spring 2018 | e10 - royal ihc · 2018-11-12 · contents 24 12 38 welcome dear reader, this issue...

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SPRING 2018 | E10

UNCHARTED WATERS

CONTENTS

24 12

38

WELCOME

Dear reader,

This issue of IHC Insight looks into the future of our markets, most notably the dredging industry. We assess the challenges associated with this dynamic sector, and outline our vision for 2050 based on three significant building blocks – footprint, efficiency and performance (pages 32-37).

In other markets, we are exploring the potential for deep-sea mining (pages 20-23). IHC believes in the long-term possibilities for this industry, which is why we took the lead as part of the EU-funded ‘Blue Mining’ programme. This is helping to identify sustainable methods of harvesting precious materials from the seafloor.

We also find out about another new direction for IHC – the oil sands mining industry. IHC is supporting a Canadian energy company by providing a rental fleet of IHC Beavers®, as well as offering operator training, on-site spare parts packages, maintenance advice and daily support (pages 24-27).

Innovation remains at the heart of our activities. For example, IHC’s groundbreaking subsea cable trencher – Hi-Traq™ – is on the cusp of being launched into the rental market (pages 4-11). In addition, we have developed a new subsea tensioning tool for our customers in the offshore oil industry (pages 28-31), and IHC IQIP’s new Combi Lifting Spread (pages 12-15) is set to reduce operational time and costs.

Our commitment to creating innovate maritime equipment is also reflected in our development of two state-of-the-art dredgers for DEME (pages 16-19) – the MINERVA and SCHELDT RIVER. The world's first LNG-powered trailing suction hopper dredgers, they represent a sustainable solution for the dredging industry.

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: www.royalihc.com

Dave Vander HeydeCEO

04 HI-TRAQ™ POISED TO REVOLUTIONISE TRENCHING MARKET

Why Royal IHC’s state-of-the-art subsea cable trencher will have a huge impact in the expanding offshore wind sector.

12 ANEWWAYOFHOISTING

IHC IQIP has been on an exciting journey to improve offshore crane operations by combining its broad experience, expertise and existing equipment.

16 PIONEERINGPROJECT IN UNCHARTED TERRITORY

How close cooperation between IHC and its customer DEME has resulted in two pioneering LNG-fuelled hopper dredgers.

20 SEAOFPOSSIBILITIES

IHC has been working closely with European partners to develop sustainable technology for the deep-sea mining market.

24 SEVENWONDERS

How IHC is supporting Canada’s largest integrated energy company with a rental fleet of cutter suction dredgers and support for the entire operation.

28 UNDERWATERINNOVATION

Introducing IHC’s unique subsea tensioning tool – a new innovation that enhances safety and reduces costs for companies in the offshore oil industry.

32 THEFUTUREOFDREDGING

Take a closer look at IHC’s expectations for the future of the dredging industry, and how it is playing a key role in current developments.

38 OPTIMISING DRAGHEAD DESIGN USINGTHELATESTCFDTECHNOLOGY

A new approach to draghead design using computational fluid dynamics enables IHC to increase the efficiency of trailing suction hopper dredgers.

42 NEWS

Find out about the latest developments at IHC.

SPRING 2018|INSIGHT3

INSIGHT SPRING 2018 | E10

COORDINATION C. de Hey-MaasStrategy, Marketing and Communications Director

LAYOUT S. Duijvelshoff, Corporate Communication

EDITORIALCOMMITTEEL. op de Beek, E. Bos, G. Bouter, P. Bronsveld,H.J. Cornegé, C. de Hey-Maas, R. Klem,R. Massar, J. van Overhagen, E. Put, D. Uiterwaal,RED International Communication Ltd.

PUBLISHEDWITHTHECOOPERATIONOFBlue Mining consortium, DEME, Suncor Energy

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.

EDITORIAL ANDCORRESPONDENCEADDRESSRoyal 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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Having spent six crucial years in development, IHC’s groundbreaking subsea cable trencher – Hi-Traq™ – is now on the cusp of the sea trials that will later see it launched into the rental market. What has it taken to get here, and what could it mean for future operations in the expanding offshore wind sector, as well as the trenching market as a whole?

HI-TRAQ™ POISED TO REVOLUTIONISE

TRENCHING MARKET

4INSIGHT|SPRING2018 SPRING 2018|INSIGHT5

The ability for Hi-Traq™ to deal with obstacles including sand waves, uneven terrain and boulder fields, established the second key criteria: the vehicle’s manoeuvrability.

Current trenching solutions primarily rely on a two-track skid system. This can prove cumbersome and inefficient in shallow water, through large turning circles, and the high potential for a loss of traction and subsequently the forward-face pressure on the trench cutter.

To prevent this, Ralph proposed that Hi-Traq™ should pioneer a new four-track system: “With four tracks you can achieve more ground contact and, with it, a higher level of traction. In addition, it gives you the ability to integrate a hydraulic steering mechanism, so you can change the vehicle’s rotation and enable it to pivot.

“It’s essentially like going from a two-wheel drive car to four-wheel drive in terms of performance. We knew that if we could

achieve this, it would give Hi-Traq™ a level of maneouvrability above anything else in the industry.”

The third issue that the Hi-Traq™ team identified as a core consideration, was the variable soil conditions that the equipment must trench through. With this in mind, Hi-Traq™ incorporates two levels of interchangeable tooling. The inclusion of a jetting system, as well as a specialist mechanical chain cutter, provided enhanced versatility across the full spectrum of soft soils and hard rocks.

DEVELOPING THE TECHNOLOGYThe first year of the Hi-Traq™ development concentrated primarily on building the business case in collaboration with industry professionals. This approach generated robust models and context around which IHC could confidently invest in a prototype.

“Our current innovations often develop from live contracts, however costs always play a key role,” says Ralph. “With Hi-Traq™ being unlike anything else in the market, obtaining the funding to build an offline demonstrator was vital. We needed to prove the new technology, as well as test several different theories and approaches, so we could pick the most valid

ones to take through to the commercial proposition.”

A purpose-built test track that simulated the subsea terrain was also created. This enabled the stability performance of Hi-Traq’s™ chassis to be assessed, and demonstrate its manoeurability, hydraulics and control systems. This was in order to substantiate its capacity for safer and more effective cable trenching.

IHC’s approach also enabled new innovations to evolve. One such example is the crane dampening system. In the early prototyping, the vehicle relied on a dedicated A-frame mobilisation approach. However, withHi-Traq™ proposed as a rental-focused tool, further research established a demand for a more flexible launch solution.

“This was probably the biggest change I made,” says Senior Sales Manager Julian Steward. “It was quite late on in the process that we identified the need to reduce the cost of mobilisation and make it much better suited to the rental market by being able to launch it from a vessel.”

The consequent crane dampening system has negated the need for a dedicated launch

With the offshore wind sector becoming one of the most rapidly growing global energy markets, IHC identified that much of the associated technology in the subsea sector has not been keeping pace with demand.

One such area is complex trenching operations, where working closer to shore can often pose a higher density of challenging situations than deep-sea operations. The introduction of Hi-Traq™ is designed to be a game changer in how these are tackled, as well as deliver increased speed, efficiency and reduced costs.

IDENTIFYINGTHEGAPIn shallow water environments, where offshore wind farms are prevalent, the seabed typography can be much more arduous than at deeper depths. Strong tides, currents, wave energy, sand ripples and differing surface densities are all contributing factors.

While existing trenching technology has been deployed in this market, much of it has been designed with the oil and gas markets in mind. As such, it has not been specifically designed to cope with these terrains.

In addition, a high level of the trenching operations required for oil and gas entail long straight line runs. Conversely, the offshore wind sector demands curved cable laying capabilities and shorter distances to be covered between turbines, as well as the ability to trench from the beach right up to an offshore substation.

“We found that we had customers asking for solutions dedicated to the specific challenges they were facing in this market,” says Subsea Products Manager Ralph Manchester. “There was an identifiable need there, which inspired my first sketches of Hi-Traq™ back in 2012. We subsequently used these to build a business case that would lead to the development of this exciting new innovation, which is dedicated to the rental market.”

ESTABLISHINGTHEFOUNDATIONSTo inform the business case, IHC consulted with all major trenching contractors and associated businesses. Through this, three key areas were identified to refine the initial designs and form a strategy for Hi-Traq’s™

development. All were based on the specific conditions present at shallow water depths, with the first aspect focused on stability.

“In water depths of up to 500 metres, many harsh factors come in to play,” says Senior Sales Manager for Cable Lay and Rentals Will Stephenson. “We needed to create a vehicle that was very stable on the seabed. This was to prevent cables from being damaged by the equipment being moved around by the water currents.”


03 Cable loading system

04 Trenching 5Mpa concrete

01 Hi-Traq™ executing tight turning manoeuvre

02 State-of-the-art Ripper chain cutter

01

02 03 04

and recovery system. It can be utilised in conjunction with standard active heave compensated offshore cranes. These are present on most offshore construction vessels, which also widens opportunities for Hi-Traq™ in high operational sea spaces.

The impact this change will have on mobilisation times is expected to be significant, as Will explains: “We are confident that with the crane dampening system we will now be able to mobilise the vehicle in approximately three days. This is a substantial decrease from the seven to ten days that it currently takes for a similar performance trencher, resulting in a considerable cost saving for operators.”

Other advances in Hi-Traq’s™ design include a tool change-out grillage, which facilitates a smooth transition between the mechanical cutting and jetting equipment. With multipurpose functionality, it can also hold the vehicle steady as it is being moved, as well as provide an access platform for repair and maintenance requirements.

When developing the four-tracked solution, the team was able to incorporate additional suspension movements. This further enhanced stability during operations to ensure that the cutter was kept as level in the ground as possible.

“If you go over a boulder, for example, you don’t want to suddenly stall the tooling or jar it into the side of the trench,” says Ralph. “This can cause excessive damage, resulting in increased downtime and costs. The suspension counteracts this, as well as creates a more consistent level on the trench bottom, which also puts less stress on the cable when it’s laid.”

Finding opportunities to enhance operational efficiency with Hi-Traq™ has been one of the core benefits to the rigorous land trials undertaken by IHC. Tests have shown it to be around 50-80% faster than its closest equivalent competitor.

The enhanced mechanical chain cutter also promises improved stability and longevity, increasing the intervals between which Hi-Traq™ will need to be recovered from the water for routine maintenance. This would reduce the size of unburied sections of cables, which would require additional remedial work for its owner in the future.

“I think our focus on steadily optimising the original ideas will be intrinsic to Hi-Traq’s™ success in the rental market,” says Will. “We

have essentially created a series of iterations throughout the design process. It’s been really rewarding to see how that has all come together into the latest production unit.”

FITFORPURPOSEFollowing the successful completion of the onshore tests and underwater dunk experiments, Hi-Traq™ is due to complete sea trials in the first half of 2018. The vehicle will be taken offshore to trench small sections of cable using the mechanical chain cutter. This will identify any potential risks, further developments and determine whether the technology is ready for the market before undertaking commercial operations.

“The sea trials will be the final confirmation of the radical step we have taken in terms of offshore trenching,” says Julian. “It’s always a big struggle to get something like Hi-Traq™ over the line, but it’s here! It’s going to get in the water and prove what it is capable of, and we are confident that this will translate into a strong rental performance.”

Designing a vehicle purely for the rental market is a unique proposition for an equipment manufacturer. However, IHC believes that this approach will reduce the level of financial burden and provide enhanced opportunities for its customers. Even at an early stage, insurance companies were also consulted to ensure that the vehicle would be a feasible option in this respect.

IHC’s global reach also means that the local support customers will be able to access when commissioning Hi-Traq™ is arguably the most comprehensive in the industry, further reducing their operational risks.

The company is also confident that the patented technology contained within

Hi-Traq™ will deliver unsurpassed trenching performance in the market for a long time to come and represent a real step-change in the market.

“What we have done is develop a tool that can cope with difficult and challenging conditions,” says Will. “The tools of the past are no longer fit for purpose and we hope the industry begins to adopt this new technology to facilitate the safe burial of cables. The ultimate aim, and one we are confident Hi-Traq™ can help deliver, is reducing the cost of offshore wind to a comparable level with fossil fuels.”

The six years of research and development that have been invested into Hi-Traq™, has been time well spent from a customer perspective, as Ralph concludes: “What they are getting is a complete technical solution that protects cables better, but also does it in a faster and more economical way – so it’s a win-win scenario when considering customer requirements.”

“To see a solution come to life from my initial sketches to the physical production unit, and receive such positive feedback from the customers is highly rewarding. Hi-Traq™ represents everything I became an engineer for.”


01 Negotiating simulated rough seabed terrain

02 Control console

01

02

HI-TRAQ™ SPECIFICATIONS


BASEVEHICLEPLATFORMDimensions length 9.7m(incl. tooling packages) width 8.5m height 6.2m Weight in air 43Te (platform only)Water depth 1,000mInstalled power 1,200kW 4x 300kW. 4.2kV 4 pole Max. seabed slope ±20⁰ (pitch and roll)Max. seabed step 0.75mMin. water depth 5.0m (beachable with shore kit)

CONTROLFEATURESAuto-heading landing orientation modeTraction control ensures smooth power transmission to tracksAuto levelling for optimum trenching orientation and grading in/out℗.

SURVEILLANCE (TYPICAL)Sonar obstacle avoidance (fore and aft)Cable tracking TSS440, TSS350, InovatumHeading gyro or compassCameras Six using low light, colour etc Lamps Ten using dimmable LEDs

JETTINGPACKAGEConfiguration twin legs, multi-chamber Jetting power 900kW, variable speed for optimal pump duty℗

Weight in air 61Te (platform and tooling)Trench depth 1.0m – 3.3m (0m with tilt)Jet leg separation 200mm – 600mmMaximum product Ø450mmDepressor MBR 3.0m (removable)

CHAIN CUTTING PACKAGEChain cutter power 600kWJet eductor 300kW Weight in air 63Te (platform and tooling)Trench depth 2.3mTrench width 0.5mMaximum product Ø400mm (including CPS)Product route MBR 5.0mDepressor MBR 3.0m (removable)Product lifters fore and aft 2x 3Te SWL 5.0m MBR grabsSoft ground capability 15kPa (incl. when turning)Min. trenching radius R15.0mCrumber self-cleaning jetting system

CONTROLSCADA ethernetInstrumentation comprehensive with full data logging and remote diagnostics

LARS – CRANE DAMPING SYSTEMVessel system 100Te+ AHC CraneConfiguration motion damped curser Four cylindersSea state 4 (Hsig = 2.0m)

In the harsh conditions of the offshore wind market, crane operations can often be labour-intensive, and result in excessive wear and tear to wires and sheaves. IHC IQIP has developed a new way of hoisting that is set to overcome these challenges and reduce operational time and costs, which will maximise the efficiency of projects offshore.

A NEW WAYOFHOISTING


Working on board offshore wind vessels brings with it a range of challenges. One of the biggest issues for companies working in this sector is visible during crane operations. Typically, when cranes are travelling with low loads, it leads to poor spooling. Without a heavy load, the tensioning of the wires is lost and they become loosely spooled on the drum. Once a load is added, the wires are pulled sharply into the drum once again, which causes damage over time.

This issue became the start of a new journey for IHC IQIP’s Henk van Vessem and Bob Jung, as Henk recalls: “At the time, I was travelling to Hamburg with some colleagues to work on a noise mitigation project. During our trip, I was contacted by our head office, which had received a report of damaged wires during the installation of a monopile. This was not particularly in our scope, but it inspired us to come up with an innovative solution to the problem.”

IDENTIFYINGMULTIPLESOLUTIONSFrom this point, Henk and Bob began to analyse a wide range of factors associated with offshore crane movements, and hoisting in particular, such as wire tensioning, deck space and safety. “At the beginning, we concentrated on the effects of poor spooling,” says Henk. “Adding more weight to the crane hook meant that the crane would have limited capacity, so we discussed ways of improving low load travelling. In the end, we not only came up with one solution, but eight in total.” Various departments within IHC IQIP then began to fine-tune the approach using equipment that was already available. “We combined some of the existing technologies we had and validated our working model at multiple customer sites,” he adds.

“From there, we continued to turn our original sketches into reality and realised our new solution – the Combi Lifting Spread. Every customer I’ve spoken to so far has been excited by our idea. That’s because we have created a tool that will help them reduce costs, as well as wear and tear, which was the ultimate aim of this project.”

ARANGEOFFEATURESBy reducing the number of vertical transits required during crane operations, the Combi Lifting Spread represents a new approach to hoisting the separate components required to build foundations offshore, including monopiles and transition pieces (TPs). It can also

handle noise mitigation systems (NMS), upending tools (UETs), and Hydrohammers®.

On a typical operation, each section must be raised to a certain height above sea level. For every piece, the crane must complete a high number of vertical transits in lifting and lowering each section into the correct position. However, if the Lifting Connector is instead applied, a reduction in the number of vertical transits can be achieved, while it will also take 10-15% less time per foundation installation overall.

In most current projects, small teams of riggers are needed to manoeuvre certain sections of a monopile to the required position, as well as attach transition pieces. To attach one, a rigging team is – on average – required to climb to a height of 35 metres. “For me, reducing the dependency on manpower and working safely are very important,” says Henk.

“Rigging is an extremely dangerous job, so safety should be the first consideration when planning an offshore operation. What companies can avoid with the Lifting Connector is having to move heavy loads on deck, because these can now be lifted – and connected – directly on

the centre of gravity. Therefore, heavy loads do not need to be moved across the deck.”

One of the key design principles on the Lifting Connector is the ring of latches around its centre. These can slot seamlessly into corresponding buckets at the top of each tool, for example a Flange Pile Upending Tool or a Transition Piece Lifting Tool. The latches connect underneath the flange of each bucket, which creates a fail-safe lift and allows each tool to be introduced quickly as required.

The Lifting Connector can be fitted with several additional features, such as a global positioning system and a video image processing unit. Once connected to other tools, the benefits of these features are transferred. This allows crane operators to achieve the highest level of accuracy.

For Henk, there is an interesting analogy to be drawn: “With these features, you will always hit the bull’s-eye! For me, the Lifting Connector permits any crane operator to be as precise as possible, allowing them to become a world champion darts themselves.”

CONSISTENTBENEFITSAs the Lifting Connector can be fitted to a variety of tools via the same method, the requirement for spare parts is reduced.

Although the main application for the Lifting Connector will be on board offshore wind vessels, there are also a number of other exciting opportunities and markets awaiting exploration. “Thanks to the progress we’ve made so far, there are a number of lifting applications that we can be a part of,” says Henk.

“For example, the Lifting Connector can be used to reposition monopiles on deck ready for installation. It can also be used harbour-side when loading monopiles and other

equipment on to a vessel. As a company, IHC IQIP is not involved in the assembly of the turbines themselves, but this might also become a possibility for us, given that we have created a tool that fits into all these structures.”

Regardless of the lift requirements, the benefits to customers of using the Combi Lifting Spread will remain consistent. Equipment and structures are handled safely, while the uniform hoisting process offers predictability with regard to cycle times and operating windows.

In addition, less deck space, manual intervention and spare parts are required, and the reduction in wear and tear to sheaves and wires is another advantage. Ultimately,

IHC IQIP’s new solution represents a major step forward in reducing the risks and costs associated with foundation installations and decommissioning.

THE COMPLETE PACKAGEThe Combi Lifting Spread was built early 2018 and became operational in March. Henk believes that it showcases the capabilities and qualities with which IHC IQIP is synonymous: “At IHC IQIP, we’re lucky to have so many state-of-the-art tools in one place and that’s the main advantage we have as a company.

Combined with our extensive technical knowledge, and our understanding of what is needed to be successful in all our markets, we can create complete solutions that integrate these separate resources. “The Combi Lifting Spread proves that IHC IQIP doesn’t only look at a problem in isolation, we go further than that in the pursuit of multiple solutions. This enables us to help our customers increase efficiency and lower costs. I see IHC IQIP as a golden combination, because we now cover whole installations. We can deliver a complete package of tools and equipment for the offshore wind market, and use this as a platform for further innovation.”

SPRING 2018|INSIGHT1514INSIGHT|SPRING2018

INTEGRATED MONOPILE INSTALLERANDLIFTINGBEAMSOCKET

HYDROHAMMERAND SOCKET

FLANGEDPILEUPENDING TOOLAND SOCKET

TRANSITION PIECELIFTINGTOOLAND SOCKET

LIFTINGCONNECTORSATIHCIQIPYARD – SLIEDRECHT

When IHC and DEME announced the delivery of the MINERVA and SCHELDT RIVER, it was the result of a pioneering project for both companies in uncharted territory. Although the process could not be described as all plain sailing, the two organisations worked closely together to develop a groundbreaking solution for the dredging industry.

PIONEERING PROJECTIN

UNCHARTED TERRITORY


Over the next few years, the dredging industry faces a number of unique challenges. For example, emission regulations are becoming tougher as the International Maritime Organisation (IMO) rolls out tighter regulations for sulphur and nitrogen emissions.

In addition, legislation regarding the reduction of CO2, particulate matter and black carbon is expected to become stricter, while the number of emission-controlled areas around the world is increasing. New opportunities for dredging companies exist owing to rising sea levels, however regulations that enforce more sustainable operations will play a significant role.

The latter will have an impact on the design of dredging equipment, and the type of fuels used. “The starting point for designers of modern dredgers is tied to emission reduction,” says Innovation Manager Vessels Erik van der Blom.

“Vessels consume a large amount of fuel and usually work on heavy fuel oil (HFO), which is among the most highly polluting fuels available. It is still the standard, but owing to new regulations, HFO can no longer be used in the same way. One way or another, this will impact the design of vessels and engine systems.” A report from The Netherlands Organisation for Applied Scientific Research, compared marine fuels on their environmental impact. It evaluated the total environmental effect of each fuel, in relation to factors such as energy content, toxicity and global warming potential. The fuel type that emerged from the study with the lowest environmental impact was liquefied natural gas (LNG).

LNG-fuelled ships eliminate SOx and particulate matter emissions, and significantly reduce the release of NOx emissions. “LNG has already been around for a few decades,” says Erik. “Applications for LNG have been gradually expanding, and in recent years this has been accelerated by the need to reduce emissions.”

SUSTAINABLESOLUTIONSAgainst this backdrop, the DEME group selected LNG as the primary fuel – and dual fuel engines – for its new vessels. It prepared concepts for these vessels and approached IHC in early 2015 to design, develop and supply two cutting-edge trailing suction hopper dredgers (TSHDs) powered by LNG to support its operations.

These would become the SCHELDT RIVER and MINERVA. “One of DEME’s core values is caring for the environment, so ecology is at the heart of our activities and the choices we make,” says DEME’s Head of Construction and Conversion department Jan Gabriël.

“It’s vital for us to be at the forefront of this trend, because it aligns with DEME’s position as a leader in renewable energy, for example in offshore wind. We wanted a sustainable solution for our vessels and believe that LNG will be a viable and future-proof option for decades.

“Hydrogen is another alternative, but the degree of technological readiness was far from sufficient when we commissioned the SCHELDT RIVER and MINERVA. HFO requires cleaning of the exhaust gases and the subsequent removal of the cleaning products. By being clean at the source, LNG was a clear winner.”

BUMPSALONGTHEROADIn close cooperation with DEME, IHC began the design of the two TSHDs. In the preceding years, IHC had already conducted research into different fuels, as Erik explains: “We were already researching alternative fuels and exhaust treatment options, and LNG really stood out to us. This process gave us the perfect platform when DEME came along, and we relished the opportunity to share our understanding of LNG.”

Jan remembers the beginning of the project: “IHC was the most convincing of the companies we considered during the tender

process, because they’d really done their homework! They showed us some interesting variants, which would be cheaper to execute. There was a great deal of development work to be done, but IHC’s experience was invaluable when we encountered some bumps along the road.”


Both companies had to overcome a number of challenges, including the integration of LNG (tank and equipment) into the hopper dredgers. This is because the storage of LNG requires three times the volume of other fuels, which has a significant effect on a vessel’s design. Safety zones and additional safety measures around the LNG fuel system also increase a vessel’s complexity.

“Due to the time constraints and technical challenges, we created a multi-disciplinary design team,” adds Erik. “This included designers, as well as colleagues from our R&D department and other IHC business units. They all worked closely together in a relatively short period to come up with an innovative design, and we were able to address most of the major concerns during this phase.”

FAST-CHANGINGSITUATIONSAlthough the designs of both vessels were given the green light by DEME, the engineering and build phase presented new challenges. “Sometimes it can be fun, but often it’s stressful when working with new technology,” says Jan. “At this stage, you can quickly discover that certain components

don’t work the way you expected them to, which means that more research is required.

“There were a number of fast-changing situations that we encountered. For example, on the MINERVA, there was a lack of clarity as to whether the engines complied with certain regulations. Fortunately, all parties involved

behaved professionally in coming up with solutions to keep the design and development of the vessel moving forward.”

For IHC, there were other considerations to factor in during the engineering and build phase: “This process was quite intense due to the additional complexity that LNG brings,” adds Erik. “One of the most challenging aspects was to fit in additional safety requirements. For the route of the LNG transport lines, the bunkering points, the storage room, it all requires extra ventilation, double pipe lines and safety zones.

“The choice of material was also critical. Around the LNG transport lines, we had to use stainless steel. Regular steel can't be used, because when LNG leaks on normal steel, it becomes brittle due to the coldness of the LNG. All these additional requirements have an effect on the final design, and how people will operate on board the vessel.”

There were also further challenges during the commissioning phase, primarily because both organisations were new to working with LNG as a fuel. For this reason, representatives

from both DEME and IHC followed a five-day training course to get better acquainted with handling LNG.

In close cooperation with IHC’s SHEQ department, procedures were developed to cover the bunkering and commissioning operations relating to LNG. Permits also had to be arranged with local authorities and fire brigades in order to store and bunker LNG at local shipyards.

MASTERING THE TECHNOLOGYDespite the many complexities associated with designing and building LNG-powered vessels, both dredgers are seen as an important milestone for the dredging industry.To further optimise fuel consumption, the MINERVA and SCHELDT RIVER were also equipped with a newly developed two-speed propulsion drive, which, together with a combinatory mode thrust control, ensures that fuel savings can be made when sailing at lower speeds.

Thanks to the journey both organisations have shared, Erik and Jan are proud of their achievements. “Looking back, I think we underestimated the complexity required to engineer such vessels,” says Erik. “However, together with DEME, we worked hard to overcome the difficulties we encountered.

“At IHC, we’re really proud that we got these vessels working effectively, and that we’ve delivered the world’s first LNG-powered hopper dredger. Our efforts prove that this is a feasible solution for the dredging industry and we’re looking forward to continuing our partnership with DEME.”

Jan is also delighted with the final results: “I’m pleased to say that both vessels are performing to a high standard. When the SCHELDT RIVER is running on LNG you cannot tell the difference in performance, and it is silent and calm in the engine room, which is nice for the crew and even better for our planet.

“Working with new technology means that there are always unknown elements. That’s why, on such a pioneering project, cooperation between the customer and shipyard is vital. For this reason, it was exciting to see that everyone believed in what we were trying to achieve and wanted to contribute.

“From my perspective, IHC has fully mastered this type of technology, and proven so by building these two vessels. For DEME, our investment in these cutting-edge dredgers now puts us ahead of the competition.”

ENVIRONMENTALIMPACTOFMARINEFUELSFORENTIRELIFECYCLE

HFO MDO GTL BIODIESEL

LNG BIO-LNG HYDROGEN0

100

200

300

400

500

600

700

ecotoxicity, terrestic

ecotoxicity, marine water

ecotoxicity, freshwater

human toxicity

eutrophication

acidification

photochemical oxidation

ozone layer depletion

global warming

abiotic depletion, fuel

abiotic depletion, non fuel

LEGEND

MDO

MKI

/ton

Source: TNO

JANGABRIЁL ERIKVANDERBLOM

01 Integration of the LNG tank and equipment into the vessel design was a challenge.

02 Storage of LNG requires three times the volume of other fuels.01

02

As the requirement for precious minerals and materials continues to grow globally, new approaches and methods are necessary to meet demand. Deep-sea mining has been gaining momentum as the next viable solution, and IHC has been at the forefront of this new field as part of the EU-funded ‘Blue Mining’ programme.

SEAOFPOSSIBILITIES



In recent decades, society’s dependence on smart technology, such as mobile phones and laptops, has increased significantly. To sustain this trend, having access to certain materials has become more important than ever. Valuable metals, including cobalt, nickel, copper, tin and gold, are expected to be much sought after for many years to come.

However, it is becoming increasingly difficult and more expensive to mine such materials on land. It also carries with it a heavy environmental impact. Many existing sources are already close to depletion, which means that alternative options and new measures are vital. Scientists have long been aware of the existence of rich mineral deposits on the seafloor all over the world, and there is a growing movement to develop cutting-edge techniques to acquire them.

A CHALLENGING SECTOR In shallow waters, there is a concentration of tin and diamonds, originally formed on land and flushed to the sea. Beyond that, there are phosphate deposits commonly used in fertilisers. At depths of up to two kilometres, sulphite sediments containing copper and gold are created owing to the formation of seafloor vents, which produce a black ‘smoke’. Once this settles around the vent, sulphites can appear over time.

Between two to three kilometres, large amounts of cobalt and nickel rich deposits are being discovered. This takes the form of a black, rock-like crust on the seafloor. In the deepest waters, at depths of around six kilometres, polymetallic nodules have been found, which are rich in cobalt, nickel and copper. Due to the harsh conditions at this depth, there is also scope to mine gas hydrates, which crystallise on the seafloor.

Despite the allure of deep-sea mining, there are many challenges associated with its execution. “Deep-sea mining will always be a remote operation,” says IHC’s Manager Product Development Mining Wiebe Boomsma. “Firstly, ships need to be deployed in the middle of the ocean, with the mining vehicle at the seafloor – quite a distance from the vessel. However, it is not currently possible to control the vehicle directly, everything must be operated remotely.

“Secondly, the local pressure is a crucial consideration. At a depth of five kilometres, the pressure becomes 500bars – that’s 500 times what we would experience on land! Finally, every potential mining location has its individual nuances and deposits can often be hard to uncover in the first place.”

BLUEMININGIn spite of the numerous technical challenges, IHC is committed to unlocking the potential opportunities for this dynamic sector. “Showing our dedication to deep-sea mining is one of the strategic choices that we’ve had to make as a company,” explains IHC’s Research and Development Manager Jort van Wijk (at IHC MTI, responsible for knowledge development on all subjects related to dredging technology) . “We believe that the sector has an exciting future, which is why we associated ourselves with the Blue Mining programme.”

Blue Mining is an EU-backed research consortium steered and coordinated by IHC MTI. It comprises 19 partners from around Europe, with representation from the dredging industry and research institutions.

Its objective is to promote technological developments for sustainable deep-sea mining. This encompasses all aspects of the process from the seafloor upwards, from the initial finding of the deposits and their assessment, through to their transport to the surface.

“Surveying and finding deposits was overseen by our UK and German partners,” says Jort.

“They developed algorithms to measure electromagnetic fluctuations, and turned this data into a map of deposits. There are also specialist universities involved, such as Lisbon and Delft, dedicated to the mining process itself. They provided a mix of fundamental research and application of technology.

“We also had the Maritime Research Institute Netherlands (MARIN) involved, who are experts on vessel motions and dynamics. IHC had a focus on the transport of materials by centrifugal pump technology, which represents a knowledge transfer from dredging to deep-sea mining operations. We also looked at the problem of flow assurance – whether the materials to be transported can be moved in an efficient way.”

EXCITINGPROJECTSWithin the Blue Mining programme, IHC took responsibility for two key projects. The first looked into the issues associated with riser

dynamics, as Wiebe explains: “Imagine a vessel on top of the ocean, with deposits five kilometres beneath it. It might not sound that far, but imagine a tower on land that high! There are existing risers that extend to three kilometres in the oil and gas industry, but there is a huge difference between these and deep-sea mining risers, which are free hanging

and suffer from the effects of fatigue. “Thanks to the Blue Mining programme, we could cooperate with multiple organisations to develop a solution to this and perform validation tests. Every company and university has their own theories about the optimal riser, so we had to assess a high volume of information to get an overview. It was eye-opening at the start, but after we performed simulation tests, we drew great confidence about the reliability of our results, and their potential application.”

IHC’s second project within Blue Mining was to identify whether improvements could be made during the slurry transport process. “We faced issues similar to those encountered with riser dynamics,” adds Jort. “These incredibly

long riser systems are almost impossible to build on a 1:1 scale, so we had to start small. We focused on blockages and how we could resolve this issue through computer simulations.

“From there, we took our findings out into the field, specifically an old mining site in Freiberg, Germany. Together with our university partners, we built a 140-metre-long vertical riser to investigate the behaviour of coarse particle-slurries. We had great success

and gathered a tremendous amount of data from our experiments. It was truly unique in scale, and it was an amazing experience to be working towards a common goal with so many different partners.”

GATHERING MOMENTUMOwing to the success of the Blue Mining programme, IHC has built a platform to further explore the deep-sea mining market. “We already have a long history in dredging, which gives us an advantage over other mining companies,” says Wiebe. “The principles are similar for deep-sea mining, it’s just at a greater water depth. We can already apply our extensive knowledge of how to collect materials from the seafloor and bring them to the surface.

“Our focus now is on harvesting polymetallic nodules, which contain cobalt, nickel and copper, the three main metals necessary for the construction of wind turbines and solar panels. Thanks to EU projects such as Blue Mining, we’ve been able to work closely with companies and universities in a way we never would have thought possible. Deep-sea mining doesn’t officially exist yet, so we’ve had a perfect opportunity to develop sustainable solutions before it really gathers momentum.”

For Jort, the spirit of cooperation was one of the main positives: “The mining process – and having access to essential materials – is important, but we have to approach deep-sea mining as a unified team across the entire value chain. We should not only talk about sustainability, but also proactively about how we can take the next step in a sustainable way. At IHC, we can facilitate this by providing the most advanced technology possible.”

IHC is renting a fleet of seven cutter suction dredgers to a new customer in Canada, fully supported by IHC Services. The contract with Suncor Energy, the country’s largest integrated energy company, is a landmark for IHC, and highlights how it can help both established and new dredging contractors with equipment and support for an entire operation.

SEVENWONDERS


delivered, which supports that the production rate will be met during operation.”

Safety is also a focal point within the training, a reflection of its significance to Suncor’s activities. “Safety is in their DNA to first think, ‘is it safe to perform this task,’ before going into the field,” says Peter. “They have a large range of mitigating actions they can take to minimise the risk of every activity. That was interesting for us – we learnt from their perspective.”

Safety comes first at Suncor and is part of the company’s culture. Every single meeting starts with a safety moment. For example, there is a very specific safety system in the pond, which typically is a five-day programme, and all IHC employees will be trained and ready to work at the Suncor site.

MAINTENANCE ADVICETo ensure optimum availability of the vessels, IHC has established a maintenance and service programme. “All the maintenance jobs are prescheduled so Suncor staff can follow the programme we have set, and we have a technical consultant to support and advise on how the maintenance should be performed,” says Mark Notermans, Manager Vessel Services.

IHC has also provided a checklist for the end of the dredging season. “From the end of October, the vessels will have to be prepared to survive the tough winter period. This involves draining the systems, heating the cabin and engine room, and removal of the spuds,” he adds.

When spare parts are required, there are two packages available on site: one standard and another for strategic capital spares, such as gearboxes, pump housing and other special items.

CLOSER TO CUSTOMERS By utilising these services, Suncor is taking full advantage of the knowledge and expertise available within IHC for the benefit of its operation. “It’s a good example of how we can work closely alongside our customers and support them in addressing some of their responsibilities,” says Mark.

It also ensures that the vessels are kept in optimum condition, which ensures that they will continue working in this short operational window. At the end of the lease, they will also be in good condition when they are returned to IHC and available for other rental customers.

NEWBEGINNINGThis project is a new direction for IHC, a starting point from which to expand its rental fleet and extend its offering to a new market with huge potential. It also demonstrates the company’s capabilities for service-related activities, upon which it intends to build further.

Finally, it shows IHC’s ability to understand the challenges a new customer may face, to learn from and adhere to its strict SHEQ requirements, and to work quickly under pressure. It is a complex project, in which time is of the essence, so many aspects have had to be arranged in a short period of time. The Dutch and Canadian people involved share a similar culture and way of communicating – short, to the point and a ‘make it happen’ approach. Ultimately, IHC and Suncor combine the best knowledge of two worlds.

When IHC signed a contract with Suncor in March 2017, it represented three major firsts for the company. This is the first time IHC is supplying equipment to the oil sands mining industry; it is also its first major dredging rental contract; and IHC Services makes its on-site debut for the complete execution of the project.

Oil sands – a mixture of bitumen, sand, clay, silt and water – can be found in various locations around the world, including Venezuela, the USA, Russia and Canada. The Athabasca deposit in Alberta is the largest, most developed, and utilises the most technologically advanced production processes, according to the Canadian Association of Petroleum Producers. The first company to develop the oil sands in Canada was Suncor. About 20% of the deposit is close enough to the surface to be mined using traditional techniques. The bitumen is removed at an extraction plant, where it is combined with warm water so it floats to the surface, and forwarded for secondary extraction. The remaining product from the extraction process – a mixture of water, sand, clay and residual bitumen – is called tailings, which are gathered in ponds.

“One of the current tailing ponds is in the path of the planned mine advance,” says IHC Mining Director Henk van Muijen. “Suncor is planning to drain the pond and treat the tailings in order to continue their ongoing mining operation.”

The magnitude of scope Suncor achieves with draining this pond represents a huge opportunity for IHC, which has been targeting the oil sands market for several years. It will supply a fleet of seven IHC Beaver® 45 cutter suction dredgers on operational lease, to carry out the work over the next three years.

CHALLENGES AND CONSTRAINTSDue to the harsh climate, dredging work on the tailing pond can only be carried out between April to October due to severe winter conditions.

The material in the pond is also complex. The heaviest material, mostly sand, settles to the bottom, while water rises to the top. The middle layer is made up of fine clay particles, suspended in water, which can take decades to settle and makes it difficult to process. The pond also contains vegetation such as plants and small shrubs and full-sized trees. This unwanted material could potentially clog the system of a dredger and halt the 24/7 operation.

For that reason, Suncor ordered seven dredgers when three or four would usually suffice for this type of project, based on time available and capacity. “This way, they have enough redundancy to keep going during the short season, to make sure that the whole tailing pond is empty during the timeframe of this project,” says Henk.“Finally, the dredgers will feed the tailings product to a treatment plant, which has a set production rate. It’s necessary to optimise the

operation as smoothly as possible in order to cope with these constraints,” adds Henk.

THERENTALFLEETIHC has supplied three standard IHC Beavers® with a dredging depth of 10 metres and four with an extended dredging depth of 14 metres. “The purpose of that is to make sure we get an optimum dredging operation and maintain the dredging operation as long as possible because using the dredgers is a more cost-effective option versus using big haul trucks and excavators,” says Henk.

The first model was in stock and arrived at the site last autumn, while the remainder were specially constructed and transported in January and February to Fort McMurray, in time for the first four to start work in April. “We adapted the standard design slightly,”

says Henk, “due to the extreme temperatures, harsh environment and complex material in the tailings, but it’s based on the standard design.”

The cooling systems had to be adjusted, for example, to radiator or air-cooled due to the bitumen that is present in the ponds. Further modifications will be carried out locally, such as heating and air conditioning for the summer.

OPERATIONAL SUPPORTIn order to optimise the operation, IHC will not only be supplying the vessels, but also supporting Suncor with intensive operator training, on-site spare parts packages, capital spares, maintenance advice and daily support from a dredge master and superintendent. The training for Suncor employees and contractors was conducted in February and March by two IHC specialists, and included practical sessions with a newly developed simulator. Peter Rooswinkel, Manager of the IHC Training Institute, says: “We altered the simulator with scenarios specific to the customer – using the same dredgers and specially developed soil models. “Using the simulator enables trainees to prepare for real operations, and minimizes risk. It will help ensure that the crew is comfortable in using the equipment we have


01 Simulator training IHC Beaver® 45

02 IHC Beaver® 45 being tested

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Utilising its in-house knowledge and expertise, and by listening closely to customer experiences, IHC has developed a unique subsea tensioning tool that will bring numerous benefits to companies in the offshore oil industry. In addition, it highlights the innovative capabilities of IHC and its position in this competitive market.

UNDERWATERINNOVATION


For permanently moored floating objects, such as FPSOs or floating wind turbines, it is important from a safety perspective to maintain the correct mooring line tension. The conventional method to tension these mooring lines is to use deck equipment, for example mooring line pull-in equipment with permanent chain stoppers integrated in the vessel.

However, this method has several disadvantages. It requires relatively expensive equipment, which takes up deck space and adds weight to the floating object. After initial utilisation, it will not (or rarely) be used again for a period of up to a decade. More often than not, the equipment is difficult to mobilise due to neglect and lack of maintenance, considering the fact that it is not critical for day-to-day operations.

As an alternative, a dedicated team at IHC has developed a patented alternative tensioning solution, in which a portable subsea tension tool (STT) is used to tension the mooring line after hook-up. The tool is deployed and operated from a vessel and placed on the mooring line. It takes over the tension of the mooring line tension, then cuts the chain using a diamond wire saw, and applies the required tension. It then cuts the resulting excess length of chain, and reconnects the mooring line. After tensioning, the tool can be retrieved by the vessel to be used on another mooring line.

“With this tool, we are introducing a method for tensioning mooring lines that enhances safety, reduces initial capex expenditure and also reduces operational costs during re-tensioning,” explains IHC Project Manager Maurits van Wezel.

KEYBENEFITSSafety is enhanced by the reduction of corrosion issues and fatigue commonly suffered by the top chains in mooring lines. “With this tool, you can use an alternative to chain, which means the mooring line in the splash zone can be designed to mitigate corrosion and fatigue issues. It therefore improves safety and the lifetime of the mooring line, and reduces the risk of failure,” says Maurits.

Cost reduction is another major benefit of the tool, particularly to offshore oil companies, which are increasingly looking for ways to cut down the costs of production since the oil price collapse in 2015. IHC Engineering Manager Cor van der Harst says: “Using this tool means expensive deck equipment is no longer required, and therefore no longer

needs to be maintained. Often, it costs a significant amount to get it working again after 10 years or more. By using the STT instead, oil companies no longer have that worry.”

It is clear that IHC understands the needs of the market in relation to the development of the STT. This is a result of the close interaction between its R&D, engineering and sales team, which has been in close contact with several major oil companies during the process.

IHC Sales Manager Ron Agterberg explains: “Throughout the development, we’ve been talking to potential customers including Total, Shell, Chevron, Petrobras, ExxonMobil and Statoil, and they have really helped by sharing their experiences and knowledge. Although we have not involved them necessarily in the design of the tool, we have included them in its development to ensure that there will be a demand for it.

“Consulting with customers may have delayed the development slightly, as we had to make some side steps, but it will ensure that the tool will be more acceptable within the

market. We’ve had a lot of positive feedback and they can really see the advantages.”

LIGHTWEIGHT ALTERNATIVEIHC also considered the competition on the market during the development of the STT. There are companies offering another alternative in the form of a guide wheel, which the chain is pulled around tightly and held in place on the mooring line with a chain stopper. “This part of the tool needs to be classified as a mooring component, which makes it more complicated to manufacture,” says Maurits. In addition, any parts that remain in the mooring line must comply with strict requirements from classification societies for permanent mooring lines.

“Another advantage of our tool is that what remains in the mooring line after tensioning is a standard H-link, which adds almost no extra weight. All of the other underwater tensioning solutions I have seen so far in the market leave quite a lump of steel in the mooring line, adding further costs, which we don’t have with our solution.” Using a standard H-link for reconnection is also the reason that the tool


can be used for re-tensioning existing mooring lines.

Although the tool is completely different to anything else on the market, it’s not necessarily new, says Ron. “All the functions and equipment – everything in the tool is something that IHC already has experience in. It may look complicated, but everything has been created using in-house knowledge. That gives us confidence that the tool will work.”

NEXT STEPSAssured of its advantages and confident of its acceptance in the market, the next step will be to start production. “The parts have been modelled, drawings are having the final touch-ups, and we are now close to being ready with production drawings,” says Maurits. “Mechanically, it’s almost finished, but we still have some work to do on the software, hydraulics and controls.”

Initially, IHC intends to offer the STT as a rental tool, although it will also be possible for oil companies to purchase if they prefer. “We decided to offer it for rental because of its complexity,” says Ron. “The market has to become familiar with how it works. We want to keep that knowledge within IHC for the moment and deliver it as a service instead.” Cor adds: “It also takes away certain risks from the customer. Renting the tool is an operational cost, which is usually easier to approve than a larger investment cost.”

In addition to the offshore oil market, IHC has identified potential opportunities for the STT in the renewables industry in the near future. “In the offshore floating wind market, there is no room for investment in the traditional methods using mooring equipment on deck,” says Cor. “They need to do more without the old equipment, and do the chaining and tensioning separately. Reducing investment and saving on maintenance by using the STT will be a huge appeal for this market.”

Whatever the future holds for the STT, the development of this unique equipment has put the innovative capabilities of IHC firmly in the spotlight. Consulting with potential customers has also been a positive experience. “Even if some of the companies we spoke to never use it – if they hadn’t heard of IHC before, now they have. This project has enabled us to be a good ambassador for IHC in that sense,” says Ron.

01 The patented tool has several advantages over conventional methods.

02 In-house knowledge at IHC has been crucial for this development.

03 The subsea tension tool is deployed and operated from a multipurpose, anchor-handling vessel or similar.

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The dredging industry is encountering unprecedented challenges in the face of the rapidly changing demands of the 21st century. IHC must adapt accordingly and, while 2050 may seem a dot on the horizon, the company has a clear vision on key topics, such as footprint reduction, increased efficiency and enhanced performance, to remain a leading innovator in this sector. So, what could this look like in reality as the industry contemplates the future of dredging?

THEFUTUREOFDREDGING


“It’s hard to anticipate when hydrogen in particular will come to fruition, as large-scale infrastructure developments will be required to facilitate its integration into the dredging industry. However, it was only five to ten years ago that we were saying the same about LNG and now we are at the forefront of making this a reality.”

AUTONOMOUS AND REMOTE OPERATIONSInextricably linked with reducing the footprint is efficiency. If the productivity of vessels can be increased and processes streamlined, this will invariably have a direct impact on

fuel consumption per unit produced. Fast emerging advances in automation and connectivity are already having a bearing on dredging operations and IHC anticipates that it will be a main driver for radical change in the industry come 2050.

IHC’s advances in automation have already seen it reduce dredging operations from a two-man job, with the introduction of a ‘one-man’ bridge concept: “Before, you needed a navigator and a dredge operator,” explains Manager R&D IHC Systems, Jacco Osnabrugge. “Now, with a ‘one-man’ bridge, it is possible for a single person to control the entire

vessel. The dredging process is automated to a high level and controlled through a human machine interface (HMI), which only requires minimal supervision from the operator.”In this way, around 90% of the dredging operation can be done autonomously. It is anticipated that with further advancements in AI and automation this figure will

only increase. However, Jacco does not envisage that this will mark the end of human involvement: “Even if you increased automation to 99% of the operation, you will still require some level of human decision making. As vessels become more remotely controlled, this intervention is likely to be increasingly channelled into dedicated onshore support centres.”

In the meantime, global connectivity is continuously improving, and the next generation of satellite technology is predicted to be less than five years away. With that in mind, reliable and cost-effective high

bandwidth communication from ship to shore will be an enabler to increasing shore-based activities.

“This is the first step towards remotely controlled operations,” explains Jacco. “Through our innovations in dredge fleet monitoring systems (DFMSs), our customers are now able to see in real time where their vessels are, what they are doing, how they are performing and support them remotely from onshore locations. The advances in connectivity will further enhance the performance of these systems and promote wider opportunities in automation.”

The maritime sector can no longer rely on gradual change. A growing population necessitates increasing energy production at a time when fossil fuels are diminishing, coupled with stricter emission regulations coming into force. Dredge operators must look to advance their processes in a sustainable way to meet human needs, while enhancing safety, reducing environmental impact, and retaining profitability.

With this in mind, IHC has identified three significant building blocks – footprint, efficiency and performance – around which it aims to shape the future of dredging. Within this, it can develop innovations specifically targeted at safeguarding its customers' competitive positions, while creating and improving sustainable operations.

MINIMISINGTHEFOOTPRINTThe landmark COP21 Paris Agreement has set the precedent against which all energy users must initiate the transition to more renewable fuels. This is in order to decrease energy consumption and stabilise average world temperatures at +2°C by 2080.

Alongside this development, the International Maritime Organisation (IMO) is introducing progressively stringent regulations on energy and emissions. Strict regulations for SOx and NOx reduction are already in place in emission-controlled areas (ECAs) and will soon become effective worldwide. IMO is also forcing the reduction of CO2 emissions and energy usage through the Energy Efficiency Design Index (EEDI). Although dredging vessels are exempted from this, it is expected that this reprieve will come to an end in the near future.

The industry, therefore, cannot sit back when it comes to reducing its environmental footprint. In response to the drive towards cleaner fuels, IHC built the MINERVA and SCHELDT RIVER for DEME in 2017. These vessels represent a world first in liquefied natural gas (LNG) powered trailing suction hopper dredgers (TSHDs) and are set to become pioneers for further advances in the exploration of alternative energy solutions.

“We come from a world where every vessel was operating on diesel oil,” says Innovation Manager Vessels, Erik van der Blom. “However, heavy fuel oil is unsustainable in the long term. Anticipating this, IHC started researching and exploring LNG technology for the dredging industry many years ago. As a result, we have achieved an industry first through the delivery of the SCHELDT RIVER, which will open new possibilities as we advance into the future.”

IHC is leading the way in bringing LNG solutions to the market to satisfy today’s environmental regulations and emerging ECAs. However, this will only take us so far. While burning natural gas in the form of LNG does produce less CO2 emissions, it is invariably still a fossil fuel. To further reduce the dredging industry’s footprint, IHC must look ahead to the advent of the next generation of sustainable fuel sources.

Erik believes such an opportunity could eventually be found in the development of hydrogen power that is currently being investigated for the automobile industry: “Hydrogen is proving to be the cleanest fuel possible, within our current understanding of energy resources. The first hydrogen-powered cars are already being manufactured. It’s only a matter of time before this innovation starts

to emerge in the shipping industry, as demand increases for greener solutions that reduce the footprint of vessels. At IHC, we’re looking at many different types of fuel options, always with a view to the environmental and practical design impacts of each.


SMARTERUSEOFINFORMATIONFacilitating remote-controlled operations is only one aspect in how the dredging industry can evolve over the next three decades. Investigating technologies used in other fields and applying these to applications in the dredging field, can open up entirely new opportunities in efficiency and fully autonomous operations.

For Big Data Project Manager, Bhavik Thakker, unmanned underwater vehicles are precisely the kind of current technological development that the dredging industry could capitalise on in the future: “As unmanned underwater vehicle technology progresses and potentially becomes cheaper, the concept that a fleet of drones might be adapted to intelligently move soil from one place to another could be a game changer in the way we dredge.”

“This technology would not only potentially increase efficiency through faster operations and cleaner energy use, but also during maintenance periods, units could be replaced, which would reduce disruption and downtime during operations.”

In the digital age, IHC also expects that virtual reality (VR) and augmented reality (AR) will be drivers for increased efficiency through automation. One such innovation in this area, that IHC is looking to exploit, are ‘HoloLens’ glasses. Through these, individuals can view the real world but with digital information projected on to it.

One application for this technology being investigated by IHC is how existing complex interfaces can become intelligently adapted to maximise performance. Current interfaces

involve a high level of controls, and display extensive information about the vessel and the dredging process. HoloLens technology could allow for information to be segmented in a smarter way to ensure the operator can focus directly on the key priorities specific to that moment of the operation.

“AR is an exciting prospect for the dredging industry,” explains Jacco. “We recently used the HoloLens glasses to project a dredging vessel onto a table. People could walk around it, zoom in and see data from different angles. While this was only a preliminary example of how this technology could be used, it did demonstrate how it might integrate into control rooms, to make operations easier and more efficient.”

DATA-DRIVENPERFORMANCEIHC’s customers are increasingly demanding enhanced performance and longer lifetimes from their dredging assets, driven by cost-saving pressures and safeguarding revenues through minimising downtime. In response, IHC is progressively adapting the company’s business model from the manufacture of products and components

to the delivery of fully-integrated systems. As sensors on ships are improving, coupled with enhanced connectivity and intelligent software developments, the possibilities for monitoring, and generating data on all aspects of a dredging vessel’s performance potentially become limitless.

“Through our progressive approach to technology, our ships now run at very high efficiency,” says Erik. “However, the next step is to optimise systems and performance, through data gathered on how the dredgers are operating. The better we understand our systems, the better we can predict and enhance their performance.”

In the short term, by integrating state-of-the-art technology that enables the collation of different data sets, IHC can introduce performance-specific services. Condition-based maintenance is a leading example of how this could work.

“Through intelligent diagnostic algorithms, we can monitor how equipment, for example a dredge pump, is performing,” explains Jacco. “By taking this a step further, we may reliably predict when something is in decline and will need replacing. Consequently, it enables operators to schedule maintenance windows, the optimal type of maintenance required, and increase valuable uptime.”

This approach paves the way for a more service-led approach. In the future, IHC may not be in the business of establishing a product-based relationship with its customers, as this could be replaced with selling a vessel more as a service.

By establishing closer partnerships with its customers in this way, IHC will have broader access to the wide-ranging data a vessel can capture. Consequently, the ability to comprehend how a dredger can perform to its maximum in every single situation is an exciting possibility.“In dredging, every situation is subject to an infinite amount of possibilities,” says Bhavik. “Factors could include waves, soil composition, currents and weather conditions. If we could harness data in a way that empowers us to optimise the performance of a vessel in every scenario, then we will have a truly unique proposition.”

Erik takes this concept one step further: “Our ambition is to be able to predict the performance of a vessel at the early design stage. We are confident that data will be an enabler to envisaging how a vessel will perform and what it will be capable of even before it is built. This has the potential to revolutionise how we design the dredgers of the future.”


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01 Harnessing data could help to optimise a vessel's performance.

02 Virtual reality and augmented reality will help to increase efficiency.

03 Using HoloLens glasses it is possible to project an image of a dredging vessel on to a table and see data from different angles.

ALGORITHM

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feedbackon design/performance

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data

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MICROSOFTHOLOLENS

How a team at IHC is using computational fluid dynamics (CFD) techniques to optimise draghead design and increase the overall efficiency of trailing suction hopper dredgers.

OPTIMISINGDRAGHEAD DESIGN USING THE LATESTCFDTECHNOLOGY


A draghead is a key component of a trailing suction hopper dredger (TSHD). As the first point of contact between soil and the dredger, it has a direct influence on the vessel’s entire production. Developing the most efficient draghead design, with maximum productivity and low energy consumption, is therefore a worthwhile yet complex pursuit.

It is difficult to understand how the draghead works and how its production can be optimised, due to varying dredging conditions (soil types, irregular bottom profiles and wave motions). It is also difficult to monitor the draghead during dredging, as it is positioned out of sight on the seabed. Only the wear pattern and on-board sensors provide an insight into its performance.

Test models and facilities are expensive and complex, because small grains of sand behave differently to larger grains. Additionally, it is not possible to work to scale, because what happens in the lab does not reflect reality. And even with model tests close to full scale, it is still not possible to look inside a draghead and understand the processes that are taking place. These processes often interfere with each other, and include erosion, due to water flow around the edges of the draghead, cutting and mixture forming.

To gain a better insight into these processes, a team of researchers and designers at IHC, working together with the Technical University of Delft, is using new CFD (computational fluid dynamics) techniques to model different types of dragheads.

This has led to a much greater understanding of flow, pressure and density variations inside a draghead and enabled it to develop new concepts that are able to deliver higher production levels, or are suitable for difficult soil types such as clay. “Complex processes taking place inside and around the draghead can be visualised in all directions,” says Innovation Manager Vessels Erik van der Blom.

“CFD is also used by our competitors, but often using only water,” adds Bram van Spaendonk, Project Manager R&D. “IHC is the first company to use two-phase models – with sand and water, and that’s important as a draghead should be designed to excavate soil and not water.”

THE RIGHT MODELWhen modelling dragheads with CFD, the soil model is crucial. Modelling soil as a uniform fluid with a density higher than water (Newtonian) does not lead to reliable results

and is not suitable to simulate draghead behaviour in sand.

The sand water mixture only behaves as a Newtonian fluid from 0-50% volume concentration of sand. The team at IHC chose

to use a Bingham soil model to describe the behaviour between 50 and 60% volume concentration of sand. “This has a consistency similar to ketchup or toothpaste,” says Bram, “and more resistance against the flow.”

To verify the soil model, the team at IHC carried out several experiments. This included verifying the fluidisation of the soil model in different velocity ranges. “We chose a singular water jet for the high velocity range, executed simple erosion tests for intermediate velocity and used pipe flow data for the low velocity range,” says Bram. “After successful verification of these single processes, we are confident that the soil model is suitable for draghead simulations.

DRAGHEAD SIMULATIONSNow the soil model has been verified, CFD can be used to understand and optimise the draghead design. Although there are unlimited options to investigate, IHC has focused on the influence of geometry, jet location and different soil types.

CFD can be used to simulate the flow, pressure and mixture density for different draghead geometries. As an example of this, IHC has evaluated the flow patterns of two excavating dragheads, which highlighted the optimum geometry – with jets penetrating as deep

as the teeth, and teeth used for guidance of mixture instead of cutting. It highlighted that flow resistance over the draghead should be minimised, as it results in higher production or less energy consumption.

As water jets are an efficient method to increase draghead production levels in sand, IHC has also used CFD to evaluate different jet


nozzle positions: heel; heel and visor; heel and teeth; and finally heel, visor and teeth. The jet pressure and total jet flow were kept constant, as was the total jet nozzle area. CFD simulations showed how different nozzle positions influenced the mixture in the

draghead. When heel and visor nozzles were used, this delivered the most homogenous mixture and optimal flow for higher production.

Soil conditions have a direct impact on draghead performance. Although it may be possible to optimise a draghead for a specific type of soil, dragheads are usually designed to be multipurpose. When using CFD, IHC has a soil model with settings for medium fine sand and fine sand. Its simulations (in which draghead geometry, jet pressure and flow were kept constant) have shown that in medium fine sand, jets penetrate deeper than in fine sand, and highlighted the probable consequences of this, including large trailing forces.

IDENTIFYINGWEARCFD can also be used to identify and prevent wear. Parts of the draghead in contact with high-density and high-velocity mixture, such as the teeth, visor top, ribs and side ribs, are prone to wear. IHC has been able to show that CFD accurately predicted the actual wear spots. Therefore, using insights from CFD simulations, the geometry of a draghead can be optimised or locally enforced with wear-resistant material for greater durability.

FLOWOPTIMISATIONIHC has discovered numerous possibilities of CFD for draghead design – including the development of one suitable for dredging in clay. Based on the insights gained with laboratory tests, IHC designed the new Mighty Dragon draghead for this difficult soil type, and evaluated and fine-tuned it using CFD. The smooth shape, combined with

optimum jet nozzle locations, reduces losses within the flow. There are no recirculation zones, resulting in less wear and a lower flow resistance.

MONITORINGREALPERFORMANCEFollowing promising laboratory tests and CFD results, the first Mighty Dragon model was monitored on a TSHD in operational conditions in Germany (December 2015) and The Netherlands (September 2016). This took place with an existing IHC customer, Dutch Dredging.

Dutch Dredging and IHC were extremely satisfied with the results. There was less clogging when dredging clay, and it was able to dredge clay with a stiffness of 75kPa, which could not be dredged before. It also demonstrated a better performance in silt and sand than the draghead used previously. “This proves that a more efficient draghead can be designed using CFD,” says Erik.

ADDING VALUECFD clearly adds value to draghead design, as it enables designers to look inside the flow of a draghead in three dimensions. Following on from the successful development of the Mighty Dragon, IHC is looking into ways how CFD can be used to further optimise dragheads and develop new designs.

“CFD is becoming an important tool for research and design of dredging components and dredging systems,” confirms Erik. “It really helps in understanding the flows and looking inside the component. We expect to use CFD also for other dredging components, such as cutter heads, and processes such as hopper loading and unloading.”

MIGHTY DRAGON ISO CONTOURMIGHTY DRAGONSANDVOLUMEFRACTION

1 far field out flux2 entrainment3 symmetry4 mixture velocity5 trail velocity6 jet

DRAGHEAD SIMULATIONS: BOUNDARYCONDITIONS AND DOMAIN

MIGHTYDRAGONFLOWPATTERN

LABCLAYTESTSOPERATIONAL TEST,THE NETHERLANDS 2016

OPERATIONAL TEST,GERMANY 2015

IHC has acquired 50% share capital in two companies – Brazilian-based GranEnergia and Rotterdam Offshore Group (ROG) – both of which complement IHC’s growth ambitions and enhance the scope of services it can offer.

GranEnergia – a subsidiary of GranInvestimentos – will become GranIHC Services following the merger. The move is set to expand both IHC’s and GranInvestimentos’ presence in the Latin American region, delivering innovative and integrated life-cycle services to customers in the oil and gas markets.

GranIHC Services will provide offshore maintenance and repair, logistical solutions and infrastructure facilities. It combines GranEnergia’s established operational platform in Brazil with IHC’s extensive experience in the design, build and servicing of equipment and vessels for the offshore, dredging and mining markets.

“As a single supplier, we will deliver truly unique services to the entire oil and gas market,” says GranIHC Services new CEO Rodrigo Dantas. “By integrating the best aspects of each company, we can deliver multiple and integrated services, offering a unique proposition to our offshore customers across Latin America.”

The agreement with ROG will also widen IHC’s business proposition in the ship repair and conversion sector, with the addition of a dedicated facility in Rotterdam, which has uninterrupted access to the open sea.

The facility currently incorporates a lay-by for vessels up to 300m in length, heavy-lift crane capacity, a large yard area and a fully equipped workshop. These capabilities have been used for projects for some of the most significant players in the industry.

The know-how that this joint venture brings together will facilitate a marked growth in services for complex renovations and conversions across a whole spectrum of offshore, dredging, and maritime vessels and equipment.

“Our focus is on maintaining long-term relationships with our customers and enhancing our services in a way which supports that,” says IHC Services Executive Director Diederik van Rijn. “This acquisition strengthens our capabilities to serve those based in Europe.”

INSIGHT | NEWS

An undisclosed South East Asian company has put its confidence in IHC Hytech’s 30-year specialist diving equipment experience with an order for a HYOT-type hyperbaric oxygen (HBO) treatment chamber.

The ergonomically designed six-person chamber will incorporate the latest technological innovations in the HBO treatment market. The advanced level of expertise that IHC Hytech can deliver in this sector was a key factor in the award of the contract.

HBO treatment chambers are a dedicated and potentially life-saving piece of equipment for the specialist diving industry. Delivering oxygen at a higher level than at atmospheric pressure, the unit accelerates the body’s natural healing process in areas where circulation has become diminished or blocked. This enables oxygen to reach damaged tissue quicker and allows the body to heal.

The project team assigned to the manufacture of the HBO treatment chamber has scheduled the handover of the equipment to the customer for the third quarter of 2018. In addition, IHC Hytech’s specialists will install the system, as well as commission and train the staff associated with its operation.

“This order reinforces IHC Hytech’s position as a renowned supplier of hyperbaric oxygen therapy chambers,” says Managing Director Johan de Bie. “We have established a long-standing reputation for our extensive knowledge in this sector. This enables us to provide products that are not only compliant with the latest industry regulations and certification, but also meet some of the highest quality standards in the market.”

The IHC-renovated HUTA 14 is already back in commission, working on Saudi Arabia’s newest mega port. The self-propelled cutter suction dredger – owned by Huta Marine – underwent a substantial overhaul that will enable its operator to realise new commercial opportunities across the Middle East. The two-year renovation project involved replacing the vessel’s three large diesel

engines and the integration of an electrical installation for the underwater pump engine and drive. This was collectively achieved by teams at Dubai-based IHC Middle East and the Asset Upgrade Services department located in The Netherlands.

“The challenging nature of this refurbishment required a strong collaborative approach,” says Operations Director Middle East Sofie

Bernaert. “The partnership between our internal teams, Huta Marine and equipment suppliers, has been vital to the successful reinvention of HUTA 14.”

The completed vessel’s commissioning was managed by IHC Services, which was also responsible for the engineering elements of the rebuild, procurement of the required hardware and supervision of its installation.

HUTA 14 joins IHC-built HUTA 12 and HUTA 9 on the eastern coast of Saudi Arabia to support the expansion of the port basin at Ras Al-Khair. The 35 million cubic metres of dredging and reclamation works will position it as the country’s newest mega port by providing wider access to the waterfront for a range of maritime activities.

“By re-innovating identified assets, as illustrated by IHC’s transformation of HUTA 14, we can broaden our capabilities, and capture a wider range of dredging and marine construction works in the Middle East,” says Huta Marine’s Dredging Director Tag Saleh. “It ensures that we are on the right track to achieve our ambitious growth and business development goals.”

IHC has recently completed two significant business acquisitions. The takeovers of the Dutch-based companies – KCI The Engineers BV (KCI) and Maritime Design & Engineering Services (MD&ES) – represent important milestones in the expansion of IHC’s products and services.

All of the outstanding share capital of KCI, owned by Norwegian offshore service provider Oceanteam, will transfer to IHC. The

engineering and consultancy firm will continue to operate as an independent company and brand, servicing existing external customers while also fulfilling IHC projects.

Oceanteam will continue to have access to KCI’s engineering capabilities granted through a long-term service level agreement with IHC. This will enable Oceanteam to access all of the necessary engineering support to grow its shipping and solutions business divisions.

“The acquisition of KCI fits within our overall strategy to position ourselves as a leading provider of knowledge and technology-based services and products,” says Group Executive Director Diederik van Rijn. “KCI has an impressive track record in providing engineering solutions that will complement our other centres of expertise within the group.”

MD&ES will strengthen IHC’s capabilities in advanced engineering, including feasibility studies and design concepts. The company’s existing employees will integrate into IHC’s Engineering department, with General Manager Wim van de Voorde moving into the role of Director Engineering Shipbuilding.

“Through acquiring MD&ES, IHC has reinforced its existing engineering organisation,” says Executive Director Shipbuilding Arjan Klijnsoon. “The addition of its highly skilled engineers will undoubtedly contribute to the successful execution of our strong shipbuilding order book.”


IHC HYTECH DIVESINTO NEW DEAL

HUTA14REBUILDHELPSTOPROGRESS MEGA PORT

ENGINEERING ACQUISITIONS SUPPORTFUTUREGROWTH

IHCJOINSFORCESTO STRENGTHEN

SERVICES

KCI

ROGFACILITY–ROTTERDAM

MD&ES

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SPRING 2018 | E10

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spring 2018 | e10 - royal ihc · 2018-11-12 · contents 24 12 38 welcome dear reader, this issue...

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