State and retain key controls for the State over the land or seabed
through lease/license instruments;
• Open access for general custom and have Customs and AQIS approved facilities.
• All types of project cargo handled including multi-thousand tonne pre-assembled
modules;
Floating Deck System Design Elements
Current logistics constraints • The Port of Dampier is one of the world’s largest bulk export ports and has excellent
private facilities for the export of LNG, condensate, iron ore and salt. These facilities are
profit-driven and fit for purpose.
• The principal import facility however, the Dampier Cargo Wharf (DCW), requires
expanded capacity to cope with the growth in trade. Congestion causes delays and
demurrage costs for project vessels, additional costs to projects and reinforces the use
of inefficient long-distance road-haul services to our region for large oversize and out of
gauge project cargo.
• In 2011 I undertook a study to find a solution to not only the constraints of the DCW
facility but also the wider logistics productivity issue for the Pilbara.
• From this study I identified two critical supply chains that conflict at Dampier:
- Critical Supply Chain 1 – The high cycle marine services supply to offshore oil and
gas installations; and,
- Critical Supply Chain 2 – The inwards industrial and re-export supply chain.
• Both of these supply chains rely heavily on access to the DCW.
• Finally I recognised the advantages of enabling direct call international liner services.
GENERAL CARGO
VESSELS CAN BE
ALONGSIDE FOR A
WEEK TO SUIT CRANE
TO TRUCK
OPERATIONS
OFFSHORE SUPPLY
VESSELS NEED
RAPID CYCLE ACCESS
TO THE DCW.
THE DCW : DUE TO
WIDTH AND SWL LIMITS
CARGO CANNOT BE
STACKED ON THE WHARF
BUT MUST BE WORKED
TO TRUCK
• Critical Supply Chain 1 (high cycle offshore support) is constrained because its
vessels need frequent and ready access to the DCW. The development of trade
requires further berths: a general cargo vessel can occupy the existing western berths
for up to a week.
• Critical Supply Chain 2 (Inwards industrial supply) is constrained because the
development of trade requires further berths: project or general cargo exchange
requires extra time due to the need to work crane to truck.
• Both supply chains do not have stacking and handling areas available within the port
gates and must rely on private sites located elsewhere. Available land for private use in
the general port environs for cargo facilitation is in limited supply and in high demand.
The DCW cargo operations are therefore impacted by varying truck cartage cycle times,
the number of available trucks and the additional time required to stevedore oversize
and out of gauge cargo.
• By removing the constraints to both critical supply chains I realised that regular
internationally networked cargo liner shipping services to the Pilbara could be facilitated.
This would allow re-work of current supply networks through Eastern and Southern main
ports and reduce an over reliance on long-distance road-haul. To get genuine liner
services to call at the port would however require a complete re-think on infrastructure.
Legend
Current rail haul
Current road haul
East Coast liner route
Optional road haul
New West Coast liner options
5
4
4
12
3
4
5
2
3
Currently China to Pilbara
supply chain takes 31 days
(red route)
5
6
4
FDTS supports China to
Pilbara supply chain of just
9 days 2
FDTS provides a general cargo
terminal function at Dampier
supporting the development of
new liner services.
DFD 3500 m2
25 tonnes/m2
2 x 100m berths
Drilling mud
Fuel
Fresh water
All hydraulic
Lateral movement <100mm
Demobilisation < 1 hour
OFFSHORE PLATFORMS MUST HAVE ACCESS TO A
SUPPLY BASE FUNCTION THAT IS CLOSE BY TO
OPTIMISE THE SUPPLY CHAIN AND REDUCE CHARTER
COSTS. DAMPIIER IS IN PROXIMITY TO THE
OFFSHORE DEVELOPMENTS AND ITS DFD PROJECT IS
IDEALLY SITUATED TO FACILITATE PLATFORM SERVICES.
• Directly addresses berth constraints for both OSV and general freight
tonnage into the Pilbara;
• Creates forward ‘supply base’ function to facilitate the service supply
chain for the oil and gas industry and to enable its re-design reducing
pressure on land close to the Port;
• Reduces cost to the oil and gas industry by improving cycle times for
OSVs and reducing overall charter requirements.
DFD: solution for critical supply chain 1
FDTS 3500 m2 floating decks
15000 tonne cargo dwt
Land-backed terminal
AQIS wash-down
Customs licensed
FDTS: the ‘shock absorber’ Trans-shipment in sheltered port anchorage
RORO or LOLO exchange
Deep water allows port access by large cargo liners
At Dampier floating deck will take 1.5 hours to shore
13
DFD and FDTS for Dampier 2014
FDTS Floating Deck Cargo Area Capacity
Sample cargo area capacity (theoretical tight stow only) based on 110m x 38m floating
deck (4180 m2 of useable area).
CAT 797 Mining Haul Trucks Largest
mechanical haul trucks in the world
(400 tonne payload)
CAT D9 Tractors
48.8 tonnes
TEU Sea Containers double stacked
or 280 single stacked Hammersley Iron Ore Rail Wagons
OR
OR
28 114
144 560+
15
Floating decks de-mobilised to sheltered cyclone moorings
FDTS – The Logistics Game Changer
Enables for the first time a pure cargo liner service to operate to the Pilbara by acting as
a logistics ‘shock absorber’ thereby removing all current constraints to liner services.
Is ideally suited to a global RORO break-bulk service enabling realignment of major
industrial supply chains;
Has national supply chain ramifications including reducing supply chain times from
China by up to 70%;
Facilitates LOLO operations and relieves spot-chartered general cargo vessel
congestion;
Facilitates cold supply chain into the Pilbara;
Reduces oversize vehicle movements on the North West Coastal Highway;
Improves the economics and prospects for coastal shipping services.
Floating Deck Systems – further applications
It is clear from the projects at Dampier that this type of infrastructure could have ready
application elsewhere. I believe it is infrastructure for the future.
Coastal topography, meteorological and environmental conditions need to be carefully
assessed for each new development;
The real solution for each site is not as infrastructure alone but as a logistics system if
the full value of the installation is to be realised.
The many attributes of these systems including lower capital cost make them attractive
to the private sector.
The systems are designed to be complementary to traditional infrastructure and can be
applied to developed ports or greenfield sites.
Low environmental impact makes the systems ideal for environmentally sensitive sites.
FDTS under construction – Dampier, WA
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