Australian Ports News Vol4 No12

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Australian Ports News

Correction: In the article “Kestrel takes off at Port Kembla” published in the November/December edition of Australian Ports News, we incorrectly stated that Sydney Ports Corporation took delivery of the pilot boat Kestrel. We would like to inform our readers that it is in fact Port Authority of New South Wales – Port Kembla and not Sydney Ports Corporation whom have taken delivery of this vessel.

Entitled Corrosion & Prevention 2015, the conference will feature a program of keynote speakers and presentations under a range of industry streams and is expected to attract approximately 450 - 550 delegates.

In 2015 the ACA invites you to the vibrant city of Adelaide, which internationally regarded as a wine and food mecca, add in a temperate Mediterranean climate and Adelaide is the ideal place for mixing business with pleasure. Major Sponsor

With thanks to Corrosion & Prevention 2015’s Major Sponsor – Jotun AustraliaTechnical Streams

Corrosion and Prevention 2015 invites technical papers on all subjects related to corrosion. The conference will bring together leading researchers and industry practitioners who combat corrosion on a daily basis. Diverse technical streams will showcase the latest developments in corrosion, ranging from fundamental corrosion science to hands-on application. Submissions may include research papers, posters, review papers and case studies related to the industry sectors and technical streams listed below:• Advances in Sensing & Monitoring• Asset & Integrity Management• Cathodic/Anodic Protection• Concrete Corrosion & Repair

• Corrosion Mechanisms, Modelling and Prediction

• Materials Selection & Design• Marine Corrosion• Mining• Non-Destructive Evaluation (NDE)• Novel Materials and Their

Application• Oil & Gas• Power & Energy• Protective Coatings• Water & WastewaterIndustry Sectors

This conference will have material of value to: Consultants, Asset Owners, Contractors, Suppliers and Academics within the following industries• Buildings & Construction• Consulting Engineering and

Technical Services• Cultural & Historical Materials

Preservation• Defence, Aviation, Maritime• Education & Research• Marine Transport & Infrastructure• Mining & Resources

Registrations open 1 May.For more information go to:http://www.acaconference.com.au/

The Australasian Corrosion Association Incorporated (ACA) is a not-for-profi t, industry association, established in 1955 to service the needs of Australian and New Zealand companies, organisations and individuals involved in the fi ght against corrosion. The vision of the ACA is to reduce the cost of corrosion.

Adelaide Convention CentreNorth Terrace, Adelaide

CORROSION and Prevention is the annual conference and exhibition of the Australasian Corrosion Association, it’s a 4

day gathering of world experts on corrosion mitigation. This will be a premium networking event as well as a source for the latest information concerning corrosion mitigation.

On BoardOn BoardCorrosion Control FeatureDuoGuard’s Dual Action Stops Corrosion in its Tracks 3

Ports News 4

Hydrographic Survey FeatureDredging, a vital process for social andeconomic success 5

Navigational Aids Feature 6-8

Marine Cargo Dust Extraction FeatureDSH Systems moves into the big time withvery high-capacity units 9

Corrosion Control Feature (Cont.) 10-11The CCE Advantage and Gladstone’sLNG Solution

Ship Loading-Unloading Equipment FeatureThe Tortoise and the HareNew Cranes to Boost Effi ciency at FlindersAdelaide Container TerminalPace Cranes and Senneborgen Make aPerfect Fit 12-15

Bulk Cargo Loading/Unloading FeatureKalmar Australia Epands its Australian NetworkIsoloader Straddle Carriers and RTGs - Affordableengineered container and loading handlingsolutionsPace Macrae Engineering Thrives on theStrength of a Relationship 16-17

Ports NewsPort of Darwin wins Port of the YearPort of Townsville and Caltex Farewell theIconic Ampol Fuel Terminal 18

Ports News 19

Ports News 20

THE DuoGuard range of embedded anodes belong in the real world

where the constant war against concrete corrosion in a marine environment ideally requires a set and forget solution. DuoGuard is exactly that kind of no-nonsense hybrid anode response.

It’s cost effective, easy to install and will extend the life of an asset beyond 35 years or more. To put it simply, once installed DuoGuard will arrest corrosion of steel reinforcement within 7 days and then provide a lifetime of protection against corrosion due to chloride salts and carbonation and more than likely, without the need to ever revisit the installation site.

So it’s little wonder that in the fi ght for corrosion control DuoGuard is used extensively, not just in Australia but throughout the world, having clearly established its sustainable benefi ts and proven itself to be a winner.

DuoGuard’s innovative dual technology is clever. As a hybrid treatment it uses a sacrifi cial anode as both an impressed current and galvanic anode. Initially, a constant voltage power supply is used to drive a high current from the installed anode to re-passivate the corroding steel. This is typically applied for about 7 days before the same anode is then connected directly to the steel to provide maintenance free cathodic protection by means of a galvanic current.

DuoGuard Australia Pty Ltd is the sole supplier in Australia, New Zealand and the South Pacifi c for the DuoGuard range and other corrosion control products including the PatchGuard™ galvanic anode corrosion control system. This is used to protect existing reinforcing steel where there’s a risk of corrosion adjacent to patch repairs.

However, Business Manager David Hadley’s enthusiasm for DuoGuard is perfectly understandable as he says.

“In the fi ght against corrosion you need the right weapons and when you have a proven performer in your arsenal it makes the job so much easier for our clients.

“Most good ideas begin with a simple concept and as far as the marine environment goes DuoGuard is an innovative hybrid anode product which has been developed to provide a cost effective, low maintenance response to arrest corrosion in steel reinforced concrete structures.

“Not only does it perform that task but the self-sustaining benefi ts of the DuoGuard hybrid system provide that ideal long term solution. Once installed there’s no need for a permanent power supply and so DuoGuard offers all the advantages of a galvanic anode system, requiring little or no maintenance. It is the perfect concrete protection solution.”

DuoGuard’s popularity is obvious with the system used extensively in many ports and marine facilities throughout Australia.

The DuoGuard Hybrid Anode SystemIs an Innovative and powerful cathodic protection system applied to the whole structure or targeted areas. It is a cost effective Hybrid Treatment which uses the same embedded anode in both Impressed Current and Galvanic Current role to stop ongoing corrosion within a structure.For a short period (typically one week) a high current density is applied using a fixed voltage power supply. This has the effect of halting corrosion by rendering the environment at the steel surface less aggressive through the generation of hydroxide locally.

Following the impressed current phase, the anode is connected to the steel galvanically in order to maintain the steel in a passive condition for the remaining life of the structure. In this phase no power supply or control equipment is

required, thus offering our clients substantial cost

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savings both on installation and ongoing whole of life running costs.Also enquire about our “PatchGuard Range” for combatting the incipient anode effect in host concrete.

DuoGuard’s Dual Action Stops Corrosion in its Tracks

Above: DuoGuard AnodesAbove: DuoGuard Installation

Above: DuoGuard Package

You’ll fi nd DuoGuard protecting concrete assets at the Dampier Rio Tinto Salt Dolphins in Western Australia and at Hay Point Kentledge Beams in Northern Queensland where it continues to extend the life of wharf structures.

The DuoGuard Hybrid Anode™ system was installed as part of the rehabilitation of an old 216 metre long, concrete wharf at the former HMAS Platypus submarine base in Sydney Harbour.

In Victoria, DuoGuard is preserving the life of concrete assets at Cribb Point, Long Island Point and Webb Dock. The historic Cape Don Light House on the Cobourg Peninsula, Northern Territory is another DuoGuard success story.

There are many marine facilities and resource sector applications that employ the DuoGuard Hybrid Anode™ system and just some of the major benefi ts are:• Installation is fast so there’s minimum

disruption if any, to normal shipping schedules.

• It’s extremely cost effective with corrosion control achieved within a short time frame.

• The hybrid treatment can be targeted to isolated or specifi c areas and so reduces costs and once connected to the steel reinforcement there’s no follow-up maintenance required.

• Performance can be easily monitored to ensure continuous protection.

If you would like to know more about the DuoGuard Hybrid Anode™ system you can visit the website; www.duoguard.com.au or contact David Hadley on:

0419 632 241

Australian Ports News - Page 3

The award, presented by EPSA CEO Phil Canning to Hart Marine Managing Director Mal Hart is in recognition of the innovative installation of twin C18 700hp Caterpillar diesel motors in what is the latest of Hart Marines growing list of completed pilot boats.

The vessel which has recently been delivered to Port Kembla for its new owner and operator, the Port Authority of New South Wales, is designed and built to operate in the most extreme conditions whilst maintaining maximum levels of usability and safety.

The attention to detail shown in the Kestrel’s engine room is evident in the emphasis placed on safety and optimal engine performance. Each of the engines is rated for 533 kw delivering power to two Mikado 750mm propellers through remote mount MGX5135A gear boxes. This gives the Kestrel a top speed of 28.5 knots and ample power to enable a safe and speedy exchange of personnel between the boat and large vessels.

Below deck, the engine room offers ample workspace for engine service and maintenance

whilst stainless steel safety rails have been placed around both engines to ensure maximum safety.

Not only did these design features play an integral part in Hart Marine attaining the award but it’s also evidence of the very high standards for which they have become so well known throughout Australia.

In accepting the award, Mr Hart acknowledged the contribution of Hart Marine’s highly skilled and dedicated team of boat builders who not only continuously exceed their high levels of workmanship but also played a pivotal role in Hart Marine recently achieving its prestigious ISO 9001 accreditation.

With more than 30 years’ experience building high performance vessels using composite materials Hart Marine now produces some of the fi nest pilot boats available to a growing contingent of clients including Port Philip Sea Pilots, Geraldton Port Authority, Rio Tinto and Esperance Port Authority.

EPSA is the exclusive supplier of Cat® engines and power solutions in Australia, Papua New Guinea and the Solomon Islands.

Hart Marine receives Excellence Award from

Energy Power Systems Australia

ON the 22nd of December 2014, Energy Power Systems Australia (EPSA) presented Mornington based Pilot Boat builder, Hart Marine with an Excellence

Award for the installation of two Cat® C18 diesel engines in Hart Marine’s latest state-of-the-art ORC pilot boat ‘Kestrel’.

GLADSTONE Ports Corporation (GPC) commenced construction

associated with the Marina Boardwalk Redevelopment works recently.

The fi rst stage of the redevelopment will involve the reconstruction of the fi rst 80 metres of boardwalk between the service jetty and A and B Row pontoons.

The area will be fenced off from public access for the duration of construction works, which is expected to be a period of fi ve to six months.

Marina Boardwalk reconstruction commences

QUEENSLAND-based civil construction and dredging

company Hall Contracting has commended the state government on its recent decision to dispose of dredge spoil from the Abbot Point Coal Terminal at the T2 industrial site just weeks after coming into power.

Hall Contracting Managing Director Cameron Hall said environmental concerns surrounding the Abbot Point Coal Terminal had been a hot issue for some time and he was pleased to see Labor taking swift action to move the project forward with the environment as a priority.

“Having the spoil disposed of on industrial land as opposed to the Great Barrier Reef World Heritage Area is a great outcome for the project and strikes the right balance between furthering development in the area and preserving the environment,” Mr Hall said.

“This proposal provides the most sustainable approach we’ve seen to expanding the port and I hope to see the approval process commence as soon as possible.”

While the new disposal plans will minimise construction impacts on wetland ecosystems, they will also infl uence the dredging operations taking place on site.

Mr Hall said the proposed size and shape of the dredge ponds would necessitate a different approach to that required under the former LNP government’s plans.

Abbot Point agreement given industry thumbs up

Above: Peter, Cameron and Brian Hall

“It appears the new dredge pond arrangement covers a smaller area and has a more constrained shape than those previously proposed so a considered approach will need to be taken to ensure the dredge spoil can be processed effi ciently and tail water is constantly monitored for quality assurance,” Mr Hall said.

“It is important that consultation occurs with the Queensland construction industry at all stages of the approvals process to ensure the environmental objectives laid out can be not only achieved but carried out at the highest standard.”

Mr Hall said it was encouraging to see the government focusing on the sustainability of the region and its delicate ecosystems and he looked forward to seeing the project progress.

“The Abbot Point development will play an integral role in Queensland’s future economic prosperity however we all acknowledge the importance of its proximity to one of Australia’s most valuable environmental assets, so it’s great to see both the fi scal and environmental needs of the state being accommodated.”

Hall Contracting has been in operation for more than 65 years and has undertaken dredging projects all over Australia, South East Asia and the Pacifi c Islands. Its fl eet of 10 cutter suction dredges makes the company Australia’s largest dredging contractor, with offi ces on the Sunshine Coast as well as in Brisbane, Fiji and Malaysia.

For more information regarding Hall Contracting, please visit www.hallcontracting.com.au or call (07) 5445 5977.

PILBARA Ports Authority (PPA) has achieved a record departure of

cargo and vessels on a single tide from the Port of Port Hedland.

Eight cape-size bulk carriers sailed out with a record tonnage of 1,511,977 tonnes within a tidal window of 4.75 hours on Saturday, 28 February 2015.

This beats the previous record set last June by more than 240,000 tonnes on seven cape-size vessels.

One of the world’s largest cruise ships, the Celebrity Solstice, also departed the port within the same tidal window.

Record Shipment and Vessels Depart on a

Single Tide


PRECISION Hydrographic Services (PHS) has established itself as a leading

hydrographic survey services company, dedicated to providing the highest quality hydrographic services worldwide.

When we think of ‘infrastructure’ we generally think of structures such as roads, buildings, bridges, tunnels and so forth. Ports may be considered within this infrastructure, but it is likely many only consider the structures above sea level. However, there is considerable infrastructure below the water’s surface that must be managed and maintained in order to support our trading economy.

Australia has always been a maritime-trade dependent country and will be for the imaginable future. Therefore, our ports and their associated infrastructure are of signifi cant economic and social importance. In order to maximise the use and productivity of our ports it is essential that we have a clear and concise understanding of factors that affect the available depth not only for maximising draft but also for the safety of vessels, personnel and the environment.

Port expansions have been proposed to meet the increasing needs of the mining and resource sectors. This involves signifi cant dredging operations to

create new shipping channels and berth areas to facilitate the transfer of commodities, and to ensure projected increases in the magnitude of shipping activities. Similarly, the regular maintenance dredging requirements of ports, both now and in the future, are an important factor in the consideration of improved management of these waterways.

Without dredging, channels would silt up and commercial ships could not carry full loads. The cost of importing and exporting goods would increase and eventually the additional costs would be borne by the community. If shipping channels are not deep enough, other risks increase such as those relating to ship safety and environment incidents such as groundings and oil spills.

Accurate and reliable pre, progress and post dredge hydrographic surveys are important processes of a dredging campaign. These enable a strategic and targeted dredging operation that considers the requirement of navigational safety and Dynamic Under Keel Clearance (DUKC™). As all hydrographic survey data has some degree of uncertainty, it is important to ensure that charted depths are accurate, and that the charted depth tolerance is proportionate with the allowance made for under keel clearance at the port.

A pre dredge survey conducted well in advance of planned dredging operations will enable a concise plan to be formulated based on which areas require dredging. This process will ensure that previously dredged channels, berths or construction works are maintained at their designated dimensions and design.

During dredging, progress surveys are conducted to verify dredging results and to measure the performance and effi ciency of dredging equipment. Data analysis needs to be rapidly turned around in order to quickly identify areas that require further attention, such as dredged areas which are still above design depth. Timely analysis is a huge factor in utilising the dredges time and allows for greater productivity.

A high accuracy post dredge survey is carried out to declare depths and determine the maximum allowable draft for ships using the channel. This survey must be accurate and offer a guarantee of safe conditions through the detection of small objects which may pose risks to safe navigation and reduce navigable depths.

The execution of a complete surveying operation, from its inception to the fi nal submission of the results, is a continuous process, all of which must be methodically and meticulously carried out if full value is to be gained from it, both for the client and the contractor to avoid unnecessary risks and cost. The most accurate and carefully gathered data will

Dredging, a vital process for social and economic success

��2/634 South RoadGlandore SA 5037

PostalPO Box 1213Blackwood SA 5051

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+61 (8) 8351 1203www.precisionhydrographic.com.auinfo@precisionhydrographic.com.au

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Above: Stages of Dredging

Above: High resolution survey showing dredge marks

be wasted if not processed carefully, collated and presented in a clear and understandable manner.

Neil Hewitt, Managing Director of PHS states, “Hydrographic surveying accuracies are dependent on many factors including the quality of the sounding installation, the quality of the people operating the equipment and their ability to adjust to varying conditions.”

Investment in extensive survey data collection may appear to be costly, but in the long term quality surveys are worthwhile, as margins of error decrease which will directly lower overall costs.

PHS has extensive experience in conducting surveys in support of dredging campaigns. Their name is testament to their precise data collection and analysis. They have experience planning pre, progress and post dredge survey operations, working with their clients to benefi t from a strategically targeted dredging campaign ultimately saving costs and improving productivity.

If you are involved in the planning phase of a coastal or marine infrastructure project, speak with Neil and his team of experienced and certifi ed hydrographic surveyors. Call 08 8351 1203, email [email protected] or get in touch via their website:

www.precisionhydrographic.com.au. Neil will be presenting at Locate15 (10-12 March, Brisbane) the premier AU & NZ spatial industry event.


A new ship routeing system will come into effect on 1 June, 2015 at Papua

New Guinea’s Jomard Entrance.The International Maritime Organization’s

(IMO) Maritime Safety Committee adopted the ship routeing system recently. This was the fi nal approval required for a joint proposal made by Papua New Guinea’s National Maritime Safety Authority (NMSA) and the Australian Maritime Safety Authority (AMSA) to IMO earlier this year.

Two-way shipping routes to be introduced at Jomard Entrance, Papua New Guinea

When you have that kind of expertise at work in a variety of international marine environments it’s more than likely that most marine scenarios have been encountered and as a result, a wealth of experience has been accumulated. It’s that proven ability to overcome any challenge with the right marine solutions that enhances the array of in-house skills provided by the Australian Fendercare team.

Established in 1988, Fendercare Marine was already well on its way to becoming one of the world’s foremost suppliers of marine products and services when in 2005, the company increased its profi le and operational strength by becoming part of James Fisher and Sons. It was a smart move, a marriage that united Fendercare, already a proven performer with a leading provider of marine services and one with extensive experience in the marine and offshore industries worldwide.

The array of onshore and offshore marine services provided by Fendercare is comprehensive and it’s not simply a supplier of marine products. The company features a fully qualifi ed and highly experienced team of design personnel and engineers to compliment the range of world’s best practice products that Fendercare provide for the Australian market.

Primarily, Fendercare Marine’s focus is on the development and delivery of packaged solutions for the commercial marine, naval, offshore oil and gas and renewable energy industries.

It is in the provision of those responses that reveals the operational strength of a company geared to deliver the appropriate cost effective

solution from a design concept to delivery. Fendercare operates as a team player alongside its client and its contribution serves to maximise the client’s existing assets and in turn improve that company’s competitiveness. This includes a design and development process that can also incorporate strategic measures to ensure the client’s long term business success.

In tandem with that project application is the company’s extensive product range which includes navigation aids and lights, mooring buoys, monitoring equipment, anchors, chains, Van Beest shackles, Smit brackets, rope and deck equipment, as well as Yokohama fenders which can be hired. The company also provides wet blasting cleaning equipment through its subsidiary, Blastgreen.

Fendercare Marine’s range of service includes; rope slicing both in-house and offshore and it has its own lifting, rigging and testing division.

From its Henderson base in Western Australia, Fendercare Marine is also NATA accredited to conduct magnetic particle testing, mechanical testing, and electromagnetic examination of materials, as well as testing of lifting gear, tensioning and staying systems and force measurements and weighing. Wire rope plays a major role in the Lifting & Testing operations at the company’s Henderson base with 2000, 600 and 300 tonne swaging presses for ropes up to 90mm in diameter.

For more information about Fendercare Marine Australia visit;

www.fendercare.com.au or contact the company on (08) 9412 9999.

Fendercare Delivers the Complete Marine PackageTO say that Fendercare Marine Australia, a leading supplier of marine products

and services, is a formidable operation is an understatement. Based in Western Australia, Fendercare is a highly resourceful company with regional hubs in the UK, the United Arab Emirates (UAE), Singapore, Brazil, India, West Africa and China plus; an extensive worldwide connection with all the inherent resources and knowledge available through 40 operational bases around the globe.

AMSA joined Papua New Guinea in submitting the proposal, as the majority of shipping traffi c through this entrance is from or bound for ports on Australia’s east coast. Based on the latest available data, an average of 27 large commercial ships pass through Jomard Entrance each day.

Four two-way routes and a precautionary area will be established at Jomard Entrance, which lies in the Milne Bay Province of Papua New Guinea. One of these routes extends

approximately 20 nautical miles to the north of Jomard Entrance, while the other three routes align with general traffi c patterns to and from eastern Australian ports, and extend approximately 3.5 nautical miles south of the entrance.

AMSA Chief Executive Offi cer Mick Kinley said the new two-way routes through Jomard Entrance would enhance navigational safety and protect the environmentally sensitive waters of this region.

“A risk assessment found that introducing two way routes would reduce the risk of collisions at Jomard Entrance,” Mr Kinley said.

“These new two-way routes will separate north and south bound traffi c and ensure ships keep well clear of reefs in the area, making navigation there safer and easier.”

“The establishment of such a measure will safeguard Australia’s strategic and economic interests and cater to the forecast growth in traffi c through this area in coming years, which will be largely driven by the mining sector,” he said.

Paper and electronic navigational charts refl ecting the changes will be made available in coming months from the Australian Hydrographic Service.


FOR over 30 years, Trelleborg’s marine operation has been a world leader in

developing new and innovative systems for marine environments. We continue to build on our reputation for tailored solutions by consistently fi nding new ways to meet exacting project requirements.

As Trelleborg Marine Systems grows and moves forward as a pioneer in berthing and mooring technology, we have engineered and developed a wide variety of world class marine products.

Using our proven technical experience in polymer engineering, we provide a comprehensive range of surface buoyancy solutions, including mooring and navigation buoys, booms and modular buoys. All projects are assigned to dedicated project managers, ensuring that the right solution for your project is reached, on time and on budget.

Using the latest polyethylene technology from Trelleborg Marine Systems, we present a new range that is modular in design, robust, impact resistant, colour-fast and provides excellent resistance to the effects of UV degradation.

BuoysTrelleborg Marine Systems offers buoys

ranging from 1.25 to 3.6 meters in diameter. This standard polyethylene range is augmented by bespoke products engineered to meet your exact specifi cations or specialist needs.

The fl at base design of all products in the range ensures buoys stay upright in low-tide situations and are easily stored on the vessel deck prior to installation where their steel core ensures absolute stability and product integrity in rough seas.

Trellebog’s buoys are built to last in extreme conditions. Even if the skin is punctured, the closed cell foam fi lled polyethylene hull sections negate water absorption and keep the product fully operational. This makes the range especially good for housing and protecting technical equipment, such as monitoring systems.

The range has been designed for ease of installation and transportation, as products can be shipped in sections and assembled or dissembled quickly on-site. The design of our rotationally moulded polyethylene buoys gives customers the best of both worlds. They are lighter than steel, provide excellent performance and longevity, and cost less than their steel counterparts.

Utilising Trelleborg’s innovative technology, we design and supply navigation buoys, marker buoys, modular anchor pendant buoys, general surface support buoys, cable marker buoys and mooring buoys. Our full range includes options for polyethylene, foam and steel construction buoys.

Floating Foam FendersSupplied globally, Trelleborg fl oating foam

fenders represent an unsinkable equivalent to pneumatic fenders. Their skin is reinforced with a polyurethane elastomer skin, are resistant to abrasion, ultra-violet degradation and temperature fl uctuations.

If the skin of the fender is damaged, the effect on performance is negligible. The closed cell foam interior will not absorb water; therefore the fender will not sink. The extensive range of standard sizes offered is supplemented by Trelleborg’s design service, to ensure solutions that adhere to even the most demanding customer requirements.

Small Boat FenderingMore recently the ‘Small Boat’ fendering

system has been supplied to replace extruded rubber fenders. A major problem in the use of extruded rubber fendering is the resultant heavy topside weight. This problem is compounded when, in a capsize situation, the hollow section

fi lls with water. To overcome this issue, Trelleborg extended its fendering range to replace the extruded sections, creating a lightweight, permanently buoyant alternative which will not absorb water.

Hose FloatsThe Fourth Edition of the Oil Companies

International Marine Forum (OCIMF 1991) specifi ed the required internal geometry of submarine hose fl oats. Therefore, for the fi rst time fl oats are fully interchangeable, as all hoses constructed to the OCIMF 1991 specifi cation must use standard size collars.

Trelleborg manufactures a range of submarine hose fl oats to comply with this specifi cation. The design incorporates years of experience and has been developed in conjunction with the world’s leading hose manufacturers and system operators.

The OCIMF fl oat is a signifi cantly improved product, offering optimum durability and fl exibility. The fl oats are manufactured using

the most advanced production methods and the highest quality materials. Manufactured from the inside out, the solid foam core is produced then encapsulated in a tough resilient outer polyurethane shell to offer a signifi cantly superior product.Booms

Trelleborg’s boom fl oats have performed in a wide variety of applications; for containment of oil, to create exclusion zones at sea, in lakes and rivers, to control fl oating debris and to highlight areas of danger in marine environments.

Safety booms are a robust, proven method for protecting water intakes, pumping stations, level control sluices and weirs from accidental boat incursions. They also help prevent boats, fl oating debris, and most importantly, people being carried over weirs or dragged into sluices if they lose power. Securing areas of harbours or basins where traffi c is not permitted, they protect swing bridge parapets from drifting vessels. Highly visible, they can be designed for specifi c load

carrying capacities and will perform over a long and arduous service life.

Whatever your project, Trelleborg’s in-house design, manufacturing, installation and aftersales expertise ensures performance is maximised and maintenance is minimised.

Connect with the Performance People at Trelleborg, and expect your expectations to be met and exceeded by truly end-to-end service.

Welcome to Trelleborg’s Marine Products

TRELLEBORG MARINE SYSTEMS

Trelleborg Marine Systems’ state-of-the-art navigation buoys have expert polymer

engineering built in. Offering lighter and lower maintenance than traditional steel

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buoys allow for easy storage, transport and installation, providing the very best in

marine navigation aid. To discover our full range of marine products, get in touch

with the Performance People today. www.trelleborg.com/marine

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SEALITE has introduced a new 5 degree LED Sectored Port Entry

Light, which provides an overall 5 degree beam width and over 500,000cd at 30watts.

The PEL has a night-time visible range of over 23NM and day-time visible range of over 5NM, and is designed specifi cally to suit high-precision sector applications with a typical measured changeover between colour sectors of one minute of arc.

The LEDs can be confi gured for automatic night time dimming to eliminate the requirement for moving fi lters, and can also be individually fl ashed to reduce the need to employ moving oscillating boundaries.

Sealite’s engineering team are extremely proud of the product which has been developed.

“This is a 5° PEL with one arc minute between sectors. When we designed this PEL we included a Vernier adjustment feature to enable precision adjustment by installation personnel

on site. We chose carbon composite tube for the main body for it’s strength, durability and thermal stability to maintain beam integrity and overall accuracy” commented Sealite Senior Design Engineer, Mr. Geoff Rankin.

“We were able to maintain the low 30 watt power consumption through a series of complex internal optics to suit both 5 and 10 degree designs. Customers using battery backup also benefi t from the considerable autonomy in the event of mains power failure” commented Sealite Systems Engineer, Ms. Dana Tomaszewicz.

Sealite’s port entry lights are also ready for immediate interfacing with AIS Type 1 or Type 3 systems, as well as GSM facilities for remote monitoring and control, and have alarm relay contacts for remote monitoring to alert to fault conditions. An external light sensor may also be connected for installation fl exibility.

Programming is achieved via Sealite’s convenient PC confi guration tool. The user simply connects their PC to the lantern via a built in weather-proof port eliminating the need to open the unit. Up to 32 sector intensity settings and over 256 standard and custom fl ash codes may be selected, in addition to advanced features such as multiple day/night intensity settings and switching between internal and external photo-cells.

Sealite’s new PEL was launched at the IALA Conference in Spain in late May as part of a broader release of latest Sealite products which included 6-19NM long range lanterns, AIS technology, and an AtoN asset management mobile application.

For more information visit www.sealite.com.

Sealite Introduces 500,000cd LED Port Entry Light

Above: Precision alignment on-site achieved with Sealite’s Vernier adjustment feature

Above: Sealite 5 degree Port Entry Light

Above: Anti-refl ection coated achromatic lens to give maximum resistance to weather


Below: Two dust hoppers wrapped and

ready for delivery

Large Ship Loading Unit supplied to the European marketplace

DSH Systems moves intothe big time with veryhigh-capacity unitsAFTER MANY YEARS successfully

supplying industry-leading dust control systems, DSH Systems Ltd has added to its mainstay markets of truck, train and storage shed loading, by moving into very high capacity shiploading units.

With its global reputation being built around the 200 to 500tph (tonnes per hour) range and having globally supplied hundreds of these units into a variety of industries loading numerous types of products, DSH Systems Ltd was asked to supply a much larger unit for the sugar industry in South America.

Designing upward from its existing range of models, the company manufactured and installed a DSH7 unit capable of loading sugar at 1,500tph. Based on the overwhelming operational results and dust reduction achieved compared to conventional loading

spouts, the same end user has now ordered a DSH8 and DSH9 unit. This takes the loading capacity up to an impressive 2,500tph and 3,000tph respectively.

These units follow on from equipment supplied into the European market for barge loading. DSH Dust suppression hoppers are already loading on a daily basis products as diverse as fertilizer, soda and palm kernel extract. The DSH units have been installed to a variety of existing shiploading units ranging from smaller mobile belt loading systems, up to major systems with long drops via telescopic spout units.

The company has not forgotten it roots and still supplies a growing number of units into the small to mid-range capacity market, but the addition of these latest high capacity systems adds another weapon to its already strong stock of dust reduction solutions.

ENQUIRIES

DSH SYSTEMS LTDE: [email protected]

T: +64 9 828 8012W: www.dshsystems.com

DSH SYSTEMS

We care about your air!At the loading point, the DSH System concentrates the discharge of dry goods as a solid column through free air into any target repository including barges, ships, trucks, rail wagons, storage containers, bags or stockpiles.

The standard DSH Dust Suppression System uses no utilities and has no internal moving parts. PFC (computer controlled) model available.

Winner (joint) of the Inaugural Innovative Technology Award at BulkEx 2006.

Winner of the Dust Control Technology “Application or Practice” at BulkEx 2007.

The DSH System gives you:• Cleaner,saferworking

environments• Dustexplosionriskmitigation• Reducedmaintenance,cleaning

and dust handling• Faster,continuous,cleaner

loading of trucks and rail wagons

• Enablesoperationincloserproximity to urban areas

• Reducedproductshrinkage.• Reducedenvironmentalagency

concerns

Clients include companies handling fertilizers, grains, stock-foods, salt, sugar, sand, etc in Australasia, USA, Canada, South Africa, South America, and France.

> BEFORE

No DustSolve the world-wide industrial material handling problem – dust fallout while transferring dry, granular goods.

> AFTER

Rumo Ship Loader providing a dust free pour Rumo Ship Loader in action


To ensure that LNG could be processed, stored and safely transported onto specialised ships for export, 3 different energy companies; Queensland Curtis LNG, Gladstone LNG and Australia Pacifi c LNG embarked on three vital construction projects.

Of course prior to that journey much work had to be done and it was a challenge for everyone involved. Gladstone Harbour would need to be dredged, pipelines laid as well as the construction of processing plants and other associated infrastructure in Gladstone and on Curtis Island for each of the three energy companies.

Corrosion Control Engineering’s contribution was signifi cant and the company was appointed to each of the marine projects including the jetties that were constructed to export the LNG onto the specialised ships. The company’s role included designing the sacrifi cial anode cathodic protection systems for all the steel piling associated with the marine structures; to supply all materials and to undertake the installation and commissioning of the cathodic protection systems.

CCE were similarly involved with the pipelines supplying gas to the process facilities and the gathering systems for each of the energy companies.

CCE Queensland’s Engineering Manager, David Pettigrew headed the company’s engineering team who undertook the individual design and specifi cation for each of the marine structures. These cathodic protection designs were based on the piling design provided by the wharf contractors. This piling data enabled the calculations for DC protection current requirements over the design life of the project and consequently enabled the design of the anode systems to achieve the desired outcome.

As a ‘Quality Assured’ company, CCE developed the necessary material and installation procedures and checklists to fulfi l

the quality assurance requirements for each of the projects. These included dive project plans, marine execution plans, vessel and equipment certifi cations, underwater welding procedures, qualifi cations and photography.

The CCE engineered design advantage meant that corrosion control could be incorporated at the design stage prior to construction and then installed during the construction process. This important design step has ensured that the life of the various assets will meet the design service life of each of the marine structures.

Furthermore, CCE had the opportunity to design and incorporate the various corrosion control systems so that they could be easily accessed for monitoring and maintenance. It’s an ideal approach when dealing with new marine infrastructure and one that will further optimise the life of each asset well into the future.

The initial corrosion protection works undertaken by CCE were for the GLNG Project and related to a facility built adjacent to the RG Tanna Coal Terminal for barge loading as well as a berth for Roll on Roll off (RORO) of vehicle loads. In addition CCE designed the corrosion control systems for a ferry terminal which was built at Port Central for the transport of personnel to and from Curtis Island.

AS we all know, in any marine environment the threat of corrosion

is always on the horizon. Whether the infrastructure is immersed steel piling or a steel reinforced concrete wharf, its integrity will be degraded by corrosion mechanisms. As a consequence, the life of the asset will be reduced unless preventative measures are applied to resist the corrosive attack of air and seawater. This is where Corrosion Control Engineering (CCE) holds a distinct advantage and it was the company’s design and installation skills that were used to great effect in the recent creation and expansion of LNG facilities at Gladstone and Curtis Island.

The CCE Advantage and Gladstone’s LNG Solution


On completion of the initial works for Golding Contractors, successive contracts were undertaken for the John Holland Group which included; a ferry terminal, material offl oading facility, barge ramp, export jetty and RORO facilities for Gladstone LNG; the export jetty for Queensland Curtis LNG and the export jetty for Australia Pacifi c LNG.

CCE’s cathodic protection design was based on the use of sacrifi cial aluminium anodes, specifi cally alloy type A6, which has a proven response suitable for the marine environment and in this case, the silt sediments in Gladstone Harbour. The design of the anode system took the form of a solid steel bar insert in the ‘cow horn’ confi guration and featured pre-attached doubler plates and a certifi ed eyelet for lifting purposes. These features were incorporated to make it easier for divers to weld the anode system to the piling and to position the anode correctly.

Approximately 100 tonnes of aluminium anodes were installed across all of the projects and each 3 metre long anode weighed nearly 300 kilograms. Despite the various safety protocols observed it was still a big challenge for all the divers involved. The Gladstone region is subject to heavy rain and high winds at various times and this can greatly impair underwater visibility, so on those occasions work was temporarily halted.

Installation works at the GLNG Material Offl oading Facilities (MOF) had to be planned around shipping movements and due to the extent of pile driving some of the diving works had to be scheduled for the evening between 6pm and 6am to avoid the very real issue of noise underwater.

CCE site supervisor, Dissie Kruger, confi rmed whenever working underwater a high level of professionalism and care is always required and to his and the diving crew’s credit the multi project installation was successfully achieved without incident.

CCE’s Queensland Manager and Principal Engineer, Jim Steele highlighted the team spirit experienced throughout the various projects.

“We have always enjoyed our relationship with Gladstone Ports Corporation having been involved in a number of previous projects and these projects were particularly rewarding due to a high level of communication and cooperation between all the contractors concerned.

“At the end of the day all the CCE projects were commissioned and delivered on schedule and on budget and we are grateful for the assistance provided by Bechtel, the John Holland Group and Golding Contractors.”

For more information about Corrosion Control Engineering’s engineered design advantage visit; www.cceng.com.au


BRISBANE TOWNSVILLE SYDNEY MELBOURNE PERTH +617 3393 3200 +617 423 889 443 +612 9763 5611 +613 9338 4900 +618 9248 9133

CCE provides a full range of services to all states, Asia and the Pacific regions under an ISO.9001 Quality Management System. All services are provided using highly qualified engineers and technicians, who are accredited with the Australian Corrosion Association.

CCE have been involved in the design, supply, installation, and monitoring of Cathodic Protection systems and the supply of specialist materials for:

n Wharves and jetties, steel and sheet piling – oil, LNG, chemicals bulk handling

Top: GLNGAbove: Abbot Point Wharf Cathodic Protection Power SupplyLeft: Urangan Pier

www.cceng.com.au

We are proud to be associated with theWiggins IslandCoal TerminalProject Stage 1Our scope of works included:n Supply of materialsn Installation including the commissioning of the

Cathodic Protection Systems on the Wharf.

Australian owned corrosion engineering company specialising in Cathodic Protection Design, Consultancy, Analysis, Field Surveys, Material Supply, Installation and Maintenance.

n Steel reinforced concrete – foundations, marine structures, commercial buildings

n Marine vessels – commercial and other

n Storage tanks, above and below ground – oil, water, gas, minerals and chemicals

n Pipelines – oil, water, gas & LPG

n Mine sites – thickeners and clarifiers, pipelines, water treatment units

n Bridges and tunnels

A contract to load fertiliser at the New Zealand port of Tauranga

provided Narangba (QLD) company Mobile Conveying Services (MCS) with the rare opportunity to do a direct comparison between conveyors and grabs in loading a ship.

MCS provided a Superior Razertail truck unloader, Telestacker conveyor and tracked pivot base to C3 Stevedoring for unloading trucks and stockpiling fertiliser in its under-cover storage facility at the port.

While getting the stacker inside the building seemed to be a demanding exercise, the combination of the compact size and manoeuvrability of the tracked prime mover and the ability to laterally reposition the stacker using the fold-down radial wheels meant that the stacker could negotiate its way into a space where a conventional semi-trailer would have trouble backing.

The set-up inside the building positions the truck unloader in a through corridor for trucks, so that they enter from one direction and exit in the same direction. The unloader feeds the stacker, which is positioned inside the storage room.

The opportunity to use this equipment for ship loading was unexpected, but showed that

mobile conveyors are effective in ship loading applications.

Side-by-side comparisonThe established method of loading a ship

at the port was to use the ship’s crane and eight-tonne grab. Trucks dumped grain on the pavement within reach of the grab, with a wheel loader used to heap the stockpile and a sweeper used to clean the pavement.

The grab picked from the stockpile, slewed and discharged into the hold.

Bottom dump trailers, each with two compartments, dumped into the truck unloader a compartment at a time. This provided a steady fl ow of material on the belt, and the truck unloader / stacking conveyor combination was able to discharge the 27-tonne payload from a trailer in the same time as a grab cycle was completed. This is almost a 350% improvement in productivity.

While the load in the grab looks impressive compared to the stream of material travelling on the coveyor, it is the almost constant fl ow of product over the belt compared to the cyclical operation of the grab that provides the productivity difference.

A further difference between the methods is in the cleanliness of discharge. It should be noted that the conveyors were not set up for ship loading: normally a chute would

be suspended from the end of the discharge conveyor to control dust, and if there was a problem with wind velocity covers could be placed over the belt.

The conditions were such that there was no need for belt covers and while there was some dust at the discharge point, this largely settled in the hold.

By comparison there was a substantial dust cloud around the hold being fi lled by the grab, and the cloud spread beyond the hold.

A further comparison was the pavement tidiness. Where the conveyor solution was used, the cargo never touches the pavement. Any spillage is on the platform of the truck unloader, and the ramps can be raised periodically to guide spilled material onto the belt.

By comparison the grab method required that the cargo be dropped on the pavement, with a wheel loader heaping the material to make it easier for the grab to pick up. This process means that material is spread over a wide area because of the dumping area and further spread by the wheels of trucks and the loader.

It also means that there is a greater risk of contamination of the cargo, and that the loss of material is greater using the grab rather than a conveyor, through material left on the ground and through the grab not being able to pick up all material on the ground.

In terms of manpower, the conveyor method requires an operator and a spotter at the hold. In a permanent application a camera at the end of the conveyor, with a screen near the operator, could take the place of the spotter.

The grab operation requires the grab operator, loader operator and a sweeper operator because of the amount of material on the pavement.

In terms of traffi c fl ow on the wharf, using the truck unloader is a simple drive-on, drive-off operation just requiring that the discharge point is located over the grid feeding the belt. If there are separate entry and exit points trucks can enter from one direction and continue in the same direction after unloading, until they reach the exit point. There are no potential confl icts with other vehicles, there is no need to reverse and only a narrow corridor is required for truck operation, making it easier to manage interaction with other wharf users.

The tortoise and the hare

Above:Tthe truck unloader allows trucks to have drive-through discharge, with the unloader feeding a radial stacking conveyor inside the storage room

Above: The telescopic radial stacking conveyor maximises use if the storage space

By comparison a truck needs to turn and back up to stockpile material for the grab, and a wheel loader and sweeper are working in close proximity, increasing the OHS issues to be managed.

While it may not directly impact on costs, there are nevertheless energy effi ciencies in using a conveyor compared to a grab. With a conveyor, only the load and the belt move whereas the grab winches are raising the weight of the grab as well as the cargo in each cycle. Slewing is involved in each cycle, whereas the belt is positioned over the hold and stays there as it discharges the cargo, telescoping and slewing as required (under load) to trim the cargo in the hold.

Mobile shiploading experienceMCS has experience in loading ships and

barges with mobile conveyors all around Australia as well as in New Zealand, Papua New Guinea and Vanuatu, and has quoted on work elsewhere.

Mobile conveying equipment has signifi cant benefi ts in requiring no fi xed infrastructure at the port or shipboard handling equipment, and can be used elsewhere when not loading ships. This suits handling of seasonal commodities or spot opportunities.

Mobile conveyors can handle early exports for start-up mines and provide early revenue without requiring an investment in fi xed facilities, and can be a long-term solution for low volume, high value commodities.

MCS has also responded to emergency situations where there has been an accident or breakdown of a fi xed shiploader. It has handled ship loading until the shiploader is repaired or replaced.

MCS Managing Director Graeme Cooney said, “While it can seem that mobile shiploading is just a matter of buying a few pieces of equipment, it takes experience and commitment to match the equipment, plan the work fl ow and provide realistic expected loading rates.

“Reliability is also important, and we inspect and regularly rebuild our equipment to ensure that it is reliable. We also carry emergency breakdown spares on site.”

The truck unloader can handle both bottom dump and rear dump trailers


� 1300 665 409

� [email protected]

��Fax: 1300 665 438

� Cnr. Steel Street & Boundary Road, Narangba QLD 4504

MOBILE SHIPLOADING

SALESSuperior��Shiploaders ��Stackers ��Transfer conveyors ��Truck unloaders ��Stockpile reclaimers��Conveyor parts

Ashross

��Train unloaders ��Truck unloaders

CONSULTING��Site layout��Equipment choice

with matched throughputs

EMERGENCY� Rapid breakdown

response� Short or long term

cover

SHIP LOADING��Tonnage rate��Includes trained

operators and equipment

��Critical spares held on site

BARGE��Barge loading

��Shore to ship transfers

��Coastal and island transfers

CONTRACT� Ship loading��Unload, store &

load out��By shipment or

ongoing basis��Services only or

consult + load��Full source to port

service available

www.mobileconveyors.com.auwww.shiploading.com.au


SOUTH AUSTRALIA’s container terminal operator, Flinders

Adelaide Container Terminal, has welcomed the arrival of two new Post-Panamax Liebherr cranes, which were ordered in January 2014, as part of the terminal’s strategic plan. The cranes berthed at Port Adelaide recently following a seven-week voyage on the Nomadic Milde, from Liebherr’s manufacturing facility in Ireland.

Once assembled the cranes will be a new landmark on the State capital’s coastal skyline. Sixty-fi ve metres high, and capable of reaching heights of 105 metres with the boom raised, the cranes will extend one metre higher than Telstra House, Adelaide’s second tallest building.

The ship-to-shore cranes, which represent a $24 million investment for Flinders Adelaide Container Terminal, are set to undergo a rigorous commissioning process before they are deployed for active service in April 2015.

Peter Cheers, General Manager of Flinders Adelaide Container Terminal said, “The arrival of these cranes is the culmination of months of detailed planning and preparation. We have designated an area of the terminal for the assembly and commissioning of the cranes. We expect this will take just over two months to complete.”

Signifi cant productivity gains are expected because each crane features a baseline load-rate capability of 35 containers per hour. Ultimately the expectation is that vessel turn-around times will be up to 25% faster than those currently available at the facility.

“Our aim is to put Port Adelaide on the map as a world class container facility servicing South Australia. Increased effi ciency, through reduced vessel time in

New Cranes to Boost Effi ciency at Flinders Adelaide Container Terminal

Above: Component parts of Post-Panamax cranes on board ‘Nomadic Milde’ arriving at Outer Harbour

Above: Post-Panamax cranes on the ‘Nomadic Milde’ being guided in by tugs to Outer Harbour, Port Adelaide

Above: Graphic of Flinders Adelaide Container Terminal’s new Post-Panamax Crane

port, will enable us to achieve our long-term annual throughput target of over 700,000 TEUs,” said Mr Cheers.

Flinders Adelaide Container Terminal selected Liebherr Container Cranes following extensive supplier evaluations, because their post Panamax crane offering was the best fi t for the Terminal’s strategic planning goals. Flinders Adelaide Container Terminal will be working closely on the crane commissioning with Liebherr and local engineering specialists Inver Engineering.


Pace Cranes supplies quality equipment combinedwith professional service and personal attention

(02) 9533 5411www.pacecranes.com.au

■ New cranes■ Used cranes■ Crane repairs■ Crane inspections■ Crane refurbishment

Pace Cranes, a family- run business is also a highly successful enterprise. Now in its 28th year, the company is the authorised Australian/Pacifi c distributor for Sennebogen Cranes with its headquarters in Peakhurst in NSW. The independently owned company is a leading supplier of cranes to a broad range of industry sectors and if you ask Managing Director, Anthony Heeks why the company has managed to succeed where others have failed there is a simple explanation.

“We know the demands of the industries that we service. We make it our business to respond with the right answers as far as cranes are concerned. More importantly our customers are our clients and we value those relationships. We take a long term view and that’s why one of our strengths is our after sales support and we take great pride in providing a high standard of service beyond the actual sale itself which is second to none.”

Recently, in a demonstration of Sennebogen’s global appeal ASCO, an international oilfi eld support company, needed two new harbour cranes for its largest offshore supply base located at Peterhead on the weather beaten north eastern Scottish coast. The cranes would need to perform reliably in the harshest weather conditions so the company purchased two Sennebogen 6130HMC mobile harbour cranes. Speed and ease of mobility was also a key requirement due to the need for the cranes to operate from any of the berths within the 12

square kilometre facility. The purpose built Sennebogen 6130HMC

features pendulum suspension with an articulated jib system combined with a 4-axle mobile undercarriage. Its all-wheel drive safely accommodates the power of the 354 kW diesel engine.

Operational safety has always been a priority in the design of Sennebogen cranes and the 6130HMC is no exception. With an elevated cab and a viewing height of up to 11 metres, it provides a commanding view of the dockside and allows the operator to safely position the load on the deck of the ship even in adverse weather conditions.

It’s this kind of operational fl exibility, safety and power that makes the Sennebogen 6130HMC the perfect fi t for any harbour.

According to National Sales Manager of Pace Pty Ltd, Michael Cawston, the Sennebogen mobile harbour cranes are ideal for port use The Sennebogen range is formidable and includes both wheeled and tracked models with capacities from 40 to180tonne. It also features lattice boom crawler cranes with capacities from 80 to 300tonne as well as the HD series of duty cycle cranes suitable for a variety of industries with capacities from 20 to 300tonne. There’s also a series of telescopic boom crawler and wheel mounted cranes in capacities from 8 to 120 tonne.

In meeting his client’s specifi c demands, Michael Cawston is extremely confi dent about

the ability of the range of cranes his company sells and knows that Sennebogen will always deliver client satisfaction.

As Michael says. “As crane specialists we must have confi dence in the solutions we recommend and there’s no doubt that as a manufacturer of cranes, Sennebogen is second to none.

“The range of Sennebogen heavy duty, harbour mobile cranes that we sell epitomizes the very best in crane technology. You just have to look around the world’s busiest harbours and in some of the toughest seaboard conditions and you will fi nd Sennebogen cranes hard at work.”

Pace Cranes also sell Maeda Mini Crawler Cranes as well as being the east coast distributor of Shuttlelift Mobile Gantry Cranes. The

company also offers a broad range of services including sales of new and used cranes, service and repairs of all makes of cranes and the company has its own spare parts division.

Pace can also refurbish cranes and prides itself on its team of highly trained and qualifi ed personnel who combined, have a wealth of experience and can repair most brands of cranes. The team has specifi c knowledge with brands such as Franna, Kobelco, P&H, Maeda, Tadano, Kato, Grove, National Crane, PPM, Coles and many more.

The level of Pace expertise has been on display throughout Australia and the Pacifi c including Indonesia, Solomon Islands, Vanuatu, American Samoa and Papua New Guinea.

If you would like to know more about Pace Cranes visit; www.pacecranes.com.au

PACE CRANES Pty Ltd are extremely proud of their association with Sennebogen and with good reason. The range of Sennebogen heavy duty, harbour mobile

cranes, now available at Pace Cranes epitomizes the very best in crane technology. As world leaders, Sennebogen, a German crane manufacturing company, is an incredible success story in its own right and can claim a number of world fi rsts in its design and development of new crane technology over the last 50 years.

Pace Cranes and Sennebogen Make a Perfect Fit


As one of Australia’s’ largest privately owned materials handling companies, NTP Forklifts have been operating for some 30 years and employ in excess of 100 factory trained technicians. NTP are well equipped to provide fast and effi cient service, boasting a network of comprehensive workshops, an extensive mobile service fl eet and an impressive spare parts holding.

“NTP are industrial truck specialists with many years’ experience participating in both the conventional and container handling forklift markets, the new partnership is the perfect complement to our current dealer base. With the rapid growth in sales of Kalmar mobile equipment in Australia over the last fi ve years, it is vital we expand our service network to support our growing customer base. NTP Forklifts are the premier industrial forklift dealer in Australia and we are confi dent they will be the perfect fi t for the Kalmar Oceania Dealer Network,” says Peter McLean Vice President Kalmar Oceania.

Damien Garvey, CEO of NTP Forklifts says “As a leading supplier of material handling solutions to the Australian market, it is

Kalmar Australia expands its Australian network

In Europe Kalmar achieved a signifi cant market share of 44% in 2013 in the 16 tonne plus category, proving the quality and reliability of the product

According to CEO, Phillip Arnold, “Ports are defi nitely in our scope. Our port customers are generally smaller ports who appreciate the simplicity, serviceability and low Total Cost of Ownership of our equipment.” Isoloader also partners with companies to develop integrated solutions for port specifi c applications such as security and container scanning.

Isoloaders’ Straddle carriers and RTG’s are experiencing an upswing in demand from operators of regional ports and those in developing countries. The strongest demand is still coming from operations away from the ports and domestic containerization. The use of Isoloaders’ equipment extends far back up the supply chain where they are used in warehousing, distribution and manufacturing operations.

Isoloader is well known in the heavy lift and industrial load handling sectors up to 200 tonnes, leveraging those innovations developed handling containers. Isoloader has deep

experience in a wide range of application niches, from pre-cast concrete through to aluminium ingots, cable reels, wind towers, fabricated assemblies, and pipe and plate handling.

Head of Design and Engineering, Jarad Wilson, provided an insight into how Isoloader solves its customer’s load handling challenges. “Isoloader is a provider of engineered solutions. Our technologies solve problems ranging from manoeuvrability through to manipulating the load through to diffi cult terrains. For our clients, we analyse their operational requirements and propose an engineered solution with an optimal Total Cost of Ownership.”

Australian Ports News asked Jarad what the future holds for Isoloader? “We are showing strong growth across all markets in 2015. We have been working hard these last couple of years on R&D and on lean manufacturing. With a weakened Australian dollar favouring exports, we are seeing stronger interest from both local and global customers seeking a quality and innovative product.”

KALMAR AUSTRALIA has experienced rapid growth over the last fi ve years and recognises that its expanding customer base requires exceptional after

sales support and customer service. To support this growth, Kalmar Australia has recently expanded its national dealer network, partnering with NTP Forklifts. This addition supports the already strong Kalmar Oceania Dealer Network consisting of Pacifi c Materials Handling, Liftrite, Globequip, Daysworth and AB Equipment, the network spans Australia, New Zealand and the Pacifi c region.

important for us to have on offer a complete range of leading global brands, providing our customers a sense of security when choosing a company and brand to partner with. When working with containers and/or heavy loads Kalmar equipment has been the brand of choice

in Europe for many years. This brand confi dence has now been refl ected in Australia where Kalmar achieved a signifi cant market share of 44% in 2013 in the 16 tonne plus category, proving that the quality and reliability of the product has been well and truly recognised.

Our new partnership with Kalmar now completes our offering of premium products to the Australian market and is a perfect fi t to our current portfolio. We very much look forward to this new alliance and representing the Kalmar range of products.”

Above: Isoloader - Aluminium Ingot Carriers

Above: Isoloader RTG (shown rotating containers)

Above: Isoloader 3 high Econolifter

Isoloader Straddle Carriers and RTGs – Affordable engineered container and load handling solutions

ISOLOADER has been manufacturing Container Handling Straddles and Rubber Tyred Gantries (RTG’s) for over 40 years. With a global network of sales and

service agencies, Isoloader Straddles and RTG’s are now found on every continent. Isoloader has pioneered the innovative use of straddles to handle containers in small terminals and ports, intermodal facilities and factories where the lower volumes require a low Total Cost of Ownership to justify the investment.


EMAIL: [email protected]: www.page-macrae.com.au

YOU can learn a lot in 60 years and since 1955 Page Macrae

Engineering has certainly capitalised on that wealth of accrued experience. Over the years the company has quietly built on each successful project to become one of New Zealand’s premium engineering companies.

Page Macrae specialises in ship to shore, bulk handling engineering design, heavy fabrication, pipe spooling, storage tank/container construction and stainless steel fabrication. These services can be complimented by on-site installation and project management.

One of the company’s primary focuses is on assisting its clients to minimise their onsite environmental impact and to increase productivity. For this reason Page Macrae has developed a range of extremely robust grabs and hoppers as a part of an integrated dust control solution for bulk cargo discharge.

Based in Tauranga, located in the Bay of Plenty region of the North Island of New Zealand, geography has failed to impede the progress of this dynamic company. Perhaps that’s because

the company’s philosophy is straightforward and simple; be proactive and innovative; respond to a client’s needs cost effectively and ensure that the response specifi cally solves the client’s problem.

From there it’s a case of ‘word of mouth’ and the word has spread to the extent that Page Macrae are now an engineering force that can be seen hard at work throughout Australasia and beyond.

There’s no doubt that at the heart of that success is the strength of the company’s relationships with a broad range of satisfi ed clients.

As an example of the kind of proactive response you can expect from the company, Bruce Ennis, Page Macrae’s Cargo Handling Equipment Manager relates a request that was received some years ago. Interestingly, these days the solution is standard dockside procedure but back in the day it was simply a logistical problem looming on the horizon.

“We were asked by one of our clients to propose a solution for containing dust from a ship discharge. Under pressure from those living in local residential housing, the port authority was threatening to shut down the operation unless a solution was found.

“Our immediate priority was to save the client from closure so we put considerable resources into fi nding a solution. Fortunately, we have a highly skilled engineering team and were able to design a new hopper and grab system to eliminate dust from the ship’s discharge during the loading and unloading process.

“Of course, we also realised that with increasing environmental pressure that this was a problem that would soon become commonplace in many ports. So from the original hopper and grab system we developed for our client we have since expanded the system with

other related products and the package now forms a signifi cant part of our cargo handling business.”

The initial targeted response to a client’s needs is self-evident but Page Macrae’s relationships are not simply about doing the job and walking away. Post project is equally important and the company employs a range of after sales systems to ensure ongoing client satisfaction. As Bruce Ennis explains.

Loyalty towards our client is a key ingredient in any association we have and it doesn’t end on completion of the project. Once the equipment is installed we offer an onsite training service for the equipment operators and service staff. Our objective is to ensure that the installation is making money for the client as quickly as possible and to assist the client in meeting health and safety obligations.

“We also like to receive user feedback from the client as this helps us to develop subsequent design upgrades to enhance that particular solution package. Members of our team often return to the site to check that the components are working at optimal level to ensure that the installation is delivering on expectations long after its completion.”

Historically, Page Macrae began as ship repairers and it was the ideal starting point because it provided a far greater understanding of not only vessel logistics, but also allowed the company to gain a greater insight into the variety of ship to shore challenges faced in cargo handling.

It is with this vast storage of frontline knowledge and a background in sound engineering practice that the team of design engineers and CAD draughters apply their skill.

What is evident is that even though the company is located in New Zealand it has no

bearing on where the company does business. Such is the value of the Page Macrae standard of service that the number of Australian facilities using their products is extraordinary. It’s perhaps also understandable when, as Bruce Ennis says;

“Some of our customers view New Zealand as simply another state of Australia and it’s a sentiment that is typical of the kind of relationship we enjoy.”

If you would like to know more about Page Macrae Engineering visit;

www.page-macrae.co.nz

Page Macrae Engineering Thrives on the Strength of a Relationship

Above: ‘The Hand Over’ - On site installation and training at Koniambo Nickle in New Calendonia

Above: ‘The Complete Package’ – A recent grab and hopper installation for Patrick Stevedoring

in Adelaide


The Northern Territory is also attracting interest from international investors following its elevation to fi rst place in the latest CommSec State of the States quarterly economic report, overtaking Western Australia and scoring top in fi ve out of eight economic indicators.

The Port of Darwin plays a vital role in supporting the growth of numerous industry sectors, through the strategic development of Port infrastructure and services to build capacity for northern Australia’s economic expansion.

Located within one of Australia’s largest natural deep water harbours, the Port of Darwin is strategically positioned in close proximity to important Asian markets and the region’s offshore oil & gas fi elds. It is the terminus of the AustralAsia Railway which connects Adelaide to Darwin and the only Port between Townsville and Fremantle with full access to multi-modal transport services.

The Port’s main commercial wharf at East Arm provides 775 metres of fl exible multi-user berths capable of handling containers, bulk liquids, live exports, general and heavy lift project cargoes. The wharf features a specialised bulk materials handling facility including a ship loader and rail dump to service the resources industry.

Darwin is Australia’s premier live cattle export port with a record 406,055 head of cattle exported from the Port of Darwin for markets in Asia during 2013/14. This is a 47% increase on the previous year, with Indonesia its largest market, followed by China.

Overall vessel traffi c has grown by 107% over the last two years and in 2013/14, general and container cargo increased by a record 53% on the previous year. This was primarily driven

by the construction of the $34B INPEX facility and the recently opened $110M ASCO operated Darwin Marine Supply Base.

The INPEX Ichthys facility under construction at Bladin Point is Australia’s second largest infrastructure project and Darwin Harbour’s second LNG processing plant, following the construction of the Conoco Phillips plant at Wickham Point in 2006.

Located on 8.55 hectares adjacent to East Arm Wharf, the Darwin Marine Supply Base is Northern Australia’s fi rst support facility dedicated to servicing the growing offshore oil & gas industry and provides a major extension to the Port’s capacity and capability.

Darwin Port Corporation CEO, Terry O’Connor says the Port’s integrated leading-edge technologies are crucial to maximising operational effi ciency and productivity, managing increased vessel movements and Port pilotage capabilities to support major projects.

The full integration of the Corporation’s HITT V3000 VTS and KleinPort MIS systems is a world fi rst and places the Port of Darwin at the forefront of the maritime industry to meet projected growth.

“The Corporation’s recently completed $3.8M dredging project has improved the Port’s cargo loading capacity, enhancing access to almost 100%, 24/7 through the main channel by increasing depth from 10.1 to 14.0 metres,” said Terry O’Connor.

The Port of Darwin is well positioned to capitalise on and support the development of northern Australia and the region’s trade needs and is very proud to be Lloyds List 2014 Port of the Year.

Port of Darwin wins Port of the YearDARWIN is gaining increased recognition for leading the way with the

recent announcement that the Darwin Port Corporation won Port of the Year at the 2014 Australian Shipping & Maritime Industry Awards. The prestigious award recognises excellence in port development projects, technical innovation, overall management skills and commercial successes, following a year of major milestones and achievements.

Darwin Port Corporation CEO accepting the Port of the Year award

CALTEX has commenced works to dismantle the Ampol fuel

terminal in South Townsville.Constructed in the early eighties, the site

has been laying dormant for many years after additional tank capacity was built in the fuel precinct at the port.

After works to demolish the infrastructure and remediate the land are complete, the site will be handed back to Port of Townsville Limited (POTL).

Environmental specialist group Parsons Brinckerhoff is carrying out the work to demolish fuel tanks and other associated infrastructure on behalf of Caltex. Once this portion of the project is complete, Parsons Brinckerhoff will undertake a full environmental assessment of the location.

It is estimated that the project will be completed by mid-2015, depending on a number of factors, including the weather.

Port of Townsville General Manager Infrastructure and Planning said POTL is working closely with Caltex and Parsons Brinckerhoff to ensure the existing infrastructure is safely removed and the site is successfully remediated.

“We welcome the demolition of the old Ampol fuel terminal infrastructure as the remediated site will provide us with much-needed additional space to expand our port operations,” said Mr Gebers.

“No decision has been made as to the future use of the land. The port will be seeking a tenants whose usage of the site is appropriate to the sites locations.”

Port of Townsville and Caltex Farerwell the Iconic Ampol Fuel Terminal


THE Port of Newcastle has hosted a record three cruise ships recently,

which will brought more than 7,000 tourists to the Hunter region.

The visit by Pacifi c Dawn marks the start of several calls scheduled by P&O Cruises.

The 317 metre long Celebrity Solstice, which holds the record of the largest vessel* to visit the Port of Newcastle returned on Friday 13 March at 6.30am and will departed the berth at 6pm.

Each ship will berthed at the Channel Berth at Carrington, which has sweeping views of the city and provides deep water berthing and plenty of room for the many coaches needed to transport passengers to and from shore excursions.

Shore excursions available for passengers this season include food and wine tours of the Hunter Valley, dolphin cruises at Port Stephens, sandboarding at Stockton sand dunes, and Newcastle highlights. Port of Newcastle provides a free shuttle bus for passengers who wish to explore Newcastle’s CBD.

The port welcomed the Rhapsody of the Seas for an extra visit on Monday 9 March, after cyclone conditions in the South Pacifi c led to an itinerary change.

“It was great to witness the local cruise shipping industry, ranging from tourism attractions to transport operators to volunteers, demonstrate our enthusiasm and capabilities to host a cruise ship visit with only 24 hours notice,” said David Brown, Business Development Offi cer, Port of Newcastle.

“Newcastle will have received six cruise ship arrivals this year, attracting more than 12,000 visitors to the region in 2015,” continued David.

Port of Newcastle welcomes three cruise ships in one week

Above: The Celebrity Solstice on its maiden voyage to the Port of Newcastle on

9 March 2014

“Cruise Down Under estimates that cruise shipping provides an injection of $17 million per annum to the Hunter region’s economy.”

Each cruise ship visiting Newcastle is farewelled with a three gun salute by Fort Scratchley, which is part of Port of Newcastle’s

strategy to provide a unique experience for visitors and encourage repeat cruise ship visits to Newcastle.

*The Celebrity Solstice earned the title of the largest vessel to enter the Port of Newcastle on its maiden voyage in March 2014.

The Overseas Passenger Terminal now has a much more open and welcoming entrance, comprised of a full height steel and glass façade. The building interiors have been opened up to introduce generous amounts of natural daylight, and natural ventilation. There are four more lifts, two new escalators and a large travelator that links the southern forecourt

with Level 3 where passengers disembark. A mezzanine fl oor added between Levels 1 and 2, is now serving as a dedicated check-in area. The elevated road on Level 3 has been extended, creating more taxi capacity. A larger provisioning hall inside the building is also helping operational effi ciency.

Sydney’s Overseas Passenger Terminal upgrade and wharf extension nearing completion

THE major upgrade of Sydney’s Overseas Passenger Terminal at Circular Quay that began in May 2014 is nearing completion, and is a smart investment by

the Port Authority of NSW. The cruise market is booming internationally, and Sydney is the hottest destination for overseas and domestic passengers in Australia. There were 261 cruise ship visits to Sydney terminals (the other is at White Bay) in 2013/14, well over double the 199 ship visits in 2009/10. The cruise industry is worth an estimated $1.26 billion to the NSW economy every year (73 per cent of the $2.36 billion national total*) and shows no signs of slowing.

Vessel size has more than doubled since the Overseas Passenger Terminal opened in 1960, and ships will be even larger in the years ahead, so the existing wharf needed to be extended. Around 60 metres of extra wharf, and a new northern dolphin (fi xed mooring point), were built and commissioned last year. The increased wharf-side space now available for use helps with mooring and servicing the growing number of ships arriving that are more than 300 metres long.

The upgrade is already paying dividends. A record 7,700 passengers from Royal Caribbean’s Voyager of the Seas were processed through

the terminal on 13 January with work still occurring (more than 3,900 disembarking and 3,800 embarking). An average single-passenger turnaround for the Overseas Passenger terminal is 5,000 to 6,000, with the previous maximum being around 7,200. On 29 January the 2,700 passenger Carnival Legend departed at 4:30pm, some two hours ahead of schedule. Effi ciency gains like these, and an improved visitor experience, are exactly what the Port Authority of NSW set out to achieve.

*Source: Cruise Lines International Association Australasia media release, 13 November 2014

Above: New mezzanine fl oor passenger check-in area

Above: The fi nished interior of the new arrivals hall


FLINDERS LOGISTICS and OZ Minerals won the award for

Bulk Handling Facility of the Year (Resources and Infrastructure) at the 2014 Australian Bulk Handling Awards in Sydney recently. The award was given in recognition of a collaboration between the companies, which has produced improvements in the storage and loading of copper concentrates at Berth 29 in Port Adelaide.

Mr Andrew Pellizzari, General Manager of Flinders Logistics said, “We are honoured to win the ‘Bulk Handling Facility of the Year’ award in partnership with OZ Minerals. Peer recognition at a national level, which acknowledges our Berth 29 facility in Port Adelaide is certainly a privilege.”

The judging panel for the Australian Bulk Handling Awards reviewed Flinders Logistics’ and OZ Minerals’ upgrades at Berth 29. These covered the use of rail, a new, more effi cient fan misting system for dust suppression, the elimination of high-risk manual handling and major improvements to storm water management at the facility.

“It has been a great experience to work with OZ Minerals on these environmental and safety initiatives. As a business we have refl ected on how we do things and have consolidated our core competencies as a result,” said Mr Pellizzari.

The judges singled out OZ Minerals’ and Flinders Logistics’ approach to environmental management and safety for special praise. The use of new technology to provide clever solutions across the supply chain, and the continuous improvement of the dust suppression system at the Berth 29 facility were considered as exceptional in the bulk handling sector.

Above: Sheila Chan, General Manager Oz Minerals (left), and Andrew Pellizzari,

General Manager Flinders Logistics with the National Award for

Bulk Handling Excellence

Flinders Logistics and Oz Minerals Win National Award for Bulk Handling Excellence

Flinders Logistics teamed up with OZ Minerals in 2012 when they worked together to improve the pit-to-ship supply chain for copper concentrates from OZ Minerals’ Prominent Hill mine.

“Now the technology at Berth 29 is tried and tested so we know our operations are clean,

safe and effi cient. We’ve been able to roll these innovations out to other mining clients, and sites beyond Port Adelaide, which has benefi tted our entire customer base,” said Mr Pellizzari.

A record 164.3 million tonnes of trade was handled by the Port of

Newcastle in 2014*, marking another record trade year.

This was a 5.3% increase in port trade, which comprises more than 25 cargoes, on the previous year.

Coal exports comprised 159 million tonnes, refl ecting increasing global demand for the region’s premium thermal and coking coal.

Non coal trade (imports and exports) comprised almost 5.3 million tonnes in 2014.

Coal continues to be the port’s largest commodity, comprising 97% of trade throughput.

Coal trends• Coal exports increased by 6% in 2014, from

2013 coal exports of 150.5 million tonnes.• A new monthly coal export record of 15.8

million tonnes was achieved in December 2014, exceeding the previous record of 15.1 million tonnes set in December 2013.

• Continuing cooperation between all members of the Hunter Valley Coal Chain, coupled with investment in port and rail infrastructure, will provide continued growth opportunities for the port’s coal export trade.

Non coal trends• Growth was recorded in the following non

coal trades: fuels (80.3%); fertiliser (25.7%); and alumina (1.3%). There was a signifi cant decline in grain exports due to the drought.*Figures relate to calendar years.

Cargo 2013 2014 VarianceAlumina 1,048,636 1,062,453 1.3%Aluminium 122,856 103,595- 15.7%Coal 150,544,942 159,035,923 5.6%Concentrates 442,734 479,514 8.3%Fertiliser 353,309 444,224 25.7%Fuels 649,974 1,171,700 80.3%Tar and Pitch 253,802 272,592 7.4%Meals & Grains 389,826 192,655 -50.6%Petroleum Coke 204,503 211,751 3.5%Steel 260,866 255,817 -1.9%Wheat 891,837 356,241 -60.1%Other Trade 959,423 737,243 -23.2%Total Trade (Mass Tonnes) 156,122,708 164,323,708 5.3%

The Port of Newcastle achieves another record trade year

EASTLAND GROUP chief executive Matt Todd announced recently that

construction work to expand Eastland Port’s upper log yard by 1.3 hectares began in January 2015.

Mr Todd says the $12 million contract has been awarded to Downer and activity is already underway to prepare the port for the expected six months of construction ahead.

The multimillion dollar project will take the upper log yard’s footprint from 2.2 to 3.5 hectares, improving operations signifi cantly for forestry customers, and taking the total log storage area on port to 12.2 hectares.

“The changes will also improve aesthetics for nearby residents, and reduce potential issues such as noise and dust.

“A four metre by six metre earth wall will be built around the perimeter of the site and planted with natives. We’ve had extensive consultation with landscape architects to ensure anything planted is what Captain James Cook and Joseph Banks would have seen on Titirangi Hill when they sailed into the bay. An internal fence will be entirely screened by the thousands of trees we plant,” says Mr Todd.

The upper log yard expansion project is part of Eastland Group’s ten-year development plan and is one of the company’s biggest investments since it bought the port. Log export volumes have grown from 350,000 tonnes in 2005 to 2.3 million tonnes in 2014.

“Log export volumes have been maximised under the port’s current footprint and confi guration, and forestry is an industry that continues to grow, providing opportunity and employment for our whole region. Right now, we have 95,000 tonne storage capacity on site. The expansion of the upper log yard will allow for an extra 15,000 tonnes.

“The fl ow-on effects are substantial. Forestry companies will require more workers, the port

will need to increase its staff, and trucking companies will need more drivers… generally speaking, for every new job in the forestry industry three other jobs are created in the local economy.”

Fertiliser storage sheds and other buildings on the site have already been removed in preparation, along with other buildings.

“This area will be levelled and a special base put down to ensure a solid footing for the tonnes of future logs to be stored there. The redevelopment of the site includes a world class storm water treatment system which is another signifi cant benefi t of the investment,” says Mr Gaddum.

“The upper log yard will be closed for the duration of the construction period so there will certainly be an impact on day to day operations. The next six months will require a greater level of shipping coordination to ensure that log storage time is minimised and through-put is maximised. We’ll be working with our customers to reduce the inconvenience of having this log yard out of service, however it is likely the Matawhero log yard will need to be used for peak volumes over the period.

“This is a major construction project right in the centre of Gisborne city so there may be disruption to traffi c and inconvenience to people in the area. Right now, we’re working fl at out to get this project up and running, and we’ll work closely with Downer to do everything possible to minimise the impact on the city.”

“The project will require signifi cant local resource to complete in the tight timeframe, meaning a large portion of the money spent will go back into the local economy. We look forward to working with Downer and its subcontractors to ensure the safe and successful completion of this signifi cant regional project,” adds Mr Gaddum.

Log yard expansion


Documents

Australian Ports News Vol4 No12