Ihc Insight Aug 2015
Ihc Insight Aug 2015
Ihc Insight Aug 2015
Autumn 2015 | E 7
MAIN FEATURES
Coiled tubing: far-reaching
possibilities
ABOUT IHC
IHC is focussed on the continuous development of design and construction activities
for the specialist maritime sector. It is the
global market leader for efficient dredging
and mining vessels and equipment with
vast experience accumulated over decades
and a reliable supplier of innovative ships and
supplies for offshore construction.
Royal IHC
P.O. Box 204
3360 AE Sliedrecht
The Netherlands
T +31 184 41 15 55
www.ihcmerwede.com
communication@ihcmerwede.com
A helping hand
for customers
worldwide
COILED TUBING
Integrated solutions
for flexible technology
A JOINT APPROACH
Fully integrated DSVs
from IHC and Drger
FUEL FOR THE FUTURE
Pioneering LNG dredging
vessels
CONTENTS
Welcome
Dear reader,
In this issue of IHC Insight you will find a wide range of interesting
reports highlighting the current developments and technological
advancements within Royal IHC.
Autumn 2015 | E 7
10
32
10
16
20
26
Finally, take a tour around the world to discover how IHC Services
supports and optimises its customers operations in countries
including the UAE, Saudi Arabia, Thailand and China. Read about
how customers rely on the companys invaluable expertise and
innovative solutions on pages 26-31.
32
16
38
IHC Insight
Coordination:
C. de Hey-Maas
Strategy and Communications Director
News
Layout:
S. Duijvelshoff, Corporate Communication
26
2 IHC Insight | Autumn 2015
Editorial committee:
E. Bos, H.J. Corneg, C.J. van der Harst,
C. de Hey, S.C. Ooijens, J. van Overhagen,
E. Peters, E. Put, M. de Rover, RED International
Communication
Kitty de Hey-Maas
Strategy and Communications Director
ADVANCED EQUIPMENT
Coiled tubing:
far-reaching possibilities
Pipelaying
Adaptable to a wide range of useful and costeective well intervention operations, coiled
tubing is used all around the world by the
oshore oil and gas industries. Find out how
before being recoiled for spooling back onto the reel after use.
The diameter of CT ranges from 19 to 100mm, and tube lengths in
excess of 9,000m have been commercially manufactured.
The biggest use of CT technology is currently in the onshore
market, particularly in the United States and Canada, however the
technology is now seeing a migration into the offshore world, says
IHC do Brasil Project Manager Rafael Vorcaro. This is partly due
to the activity in large oilfields in Brazil and Africa, but also due to
technological developments which have increased the durability
and versatility of the equipment.
ADVANCED EQUIPMENT
Lifting frame
ADVANCED EQUIPMENT
A reliable alternative
CT does not last forever, and so one of the key future demands of
the industry is to increase its longevity. As Bernardo explains, The
lifetime of CT material is defined because of the fatigue that results
from bending it its steel, not a hosepipe! As a result of several
factors, including radial bends and internal pressure, the amount of
times CT can be used effectively is limited.
As a supplier of advanced equipment, IHC is working with CT
manufacturers to develop solutions in order to resolve these issues.
Primarily, this involves finding ways to reduce the stress of loads,
which would result in lower levels of CT fatigue.
If the weight of the tubing and the equipment used can be
reduced, then CT will last longer and cost less, says Bernardo.
IHC do Brasil also aims to make the technology involved easier to
use and transport. These developments only further strengthen
IHCs position as a competitive supplier and a reliable solution for
customers.
CT technology actually represents a combination of equipment
that IHC already produces, says Rafael. With such a wide range
of resources and a vast amount of knowledge available, we have
everything we need in-house.
IHCs integrated, multidisciplinary approach enables it to respond
to the industrys demands, as businesses continue to use coiled
tubing solutions as a key part of their operations. It also ensures
that the company possesses the knowledge required to support its
customers throughout the life-cycle of their products.
ADVANCED EQUIPMENT
The process
ADVANCED EQUIPMENT
bubbly
AIRLESS
OVERFLOW
slug
churn
annular
wispy-annular
TRANSITION
NORMAL
OVERFLOW
The innovation
Joost and his colleague, Arjen van der Horst, started work
approximately 18 months ago to create some ideas on how to
tackle the issue of air in the overflow system. The short-term goal
was the reduction of air and the more long-term aim was reduction
of turbidity, confirms Erik. We had a very hands-on test, with
a simple wooden box, a water pump and some transparent pipe
12
IHC Insight
| shore
Autumn 2015
6 Royal
IHC | Off
When we found that out, it made life a little simpler. We also found
comparable notes on storm drains from more recent times.
ADVANCED EQUIPMENT
Therefore, the more air entering into the overflow, the less efficient
it will be. The next step was to fill the core with another tube, so
the air couldnt get in and mix with the sand or water. What then
happens is the flow increases so much, at such high efficiency that
it starts to suck air in from in between the two pipes, says Joost.
You can only control the flow entering the overflow. Its flow
control. Once you can control the flow, you can prevent the air
from entering the overflow tube.
During the three months spent in the lab, two of the difficulties
encountered by the team related to measuring how they could
measure and what they were actually measuring.
We couldnt measure air bubbles in water using the normal
measuring techniques we had within IHC, says Joost. We had to
build an arrangement of pressure tubes so we could use very small
pressure gauges to get the correct pressure ranges. These were
borrowed from the medical world, where they are usually used
for blood pressure measurements. They were small enough in the
model to measure the pressure differences over the entire flow
pattern.
REGULAR OVERFLOW
A matter of scale
AIRLESS OVERFLOW
Part of the bigger picture
ADVANCED EQUIPMENT
A joint approach
to the DSV market
ADVANCED EQUIPMENT
Initial focus
A single source
Hinting at the alliances aim to widen its scope in the future, Henk
says: During our market research, we realised that the 18-person
twin bell systems were the workhorses of the industry, so we
decided that we should offer this type of solution to our customers
initially. It is also a system that we can configure upwards and
downwards. Mat adds: Its an approach of scalability.
A shared ethos
INNOVATIVE VESSELS
The LNG system with vaporiser, LNG tank and LNG engine highlighted
Pipelaying
Royal IHC was awarded the contract for the design, construction
and delivery of the worlds first liquefied natural gas (LNG) lowemission dredging vessels earlier this year. Ordered by DEME, the
7,950m3 SCHELDT RIVER and 3,500m3 MINERVA trailing suction
hopper dredgers will be powered by dual-fuel LNG/diesel engines.
Scheduled for operation by the end of 2016, they will operate in
Sulphur Emission Control Areas (SECA) in Europe, namely the North
and Baltic Seas.
INNOVATIVE VESSELS
on heavy fuel oil due to sulphur levels. Companies can either use
exhaust gas after-treatment, which requires further investment, or
switch to marine diesel oil (MDO), which practically doesnt contain
sulphur, says Leonard.
Alternatively, they can sail on LNG, which is estimated to be 30%
cheaper than MDO, resulting in a 5-10% saving on cost per cubic
metre. Although the installation of LNG is a substantial investment,
fuel price represents a major part of operational costs, he adds.
According to IHC estimates, companies can expect a return on their
investment within a few years.
IHC and DEME are now leading the way in the development of LNGfuelled vessels, which is still an ongoing process. Several challenges
have already been overcome, however. Designer Pim Keijzer, who
worked with Leonard on the two DEME dredgers, adds: The
tender for DEME helped us to push forward on this development;
to achieve a lot in a short space of time and to be creative. We
faced competition from other shipyards and had to submit a strong
design at the best price.
One of the issues in IHCs initial vessel designs was the positioning
of the LNG tank. LNG fuel is stored onboard at minus 163C before
it is vaporised by heat transferred from the engines as they are
cooled. The evaporated gas is then conveyed to the engines.
According to previous IMO regulations and the International Code
of Safety for Ships using Gases or other Low-flashpoint Fuels
(IGF Code), the tank couldnt be placed too close to the hull.
We discussed this with classification society Bureau Veritas in
Rotterdam, with regards to regulations they were developing, says
Leonard. Last December, they changed the IGF Code, which meant
we were able to place the tank closer to the hull over a limited
length, so it was easier to install it in the vessel.
Pim adds: The tank is the biggest challenge because of its volume
and dimensions it requires twice as much space as a diesel tank.
When you have decided on the position for that, then the design is
80% complete. You have to find the most economical solution and
integrate the LNG tank and installation without influencing the rest
of the ship.
Safety is a priority
The LNG tank also has an impact on the autonomy of the vessel.
These tanks are quite expensive initially and customers prefer to
make a low investment, so they tend to purchase just one small
tank. However, if customers want to sail on LNG for two weeks, that
would require a large tank it depends on the requirements of the
company, says Leonard. They might choose one week autonomy
on LNG and another week on MDO.
DEMEs Head of the New Building and Conversion Department Jan
Gabriel has also commented on using dual-fuel engines: Normally,
our dredgers will sail under full power for two to three weeks on
diesel fuel. You cant apply that to LNG, youll get a week to 10
days, otherwise the investment in tank size and cost would simply
not be feasible.
The advantage of a dual-fuel engine is that the vessel can run
predominantly on LNG (99% LNG and 1% MDO for ignition). When
the LNG tank is empty, or if the vessel is in an area where LNG is
not available, it can sail further on MDO.
Autumn 2015 | IHC Insight 23
INNOVATIVE VESSELS
For the larger of the two vessels, we have connected two engines
at the request of DEME, says Pim. It drives with two engines
80
Growing potential
70
60
50
40
30
20
10
Time (year)
2018
2017
2016
2015
2014
2013
2012
2011
2010
2009
2008
2007
2006
2005
0
2004
90
2003
100
2002
and one dredge pump. One engine drives the dredge pump
directly through a gearbox and the other drives the dredge pump
electrically. Having two engines helps to take the load steps off the
dredge pump. Controlling this correctly is also a challenge, but IHC
will use its skills and know-how to succeed.
2001
Bunker ships are considered the most viable option for fuelling
LNG vessels, as opposed to trucks and containers. For example,
the SCHELDT RIVER is installed with a 630m3 LNG tank, which
would require 15 trucks to load. A specialised LNG bunker
vessel has recently been ordered by Shell to supply LNG-fuelled
vessels in northwest Europe. The new vessel will be based at the
Port of Rotterdam, and will load from the new LNG break bulk
infrastructure. Scheduled for delivery in 2016, it can carry 6,500m3
of LNG a sizeable amount for fuelling these dredgers, says
Leonard.
It is also reported that NYK has ordered a bunker ship with
a capacity of 5,000m3, which will be based at the Port of
Zeebrugge as from the end of 2016. Both are encouraging signs of
development for the future of LNG dredging vessels.
2000
Number of vessels
total in operation
total under construction/contract signed
Source: DNV, 2014, LNG for shipping current status
Power (%)
100
80
60
40
20
0
0
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
Time (min)
Sulphur limits
18
4.5
16
14
Sulfer (%)
3.5
3
2.5
2
1.5
8
6
0.5
0
0
2000
2005
2010
2015
Time (year)
10
12
2020
2025
2030
200
400
600
800
1000
1200
1400
1600
1800
2000 2200
LIFE-CYCLE SUPPORT
LIFE-CYCLE SUPPORT
During the work, the trunnion gantries were inspected and it was
discovered that the port gantry was slightly out of alignment. So
we adjusted the gantry catch by adding a filling plate in forward
catch, says Dave. The starboard gantry needed longitudinal
alignment, and so a plate to guide the apron in the correct position
was added.
While the vessel was in dry dock, the suction inlet was checked
and was also found to require attention. The worn hull rings were
replaced, as were both port and starboard liners. On the final day
in dry dock, the sliding pieces and the movement down to the
suction inlet were tested and no issues were noted.
The main objective was to repair the tracks and sliding pieces
to last until the vessels next scheduled repair. The long-term
modification can be engineered and prepared having said that,
it looks like this repair will easily last longer, adds Dave. This
project highlights the collaboration between IHC and Boskalis
both parties put in their best effort to pursue a joint objective, with
positive results.
IHC Middle East & India is based in Dubai and Mumbai. The IHC
Services team is able to provide a quick response to all customers
in the region, aiming to be on site within a day.
THE NETHERLANDS
DUBAI
New bearing
sent from the office in Dubai. The overhaul was completed in eight
days. On the eighth day, the motor performed its test run and
dredging commenced on the following day, says Catalin.
Royal IHC has worked with PAT since 1955. It has a fleet of hopper
dredgers with IHC equipment installed, including two vessels
that IHC built in cooperation with Italthai Marine Ltd shipyard in
Bangkok.
OEM expertise
Installation of upper sliding pads
28 IHC Insight | Autumn 2015
From its location in Singapore, IHC Asia Pacific Pte Ltd serves the
region of Southeast Asia. One of its longstanding customers in
LIFE-CYCLE SUPPORT
Replacement is needed
SINGAPORE
CHINA
lower suction tube, sliding piece with suction bend and dragheads.
All these parts were sourced in The Netherlands and delivered
within six months.
IHC for the renovation of the pump room in its dredger, HANG JUN
4007.
ADVANCED EQUIPMENT
Pipelaying
Design criteria
ADVANCED EQUIPMENT
Improving performance
The first step in the redesign process was to analyse the flow field
in the original model in order to assess the pumps performance.
Edwin Munts, Research Engineer at MTI Holland, uses
computational fluid dynamics (CFD) in order to achieve this. CFD
employs complex mathematical models and algorithms in order to
simulate the fluid flow inside a pump.
When the inward flow is not properly aligned with the blade, it
separates from its surface at the leading edge and a low velocity
region, or separation bubble, is generated. This separation bubble
acts as an obstacle, causing a chain reaction in the flow over the
other blades.
This type of approach has its limitations, but over the years we
have built up a significant amount of experience using the correct
models. Our calculations are quite accurate, and very close to
actual live measurement data.
Wear at the leading edge of the CS blade is clearly visible after 15 million m3
34 IHC Insight | Autumn 2015
Comparison of the ow around CS blade (left) and CS Curve blade (right); iso-surfaces show areas of high vorticity
Aeronautical science
Wear at the leading edge of the CS Curve blade is minimal even after 13 million m3
ADVANCED EQUIPMENT
Along with increased efficiency, the teams goal for the CS Curve
was to improve the pumps wear characteristics. Specifically, to
reduce local wear occurrences on the blade-shroud connection and
the volute cutwater.
As the newly designed blades are thicker at the leading edge,
theres already an additional advantage in relation to this goal.
Wear inside the impeller is often most severe at the leading
edge of the blade, says Edwin. Now that this area is significantly
thicker, it simply increases the components lifetime by providing
more material a very beneficial side effect!
However, a number of other key design modifications were
required in order to fully maximise the overall longevity of the new
pump. One new feature is the addition of sweep to the blades. This
is another innovation appropriated from the aeronautical world, in
which the blades are inclined at an angle relative to the incoming
flow similar to a fighter jets wings.
In the CS Curve, the leading edge of each blade incorporates a
sweep angle, says Hasan. This decreases the impact velocity of
the flow onto the blade, which in turn reduces wear and boosts
performance. And by applying sweep, youre also elongating the
blade, which again means there is generally more material to wear.
In addition, the connection between the blade and the front shield
was modified to help solve the problem of local wear phenomena
in this area. This wear is caused by so-called horseshoe vortices
that occur whenever a flow travelling along a solid surface meets
an object in its path.
36 IHC Insight | Autumn 2015
Patent pending
NEWS
Autumn 2015 | E 7
MAIN FEATURES
Coiled tubing: far-reaching
possibilities
ABOUT IHC
IHC is focussed on the continuous development of design and construction activities
for the specialist maritime sector. It is the
global market leader for efficient dredging
and mining vessels and equipment with
vast experience accumulated over decades
and a reliable supplier of innovative ships and
supplies for offshore construction.
Royal IHC
P.O. Box 204
3360 AE Sliedrecht
The Netherlands
T +31 184 41 15 55
www.ihcmerwede.com
communication@ihcmerwede.com
A helping hand
for customers
worldwide
COILED TUBING
Integrated solutions
for flexible technology
A JOINT APPROACH
Fully integrated DSVs
from IHC and Drger
FUEL FOR THE FUTURE
Pioneering LNG dredging
vessels