Magazine Magazine

Ivormatie is a publication of Iv-Groep | Volume 28 | May 2014 ormatie magazine Magazine

Engineering Company with a Passion for Technology

Editorial Staff Iv-Groep, Marketing & Communications department

Ivormatie A publication of Iv-Groep: • Iv-Oil & Gas • Iv-Infra • Iv-Industrie • Iv-Consult • Iv-Water • Iv-Bouw • Escher Process Modules • Muzada • Iv-AGA • Iv-Consult Malaysia • Iv-Infra USA • Nevesbu

Editorial office Iv-Groep b.v. Postbus 1155 3350 CD Papendrecht

[email protected] www.iv-groep.nl

Cover: Jacket Lift System of Allseas' Pieter Schelte 2 IVORMATIE MAGAZINE MAY 2014 Inside page of the cover: Waterdunen tidal culvert ormatie Content

Iv-Consult co-designs the Jacket Lift System of Allseas' Pieter Schelte 4 A unique vessel

Aegir Deepwater Construction Vessel 6 New pipe layer uses J-lay and R-lay

Waterdunen tidal culvert 8 A unique hydraulic engineering project May 2014, Volume 28, Number 2 Grove Platform Editorial Staff Iv-Groep, Marketing & Communications department 12

Ivormatie A publication of Iv-Groep: OCAP peak shaver helps to ensure reliable supply of CO2 to greenhouse • Iv-Oil & Gas growers • Iv-Infra • Iv-Industrie 16 • Iv-Consult • Iv-Water • Iv-Bouw Producing poultry manure pellets • Escher Process Modules A challenging product results in a unique installation • Muzada • Iv-AGA 18 • Iv-Consult Malaysia • Iv-Infra USA • Nevesbu New GOP Flare Package for Kuwait Petroleum Europoort

Editorial office Iv-Groep b.v. 22 Postbus 1155 3350 CD Papendrecht Modification of life rafts of the Walrus Class submarine [email protected] sure reliable supply of CO2 to greenhouse growers www.iv-groep.nl 24

A total package for wet and dry infrastructure projects worldwide 28

ENDIS renovation of post-war block of flats 32 Case study into sustainable solutions for post-war blocks of flats

3 Iv-Consult co-designs the Jacket Lift System of Allseas’ Pieter Schelte A unique vessel

Allseas, a Swiss-based company with their main engineering office located in Delft, the Netherlands, is one of the major offshore pipelay and subsea construction companies in the world. Allseas will shortly enter the world of installation and decommissioning with their new vessel, the Pieter Schelte. The Pieter Schelte is a unique, dynamically positioned vessel for single-lift installation and decommissioning of large offshore oil and gas platforms, and installation of oil and gas pipelines. The Pieter Schelte will have a topsides lift capacity of 48,000 tonnes and a jacket lift capacity of 25,000 tonnes. In close cooperation with Allseas, Iv-Consult designed the Tilting Lift Beams of the Jacket Lift System.

4 IVORMATIE MAGAZINE MAY 2014 Special Structures & Equipment

The Pieter Schelte vessel is currently under construction at Daewoo A light system with enormous capacity Shipbuilding and Marine Engineering (DSME) in Okpo, South Korea. This simple tilting method is, nevertheless, quite challenging in a With a length of 382 metres (1,253 feet) and a width of 124 metres structural way. This is due to the large variation in sizes, weights and (407 feet), the Pieter Schelte will be world’s largest vessel of its kind. dimensions of all the jackets to which the system is adaptable. But it With these dimensions, the Pieter Schelte is as large as two super is also due to the huge lift capacity of 25.000 tonnes that, together tankers, and in surface area it is equal to five soccer fields. The Jacket with its own weight, has to pass all structural and mechanical details Lift System (JLS) will be positioned at the stern of the vessel. from lift hook to the stern of the ship. The JLS has to be light and strong at the same time. For this reason, all steel used in the JLS is of Decommissioning a jacket S690 quality with plate thicknesses up to 120 millimetres. Although During the decommissioning process, the JLS will be hooked up to a the JLS beams are huge in size (approximately 150 x 17 x 9 metres), jacket after which it lifts the jacket to a certain vertical position. The there is not much space inside to provide room for all the main jacket is positioned next to the adjustable sledge system that runs hoisting and utility cables. At certain locations, it almost looks like a over the JLS beams. In this position, the JLS will tilt backwards and Swiss army knife with a lot of integrated functionalities. the lift weight will be transferred from the hook onto the sledges. Once in a horizontal position, the jacket can be sea fastened and An efficient design process transported to a decommissioning site, where it can be easily rolled Iv-Consult’s primary contribution to the JLS is the overall structural off to shore with use of the sledges. design including all the tie in points for the external interfaces, such as the cross beam, jib, hang up frame, up enders and removable tail. In its resting position, the JLS is positioned horizontally. However, Besides the beams, the removable tail and jib are also designed by when it has to rise, two types of up enders will come into action. The Iv-Consult from the conceptual phase to the detailed phase. With inner up enders will push the beam upwards to a certain threshold the jib installed, hoisting and installation operations can also be after which the outer up enders can take over and rotate the JLS performed. into a vertical position. When the JLS rotates even further outwards over the stern, top cables will take over the load from the outer up Iv-Consult uses its experience with the design of special and ender. innovative handling structures. For the design activities, an automated and extended BIM environment is created in which all the interfaces by third parties are shown. The BIM environment is used for clash check, structural optimisation, E&I routing, maintenance access, fabrication feasibility, et cetera and is always up to date. In this way the process is much more efficient.

Wouter Visser Department Manager Structural Design, Iv-Consult

5 Aegir Deepwater Construction Vessel New pipe layer uses J-lay and R-lay

Heerema Marine Contractors (HMC) and Iv-Consult signed a master service agreement in October 2011. In the meantime, Iv-Consult has carried out various projects for HMC. Many of them focus on transport and engineering, with Iv-Consult directly supporting HMC’s core business as an offshore engineering contractor. Other more multidisciplinary projects require a combination of different specialisations such as structural, mechanical, naval and civil engineering.

One of the most recent projects involving Iv-Consult as a consulting engineer is the new 'Aegir' pipe-laying vessel. The Aegir (named after the Norse God of the Sea) is a Deepwater Construction Vessel (DCV) capable of laying pipes by means of the 'J-lay' and 'R-lay' methods.

6 IVORMATIE MAGAZINE MAY 2014 Special Structures & Equipment

J-lay Alternative method J-lay involves assembling pipe lengths on board in the ‘firing line’ HMC has come up with a different vision for the logistics of spooling and then inserting them in the loader. From the loader, this pipe because the Aegir has the facilities to take reels on board at the length is put into the correct orientation relative to the pipeline pipe-laying location. The reels provided with pipe at the spool base that hangs below the ship. The pipe length can then be welded and are placed on barges and then towed to the Aegir to be taken on lowered (the process used to put the pipe down into the water from board. A substantial amount of time is saved by leaving the Aegir the ship) after which a new pipe length follows. in position whilst the barges, loaded with reels, travel between the spool base and the Aegir. This, of course, requires additional During the pipe-laying process, the pipe is held (by means of investments for the use of barges and the development of a friction) and lowered in a controlled way. A number of tests were different spooling process. developed to ensure that under all operational conditions, the pipe does not slip and thus, move around in an uncontrolled manner. In HMC and Iv-Consult jointly developed the 'barge mooring' system cooperation with the Heerema design team, Iv-Consult developed and designed the foundations for the spool equipment at the spool the test equipment and provided the design for integrating the base in Carlyss in the United States. equipment on board the Aegir. During the spooling process, the barge is moored in a small harbour R-lay and the pipeline is made by repeatedly welding together long, With R-lay, smaller pipe diameters are laid by the controlled prefabricated lengths of pipe that are continuously wound on to the unwinding of reels. The reels (see illustration 1, beneath the crane) reel. This plastically deforms the pipe in the bend radius of the reel. are provided onshore with the pipeline beforehand, which is made Variations in the pre-stressing of the pipe are limited during this up of long lengths of pipe welded together. The great length of the process so as to avoid buckling of the pipe wall. reeled pipeline reduces the number of welding joints that need to be made offshore which speeds up the pipe-laying process. Passing ships, waves and similar circumstances will cause the barge to make movements that will affect the pre-stressing of the pipe and also workability at the welding station. As the welding station is on shore, the barge movements will manifest themselves in differential movements of the pipe behind the building station relative to the pipe already spooled. Stringent requirements have been laid down for the permissible movements at the welding station in order to obtain the maximum extent of welding workability. This resulted in a design with considerable mooring rigidity and (pile) foundations. As mooring is not a stand-alone Illustration 1: Artist’s impression of the Aegir (source: HMC) event but a part of the overall pipeline-pontoon-mooring system, After the complete unwinding of the reel, the pipe-laying vessel it was necessary not only to design the individual elements, but must be resupplied. The reel is re-equipped with a pipe by means of also to examine the interaction of the elements in respect of effects ‘spooling’. The conventional method involves interrupting the caused by such circumstances as wind loads, passing ships and pipe-laying process and lowering the pipe to the bottom. impact loads. Thereafter, the pipe-laying vessel will sail to the spool base. At the spool base, the pipe is wound on to the reel on board the ship. The civil engineering work started at year-end 2012. Aegir’s initial During this process, the pipe is pre-stressed to avoid instability of pipe-laying project has reached its completion. The innovated the pipe wall due to compressive stress. mooring system has proved to be a success.

Illustration 2: Tekla model of pontoon with mooring Illustration 3: Influence of impact load on the pontoon Ad van den Dool Senior Project Manager, Iv-Consult

7 rzaa uu m D

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Waterdunen tidal culvert, a unique hydraulic engineering project

In the western part of Zeelandic Flanders in the Netherlands, various organisations are working together to create Waterdunen, a large nature and recreational area that will include a freely accessible 250 hectare area influenced by the movement of the tide. The Waterdunen project will help to assure the region’s long term liveability; an important development considering the socio-economic problems that the western Zeelandic Flanders faces. The region’s liveability is waning due to circumstances such as an ageing population, the closure of the car ferry service between Vlissingen and Breskens, and shrinking employment opportunities in agriculture, fisheries and the banking sector.

An area dedicated plan dubbed ‘Naturally Vital’ is designed to reverse the socio-economic decline and give the region fresh prospects. Opportunities have been identified particularly in stimulating the economy and improving environmental qualities like nature, landscape, cultural heritage, and the living and recreational environment. The Waterdunen project aims to leverage these opportunities.

8 IVORMATIE MAGAZINE MAY 2014 Water

The new Waterdunen tidal area will be directly connected with the Original contract of Iv-Water and Iv-Infra Western Scheldt by means of a tidal culvert. The Waterdunen tidal After a European call for tenders based on the Most Economically culvert is essentially a passage that allows water to flow into and out Advantageous Tender, the Zeeland provincial authority acting in of the Western Scheldt through the primary dike. Three tubes with association with Scheldestromen Water Board decided to engage a diameter of 12 m² will create a controlled tidal curve in the nature Iv-Water and Iv-Infra as their consultants and engineers to area on the landside of the dikes. Each tidal cycle will see the inflow prepare the construction of the tidal culvert. The work consisted and outflow of approximately 1 million m³ of seawater to create a of producing a reference design for the tidal culvert and the new nature area, including flats and salt marshes. Gates in the tubes replacement dike, preparing the entire Design & Construct contract, will be closed to provide flood protection when there is impending and overseeing the work through systematic contract management. high water. Because Scheldestromen Water Board will orchestrate future management and maintenance activities, it is the point of contact Over the past months contractors Van den Biggelaar and BAM have during preparations and the performance of the work. constructed a replacement dike in the outer slope of the seawall west of Breskens. The new dike had to be completed before the A matter requiring significant attention is that the culvert will be 2013-2014 storm season to enable excavation of the dike body to created as part of a primary flood defence structure. This means below Amsterdam Ordnance Datum (NAP), without impairing the that high water must be kept out. Even while work is in progress, flood defence capability. the primary flood defence and the tidal culvert must be able to safely withstand a hydraulic load with a probability of occurrence of once per 4000 years. This translates into a water level of 5.25 metres above NAP and waves of up to 5.5 metres in height.

Waterdunen Tidal Culvert

9 The inside of the tube floor is at two metres below NAP. Each tube The existing discharge pipes in the dike are not strong enough has internal dimensions of three metres high and four metres wide. to absorb the increased earth loads resulting from the dike Under everyday conditions, the water level in the Western Scheldt reinforcement. varies roughly between two metres below NAP and two metres above NAP. Each tube will be provided with a regulating gate valve. Iv-Water and Iv-Infra have explored the technical possibilities A measurement system will continuously monitor the water level and financial consequences of combining the Waterdunen tidal difference across the tube and the water level in the tidal area. If the culvert with the construction of a new pumping station. A cost/ actual water level differs from the desired ‘controlled tidal curve’, the benefit analysis was conducted to examine the pros and cons gates will be either opened or closed further. of replacing the discharge pipes with an upgrade of the existing pumping station, as compared with an expansion of the tidal As soon as the external water level at Vlissingen reaches three culvert by adding a fourth tube and a connecting tube to the new metres above NAP, there is a situation of impending high water and pumping station. A reduction of nuisance during work in progress all flood defence structures in Dike Ring 32 are closed. Every tube of and maximisation of water safety during and after construction, the tidal culvert will be fitted with two or more valves (gates). The were key factors in the decision to add a fourth tube to the tidal number of valves depends on the reliability of closure. The design culvert. The fourth tube will be configured in such a way that it can team is currently working out these details. discharge only fresh water from the polder into the sea.

Making work of work Tidal energy The Waterdunen project is just one of many civil engineering Coastal reinforcement, nature and recreation go hand in hand in the projects being carried out this decade around the town of Breskens. Waterdunen project. To promote the development of clean energy, The seawall protecting western Zeelandic Flanders has been a study was performed in 2012 to determine if tidal energy could designated as a weak link along the Dutch coast. Scheldestromen be generated efficiently by means of the water flowing in the tubes. Water Board is currently strengthening the seawall around Breskens. The effects of energy generation on the functioning of the tidal area Reinforcement of the dike affects not only the Waterdunen tidal were carefully examined. culvert, but also the adjacent Nieuwe Sluis pumping station.

10 IVORMATIE MAGAZINE MAY 2014 Water

It is undesirable for energy generation to cause so much resistance Subsidence can impair the structural safety of the culvert and thus in the water flows that the controlled tidal curve in the tidal area will also its flood defence function. The structure must be designed and be levelled off. built in such a way that the total subsidence does not exceed 50 millimetres. Differential subsidence, for example at expansion This issue was studied in a collaborative venture involving joints, must even be limited to ten millimetres. As the present dike Iv-Water, Iv-Infra, Entry Technology, IHC Tidal Energy and Tocardo body reaches ten metres above NAP and will be excavated to at Tidal Energy. Private investors and the Zeeland provincial authority least two metres below NAP, it was necessary to perform extensive want to invest in the project in order to generate green energy and geotechnical surveys and analyses. The soil quality is being promote the development of tidal energy applications. By way of improved, but this might not be sufficient. Further research and a trial, a small tidal power station will be constructed in one of the analysis will reveal whether a concrete pile foundation is necessary tubes. The width of this tube near the turbine has been narrowed under the tidal culvert. from four to three metres to maximise energy generation. Water safety must be assured at all times. The construction process Assuring water safety will start with the building of a replacement dike. As this dike will The Waterdunen project poses a challenge in terms of spatial serve as the flood defence structure for Dike Ring 32 and work will integration and stakeholder management, but there are also continue throughout the storm season, the structural requirements technical challenges for the engineers. applicable to this temporary dike are very stringent. It was decided to use a coffer dam structure. The coffer dam will be placed in a This area of the Dutch coast was a target of bombing during the U-shape just before the end of the new culvert, i.e. in the slope Second World War. The placing of sheet piling and the excavation of the present dike body. Steel sheet piling boards (AZ26) of 24.4 of the dike body is being carried out with armoured equipment metres in length will be vibrated down to 15 metres below ground and after a comprehensive investigation into possible unexploded level, so the coffer dam will reach 9.15 metres above NAP. ordnance. On completion of the concrete tubes, some of the sheet piling boards will be burned off, so that the part below ground level can serve as a cut-off wall.

Jarda van Spengen Sectorhoofd Waterbouw, Iv-Infra

11 Grove Platform

Iv-Oil & Gas has been awarded multiple modification projects for the Grove Platform, operated by Centrica Energy. The installation of the deck extension, together with the Proppant Removal Package skid and the new twin Diesel Generator was completed successfully on the 3rd of December 2013. The new Diesel Tank was placed on the other side of the platform in the beginning of March 2014.

Platform History The Grove gas field is located in the Southern North Sea of the UK, approximately 120 kilometres from the UK shoreline, close to the Dutch meridian line. It is operated by Centrica Energy. The field comprises sands of the Carboniferous Ketch Formation and contains up to six major fault blocks, in block 49/10a, in about 39.4 metres (129 ft) of water.

The field was discovered in 1971. First gas production was in the summer of 2007. The original Grove Platform is the former Camelot Platform and has been refurnished by Newfield and Hollandia. The platform was operated and later bought by Venture, which became part of Centrica Energy.

The Grove Platform is a Normally Unmanned Installation, which is tied back to the Markham J6A Platform by a 10" carbon steel export pipeline. After separation and metering on J6A, the gas is exported to Den Helder in the Netherlands for conditioning and blending.

12 IVORMATIE MAGAZINE MAY 2014 Oil & Gas

3D Laser Scanning Proppant Package At the start of the project, it appeared that due to the change of Centrica decided to sidetrack one of the wells at the ownership of the platform and some modifications, the Grove Platform as a new in-fill well. The new well will be a as-built drawings were no longer up-to-date. Therefore, multi-fractured, horizontal well. During this fracturing process, Iv-Oil & Gas executed a 3D laser scan of the complete platform in the well is brought under high pressure, which causes the rock to cooperation with its sister company Iv-Infra. This laser scan data crack. Proppant (small ceramic pellets) are pushed into the well to gave valuable information on the actual situation of the piping, move into the newly formed small cracks to ensure these cracks will structural elements and equipment on the platform and allowed remain open when the pressure on the well is reduced. This allows for precise design and therefore, exact installation of the new items. the gas to flow out of the field more easily. In the first phase of This provided a secure basis for the engineering and design of the production, some sand and proppant particles will imigrate to the multiple modification projects Iv-Oil & Gas has executed on the surface with the gas, causing extra wear in the platform and export Grove Platform. piping and valves. Therefore, the use of proppant in the reservoir will require the installation of a new proppant handling facility, Power Supply which removes the proppant from the gas before the production The Grove Platform was originally equipped with wind turbines process. and solar panels for energy generation for the platform consumers. Due to several modifications, these energy sources were no longer adequate as they did not supply the amount of energy the platform requires. Centrica requested Iv-Oil & Gas to come up with a power supply solution with a very high availability. Iv-Oil & Gas commenced with a study to determine the power usage of the different electrical consumers and based on the results, advised another kind of power generation. To allow for high availability, Iv-Oil & Gas specified a twin Diesel Generator Package (each 100% and 32 kV) suitable for the offshore environment on a gas platform. The package was suited for a one-lift plug & play installation. After the study, Iv-Oil & Gas was also awarded the contract for the Detailed Engineering of the new Power Generation System.

13 In March of 2012, Centrica asked Iv-Oil & Gas to define a solution Technical Challenges to remove these proppant particles from the gas stream to prevent Iv-Oil & Gas faced quite a few challenges in the modification damage to the steel piping. Together, Iv-Oil & Gas and Centrica projects executed for the Grove Platform. It had to place a large skid developed the concept of using a Cyclone Separator. This cyclone with accompanying connecting high pressure piping on a compact, separator uses gravity and circling movements as a result of gas full platform. The compactness of the platform also left little velocity in a cylinder to separate the proppant particles from the space to create the required flexibility in the piping which ensures gas. The cyclone separator is housed in a high pressure vessel and allowable stress levels in the piping from the X-mas tree towards the another vessel, the Accumulator, is situated below the cyclone new Proppant Package. vessel to collect the separated particles. When this vessel is filled and needs to be emptied, the Accumulator is isolated from the Another challenge was to keep the weight down to stay within the cyclone vessel and the pressure is released. Then water is used maximum load bearing capacity of the foundation piles. Especially to flush the particles out of the vessel and into an atmospheric for the Structural department, it was a challenge to design a relative collection tank. Similar installations on other platforms use separate large extension within the limits of weight, helicopter approach vessels for water storage and particle collection, due to limited route and hazardous area limitations. available space. Iv-Oil & Gas came up with the idea to combine the water storage and particle collection vessels into one, thus saving Diesel Tank space. A skid was engineered and specified to accommodate The existing Diesel Tank has a capacity of 3 m3, which allows the the required vessels, piping and other equipment within limited platform to operate ten days. Iv-Oil & Gas has engineered a new dimensions, also allowing for a single lift and easy installation. Diesel Tank with a large capacity of 30 m3 to further increase availability of the power system by decreasing the required interventions for refuelling. This will also decrease the time of shut downs and therefore reduce operational costs (OPEX).

Deck Extension Installation The Grove Platform is a relatively compact platform, which was Iv-Oil & Gas is proud to announce that the deck extension, complete already completely filled with equipment. The modifications to with the Proppant Removal Skid and Diesel Generator was the platform as described above, required the installation of a new successfully installed on the 3rd of December 2013. The installation Power Generation System and a Proppant Package, but no space of the new Diesel Tank has been executed in March 2014. was available. Therefore, Iv-Oil & Gas had to find a solution to place this equipment in an efficient way. Iv-Oil & Gas came up with the Thanks to the close cooperation between the project team of plan to provide the Grove Platform with a deck extension of eight Centrica Energy, SEW (fabrication and installation contractor), by four metres, which can accommodate both the new Proppant ZwartTechniek (Diesel Generator Package Vendor) and of course the Removal Skid and the new Diesel Generator. A deck extension could internal cooperation between the individual project team members be installed relatively easily on the East side of the existing Grove of Iv-Oil & Gas, this project has turned out to be a success! Platform with four bolted connections and a brace, thus reducing welding and installation time. The nett weight of the topside has increased by 62 tonnes, the operational weight with 88 tonnes. The maximum permanent package weight was kept below 32 tonnes, enabling the site installation to be realised with the transfer crane of the drilling jack-up, which deemed the mobilisation of the dedicated crane vessel unnecessary.

14 IVORMATIE MAGAZINE MAY 2014 Oil & Gas

Item Dimensions Permanent Weight Operational Weight Existing Topside 530 T 620 T Deck Extension 8 x 4 m (l x w) 15 T 15 T Diesel Generator 4 x 3 x 3 m (l x w x h) 12 T 13 T Proppant Removal Package 4 x 3 x 7 m (l x w x h) 28 T 32 T Diesel Tank 3 x 3 x 3 m (l x w x h) 7 T 28 T

Nico Minekus Project Engineer, Iv-Oil & Gas

Clement Hofman Lead Piping Designer, Iv-Oil & Gas

Jacques Barentse Structural Engineer, Iv-Oil & Gas

15 OCAP peak shaver helps to ensure reliable supply of CO2 to greenhouse growers

Carbon dioxide (CO2) is a non-toxic, non-combustible and non-explosive gas that occurs naturally in the air around us. CO2 is well-known as one of the gases responsible for the greenhouse effect. Although carbon dioxide is harmful to the environment, it also helps plants grow more quickly. Greenhouse growers are keen to take advantage of this benefit by purchasing extra CO2 to use in their greenhouses. The daily quantity of CO2 consumed in a greenhouse depends on the amount of sunlight and the growth stage of the plants. The demand for additional CO2 is greatest on sunny summer days and lowest in the dark winter months, but even then many growers want to have access to a reliable supply of carbon dioxide.

OCAP was looking to acquire a so-called ‘peak shaver’ and a back-up installation to provide CO2 to growers during times of peak demand and limited supply from CO2 production sites. Iv-Industrie is involved in the realisation of this project.

16 IVORMATIE MAGAZINE MAY 2014 Industry

OCAP Iv-Industrie has investigated and compared a number of technical OCAP (Organic Carbon dioxide for Assimilation by Plants) was options for this project. The resulting draft design was then assessed established in 2003 and is now a full subsidiary of Linde Gas, to determine its financial feasibility. Iv-Industrie employs experts in a wide range of engineering disciplines, including Process, a leading industrial gas supplier. OCAP supplies CO2 to the greenhouse horticulture industry in the west of the Netherlands Piping & Mechanical, Electrical, Instrumentation & Automation, to support the growth of plants. In this way OCAP helps to prevent and Civil Engineering. This expertise allowed us to put together a unnecessary burning of natural gas. Growers used to produce multidisciplinary team that collectively produced an integral design. additional CO2 by switching on their central heating system or combined heat-and-power (CHP) plant, even in the summer. Every Tank lorries supply the liquid CO2 from the Linde Gas production site in the Europoort industrial zone near Rotterdam. The liquid carbon year OCAP supplies over 400,000 tonnes of CO2 to approximately 580 greenhouse growers, providing compensation for 115 million dioxide is stored in two large tanks which form part of the peak cubic metres of natural gas that would otherwise be burned. shaver installation. An additional route has been created for the tank lorries, branching off from the nearby public road. The existing The carbon dioxide supplied by OCAP is produced at the largest entrance to the site will serve as the exit in the new arrangement. Shell refinery in Europe and the bioethanol plant of Abengoa In the basic engineering phase, the draft design was worked Bioenergy Netherlands, both located near Rotterdam. The CO2 is supplied directly from these production sites to OCAP, which then out in greater detail to define work packages for the various pressurises the gas using compressors and transports it onward contractors. During this phase it was discovered that Linde Gas via an existing pipeline of approximately 85 kilometres in length. had two unused storage tanks available in France. Following a The pipeline runs from the industrial zone near Rotterdam to the few design modifications, these tanks could be used in the peak port of Amsterdam, and passes a number of important greenhouse shaver. This reuse of resources has contributed to the achievement horticulture areas. OCAP has constructed a finely meshed network of the project’s sustainability objectives. The liquid gases have of pipelines (of approximately 200 kilometres) to supply carbon a temperature of -40°C, making them hazardous to work with. dioxide to growers in the supply areas. If greenhouses are not Considerable attention was therefore devoted to safety during the design process. HAZID and HAZOP studies were performed and full ensured this external supply of CO2, then carbon dioxide must be produced conventionally through the burning of natural gas. use was made of the best practices established by Linde Gas.

The peak shaver and back-up installations will supply extra CO2 to the OCAP pipeline network in order to accommodate supply interruptions (e.g. during maintenance work on the Shell or Abengoa installations) and absorb massive fluctuations in demand.

Liquid CO2 is evaporated in the installation and then pumped back into the OCAP network.

Integral design ensures safety How does the peak shaver work? Iv-Industrie, Linde Gas, and OCAP have produced a draft design During times of peak demand, the peak shaver evaporates 30 for the peak shaver and its installation on the Shell refinery site. tonnes of liquid carbon dioxide per hour and pumps the CO2 back The location made available by the client imposed a number of into the OCAP gas transport network. The OCAP site has a storage restrictions, e.g. with respect to the on-site routes for the tank capacity of 600 tonnes of liquid CO2. The liquid CO2 is evaporated using the heat stored in the cooling water of the compressors. lorries supplying the liquid CO2. The carbon dioxide itself also posed No CO can be transported to the growers when the compressors challenges. At pressure below 5 bar, CO2 suddenly transitions from 2 a gaseous state to a solid form known as dry ice. If this were to of Shell and Abengoa Bioenergy are not in operation. In such a happen in the OCAP network, the pipelines would clog up with situation, it is especially important to evaporate liquid CO2. As no compressor cooling water is available under these circumstances, ‘carbon dioxide snow’ and the CO2 supply to growers would be cut off. Maintaining the pressure was, therefore, a key consideration in the water of the nearby Maas river is used instead. This allows the process design. To prevent the formation of dry ice, the peak the peak shaver installation to function as a back-up system. shaver is continually monitored and maintained at the correct Construction of the peak shaver is well underway, with Iv-Industrie pressure. Staff at the Linde Gas control room can take immediate providing construction management services to Linde Gas. measures if the pressure falls below a certain level.

Marc Verburg Project Manager, Iv-Industrie

17 Producing poultry manure pellets A challenging product results in a unique installation

Manure processing plays a key part in the drive to promote sustainability in agriculture, particularly because animal fertilisers can be turned into user friendly and environmentally friendly organic fertilisers for a wide range of crops, from tomatoes to pears and from apples to potatoes. Organic fertilisers are used worldwide to enrich inferior soil by providing essential nutrients. This results in increased yields (harvests), ultimately making it easier to meet the global demand for food.

In the town of Helmond in the Dutch province of North Brabant, Ferm O Feed, part of the Schijndel based Den Ouden Group, joined forces with Iv-Industrie to build a new production facility for natural organic fertilisers. The new facility dries and make pellets of poultry manure. Its annual inbound capacity is 100,000 tonnes of manure. The wet poultry manure is shipped in from the North Brabant region. The end product has a dry content of at least 90 percent and is compressed into compact manure pellets, making it highly suitable for global export. The factory has been operational since 10 March 2014.

18 IVORMATIE MAGAZINE MAY 2014 Industry & Energy

Foto: Arie van de Wijgert, Manager Ferm O Feed

Multidisciplinary project The project called for short lines of communication between the Iv-Industrie was commissioned to design the project, and define different parties and a no-nonsense mindset. In addition, clear and harmonise the deliveries required from suppliers. Statements of arrangements were agreed upon for delivery limits. All work requirements were drawn up for this purpose. In consultation with relating to the power supply and the control of the equipment was the client, suppliers and techniques were selected and the project entrusted to a single contractor. The equipment suppliers produced was worked out in greater detail. The entire project was subdivided the functional functional descriptions and checked if the installation into the following parts: was operating as required. • Receiving manure deliveries • Drying the manure Aspects like CE marking and compliance with the ATEX Directives • Reducing the manure, and producing and storing the pellets transcend the delivery limits. To assure the overall safety level, • Extraction and treatment of gaseous effluents it proved necessary for Iv-Industrie to keep the initiative. A joint • Process control commissioning and acceptance test was carried out to start-up the • Construction of the building entire facility. Departments within Iv-Industrie provided support in • Assuring safety specific technical areas as and when required.

A supplier was contracted for each part of the project or each delivery. Iv-Industrie supported the client in drafting the contracts. The client handled procurement. Throughout the phases of detailed engineering, production, construction and start-up, Iv-Industrie was responsible for the overall management of the project. Iv-Industrie checked the detailed engineering of suppliers, coordinated work in progress, and organised the start-up and delivery.

19 Production process To meet the applicable veterinary requirements, the manure The Ferm O Feed production process is subject to strict controls leaves the dryer at a relatively high temperature, and is kept at that by the veterinary authorities. Samples are taken of every temperature for a prescribed period of time in a specially designed production batch, and analysed by an independent laboratory for bunker. Because the fibres must meet specific length requirements, microbiological quality and nutrient contents. the manure is reduced in size by hammer mills. Rotating presses then produce the pellets. The pellets are cooled using air from the The facility for receiving the manure was specially designed to meet factory buildings, and fines and dust are removed using sieves. The these stringent veterinary requirements. Air from the unloading resulting product is then stored in bulk, and the fines and dust go area is extracted and filtered, and then transported to a special gas back to the presses. To protect the hammer mills and the presses, it scrubbing installation. Before the lorries leave the site, the tyres are was decided to install ferrous/nonferrous separators, and to provide washed and lorries are also be hosed down if necessary. The system a system for removing stones. has been designed to allow lorries to drive over the unloading pit rather than reversing in. This significantly reduced the number of Manure is a wet organic product, so allowance must be made for lorry movements and thus the resulting noise nuisance. extreme wear caused by a combination of corrosion and erosion. All parts that come into contact with the wet product are therefore The facility is able to mix the manure based on moisture content made of high quality stainless steel. A lot of attention was devoted to create a bulk product with a standard moisture content. The to the method of transport. When choosing a concept for the wet manure is then driven into two tunnels by means of a shovel. A product flows, allowance was made for the occurrence of extreme top loader system conveys the manure from the rear of the tunnel wear. On the other hand, the key factor for the dry product was to to a fluid bed dryer at the front of the tunnel. While one tunnel is prevent the finished pellets from breaking. being loaded, the other tunnel can provide the dryer with material. The capacity has been designed in such a way that bulk processing occurs during the day, while the production process can run around the clock. The air from this transhipment building is continuously extracted and cleaned.

20 IVORMATIE MAGAZINE MAY 2014 Industry & Energy

Emissions and licence Unique installation Drying poultry manure is not a fragrant job. A lot of attention was Sometimes raw materials prove to be more complex than expected. therefore devoted to filtering the air and cleaning all gaseous From a technical point of view, the properties of natural products effluent flows. Filtering is complex due to the risk of condensation often result in conflicting requirements. We also know that natural of the relatively greasy gaseous effluent. The filtered gaseous raw materials can behave in different and sometimes unexpected effluent is scrubbed in an installation divided into two identical ways. Insight into the product is therefore required in order to make but independently functioning sections. This was done to retain the right choices. 50 percent of the full capacity in the event of maintenance work or breakdowns. Air from the facility buildings is continuously extracted The entire project has resulted in a unique installation. The and purified. To neutralise the odorous components, a three stage combination of machines is specifically geared towards the scrubber installation (acid/lye /hydrogen peroxide) was put in place production process and the product’s properties. The selected The cleaned gases are emitted via a 40 metre tall chimney. Before equipment had to be modified in order to meet the defined the scrubbing water can be discharged, the flow of wastewater is preconditions. This approach was possible because we did not neutralised. By reusing the ammonium sulphate from the scrubbers confine ourselves to a single supplier from the outset. This made the on the manure , the nitrogen content of the manure pellets can be project interesting but challenging, and allowed attainment of the maintained at the required level. best possible results. In other words, a project made for Iv-Industrie.

Ruud Verheul Senior Project Manager, Iv-Industrie

21 New GOP Flare Package for Kuwait Petroleum Europoort

In March 2013, Escher Process Modules (Escher) received the order for the GOP Flare replacement for Kuwait Petroleum Europoort (KPE). The GOP Flare is part of the Q8 refinery in the Europoort Area in Rotterdam. The flare replacement was scheduled to be finished before the Turn Around (TA) that KPE started in October 2013. This means that the scheduling of the project was critical and required a joint effort by KPE (as the end user), Jacobs (as the EPC contractor) and Escher to complete the project and start-up the new flare before the Turn Around.

A flare system as described in this article consists of a flare stack and a flare tip with pipes that feed gas to the stack. Flaring is a controlled way of burning excess refinery gas in the oil & gas exploration, production and processing. Escher designed, fabricated and delivered the flare stack and flare tip for this system.

22 IVORMATIE MAGAZINE MAY 2014 Oil & Gas

Overview Installation The new GOP flare had to replace the existing flare on the KPE On the 23rd of August, all parts of the new Flare Stack were delivered refinery. To minimise the building time, Escher was requested to on site and the assembly of the stack sections started. In parallel the install the flare on the existing water seal drum and make use of the works on the existing piping started to connect the new gas and original foundations where possible. In addition to the design and steam lines. The stack sections were completed 1.5 weeks later and delivery of the flare, Escher was also responsible for the installation on the 2nd of September the first section of the flare was lifted and work on site, including the strict HSE requirements that apply to a installed, with the second section and the tip following on the 4th of petrochemical location. September. The installation was executed without any problem and the heavy lifting activities were reduced to only three days. The design of the flare package included the following items: • Total height of 90 meters, supported by a total of 12 guy wires divided into four levels. • A 48” diameter flare stack constructed of low temperature carbon steel, with internal and external thermal sprayed aluminum (TSA) coating. • A new flare tip constructed of Inconel 625 to withstand the high temperatures during the design life of the tip. • Steam-assisted design for the flare tip to guarantee smokeless combustion. • Compliance with the latest Eurocodes. • Ladders and platforms. • Inspection of existing facilities (water seal drum and foundations) to ensure they could withstand the loads of the

new flare. Assembly of the stack sections

Design After an additional week required for installation of the piping, Escher completed the structural design of the flare stack together cabling and a new platform at the base of the stack, the flare with Iv-Consult. To minimise the time required on site for the flare’s was handed to KPE and Jacobs for a final inspection. After that, installation, this design was optimised for constructability. The stack the ignition of the new flare from the existing ignition panel was was designed for maximum construction in the workshop. This successfully tested and the flare was ready for operation. meant that no welding or other “hot” work would be required on site, which has a positive impact on the safety risks of the work and the quality of the fabrication. Prior to the actual installation, the flare stack would be completely assembled in two sections. All assembly works for the stack sections were done on the ground with the stack in a horizontal position. By doing this, the work at height was minimised, which further reduced the safety risks. And finally, all bolted connections that had to be completed at high levels were accessible from platforms. As a result, no work from a lifted platform or with rope access was required.

For the flare tip, Escher designed a steam-assisted flare tip with over 60 steam nozzles. The tip was also equipped with three pilot burners. These burners will be ignited by Flame Front Generation, from the existing FFG panel that was being revamped by KPE.

Lifting of the first section of the stack

Koen de Lange Project Manager, Escher Process Modules

23 Modification of life rafts of the Walrus Class submarine

Nevesbu works frequently for the Defence Materiel Organisation (DMO) and as such, a request was made to inspect the current system of the life rafts onboard the Walrus class submarines. These life rafts are located outside the submarine and are intermittently submerged into seawater. With this exposure to the corrosive elements of seawater, the maintainability of the installation became more and more of a concern as it could ultimately lead to a system malfunction. As a result, Nevesbu was asked to survey the system and provide solutions for the problems as indicated by the crew and maintenance team. The DMO also inquired if other modifications were possible to increase the reliability of the system while decreasing maintenance costs.

24 IVORMATIE MAGAZINE MAY 2014 Maritime

History Since the introduction of submarines in the various navies, a common question has always arisen: what can be done when a submarine accident prevents the submarine from reaching the surface? To provide the crew with the proper means of survival in an event such as this, the submarine was equipped with escape suits. These suits gave the crew a chance to escape from the submarine at great depths and reach the surface alive. After surfacing, however, these earlier suits did not provide sufficient protection for the crew against the elements of the surface. Furthermore, sending a distress signal to indicate that the submarine was in trouble wasn’t always possible. This became painfully clear in 1950, when the HMS Truculent sank after a collision with a merchant vessel. All 72 crew members were able to reach the surface but only 15 survived the conditions on the surface.

Initially, the Walrus Class submarines were equipped with two marker buoys which gave these submarines the option to, if necessary, notify the outside world that they were in trouble as well as to indicate their location to the rescue teams. These marker buoys were placed on top of the pressure hull and below the fairing and Life raft were positioned at the fore and aft side of the submarine. The buoys were outfitted with a transmitter that would start transmitting after Current situation reaching the surface. With a tether line, the marker buoy stayed The life raft system consists of a glass fiber-reinforced container connected to the disabled submarine until a rescue was carried out. that holds both the life raft and the distress beacon. The container Since then, a special international service has been established to protects the life raft and beacon against the corrosive sea water. It monitor such distress signals. When a distress signal is sent out, a is possible to activate the life raft from the inside as well as from the rescue operation will be organised. These rescue missions are an outside of the submarine. This last option allows the crew to deploy international affair. the life rafts after evacuation of the submarine when it is still on the surface. However, the life raft can also be deployed from inside The advancement of technology, which allowed for the use of the submarine when the submarine has sunk and is laying on the smaller distress beacons, and the wish to provide the crew some bottom. form of protection against the elements on the surface, led to the decision to replace the marker buoys with life rafts that are The release of the life raft includes three distinct steps. First, equipped with a distress beacon. The life rafts were placed on the the hatch of the fairing will be released, then the life raft will be location of the marker buoys and part of the release mechanism armed to allow inflation and flotation to the surface and lastly, the was reused for the release of the life rafts. A British company was container is released. The container will rise to the surface due to responsible for the engineering, delivery, and placement of the new, its own buoyant forces pulling along a tether line. This tether line life raft system onboard the Walrus Class submarines. is placed on a winch with a rattle so that as the container ascends, the crew can hear a noise. When the container reaches the surface (noise stops) the life raft will be automatically inflated and the distress beacon will start transmitting signals. The life raft will remain attached to the submarine with the tether line. With aid of the escape suits, the crew can escape to the surface and find shelter in the life raft.

Life raft container

25 Problems to be solved The winch, which released the tether line, is fitted with a brake. This To release the life raft, a hydraulic system is used. With a manual brake prevents unwanted release of the tether line due to water pump, hydraulic fluid is pumped to three hydraulic cylinders in flowing through the fairing during normal operations. The brake sequence. Each cylinder activates one step in the release of the also keeps the tether line under tension when rolled of the drum life raft. The adjustment of the hydraulic system proved to be of the winch. The tether line must be kept under tension when the difficult and time-consuming and the couplings were found to container is rising to the surface preventing entanglement of the be susceptible to corrosion. Trapped air in the hydraulic system tether line. Adjusting the brake to the proper force was difficult and seriously degrades the operation of the system and it proved to be sometimes resulted in the tether line being too loose on the drum difficult to remove trapped air from the current hydraulic system. or a drum that could hardly rotate. A mechanism of levers, rods, and latches is used for holding the hatch of the fairing in place. In practice, it was difficult to adjust On the drum, a sound mechanism is put into place making a ticking this mechanism properly and the adjustment was lost over time sound when the drum rotates. This sound indicates to the crew that requiring renewed adjustment of the system. the life raft is ascending to the surface and when it has reached the surface. This mechanism appeared to get stuck after a certain period of time.

26 IVORMATIE MAGAZINE MAY 2014 Maritime

Modifications The dimensions at the existing brake on the drums were improperly Nevesbu simplified the release mechanism of the hatch of the specified and thus it was not able to provide the required braking fairing and combined it with the release mechanism of the force. Therefore, a new brake system was designed enabling the container. This modification made it possible to remove one brake to provide the required braking force while also allowing for hydraulic cylinder resulting in less pipelines and less connections accurate adjustment of the required force. The adjustment of the (safer and less corrosion in couplings). The reduced length in sound mechanism was critical and could cause the mechanism to pipelines allowed for the usage of longer hoses on the hydraulic be immovable during operation thus having no sound. The design cylinders which also resulted in less couplings. The second benefit was modified to prevent this from happening. of the longer hoses was the increased ease in removing trapped air from the system. The longer hoses allowed for the dismounting Testing of cylinders and holding them in a proper position for removing DMO will first implement the modifications designed by Nevesbu air. The hydraulic pipelines and couplings were made from for the Zr. Ms. Zeeleeuw , which is currently undergoing a large 'normal' stainless steel. The material has been changed to Super overhaul. The Zr. Ms. Zeeleeuw will sail with these modifications Duplex material, which has a higher resistance to corrosion. The for one year and afterwards there will be an evaluation of its combination of the release of the fairing hatch with the release performance. When these trials are to the satisfaction of DMO, the of the container made it possible to remove the entire latch modification shall be implemented on all submarines of the Royal mechanism of the fairing hatch and with it, the cumbersome Netherlands Navy. adjustment of the mechanism.

Outside release of life raft

Hatch of fairing (not shown)

Fairing

Winch

Inside release of Container with life raft life raft and beacon

Rolf Boogaart Discipline Lead Engineer, Nevesbu

Martin van Vliet Senior Mechanical Engineer, Nevesbu

27 A total package for wet and dry infrastructure projects worldwide

With great enthusiasm, Léon Tuunter (Project Manager and member of the Management Team of Iv-Infra) talks about the expertise of Iv-Groep in ports, or port areas to be more precise. In the vision of Iv-Groep it's all about the big picture: everything from jetties, quays, retaining walls and fenders to roads, railways, pipelines and transport & handling systems, and just about everything in between in terms of construction and engineering. Cooperation between Iv divisions allows the group to provide a total package of products and services for dry and wet infrastructures and engineering projects in port areas worldwide.

28 IVORMATIE MAGAZINE MAY 2014 Infrastructure & Ports

Léon is eager to talk about the Port of Rotterdam Authority The project in Ghana is a typical example of a pioneering approach. master contract that Iv-Infra won in early 2013 as a member of the "All you know at the start is that there’s a strip of land and water and MariTeam consortium. Multiple projects are now being carried out that a factory is being built there. It's really exciting to be involved on the Second Maasvlakte (MV2) under the master contract. There's in such an early stage and be able to brainstorm solutions. We can also much to tell about activities in other Dutch port areas such as act very quickly in Ghana, partly because Iv-Infra and Iv-Consult Amsterdam, Moerdijk, Eemshaven and Maastricht. A salient point are flat organisations and partly because of the commitment of the is that the services provided by Iv-Infra are just as extensive as the Dutch intermediary. As a result, the turnaround time between the company's engineering knowledge, which embraces everything initial enquiry and discussion of the first concept is very short." In from consultancy, contract preparation and designing to the this instance, the sketches and cost estimate were ready within two performance of work on-site, system-based contract control and weeks of receiving the request. The customer will soon come to asset management. the Netherlands to discuss the next steps. "Iv-Groep is sponsoring groups of graduates of technical universities and colleges," says Pioneering in the Port of Tema, Ghana Tuunter. "Just by chance one of the groups is working near the Port "Look", says Tuunter, gesturing to an artist's impression laid out in of Tema. We are examining whether they can assist us at a later front of him on the desk. "This is a new project that we are carrying stage." out in cooperation with Iv-Consult. What you see here is a stretch of coast just outside the Port of Tema in Ghana, thirty kilometres east Getting a clear picture of the customer’s needs of the capital, Accra. The finished product of the cement factory Asking the right questions in the initial phase in order to get a being built here will have to be shipped out by bulk ships. Along clear picture of what the customer wants is one of the strengths of the coast there are shallow rocks on the sea bottom thus, the water Iv-Groep. "It is essential to clarify what the customer needs," says does not meet the minimum required depth of 10 metres for bulk Tuunter. "You can avoid an awful lot of hassle later on by discussing ships until you get 600 metres out from the coast. So how do you the requirements in depth at the very first meeting. We want to moor ships safely at that point? How do you transport the finished be absolutely certain that we know what the customer needs product over such a distance? What kind of foundations should you before we proceed." The different divisions of Iv-Groep cooperate use for the rocky bottom? These are some of the questions we’re intensively with each other. When following up on a new lead, the now considering." The Port of Tema contract was awarded by the Iv colleagues are literally and figuratively close to each other. The end-customer (the cement factory) through a Dutch intermediary. advantage is that you can serve the customer very quickly. The With information provided by the client plus information from projects that Iv-Infra carries out are often of an international nature. sources like Google Earth, Iv specialists compiled data about the soil We can move swiftly whenever we get a new request. We assemble characteristics, draught, weather conditions and similar matters and the required specialists as soon as possible and we can do a lot then made an initial sketch of a jetty with pipelines. This enabled an of work in a short time to clarify what the customer wants and to Iv-Infra cost expert to produce an estimate of the costs. present the initial plan."

29 Contract preparation and control Master contract with Port of Rotterdam Authority You can expect an engineering company to provide good designs, Via Ghana, we go back to the Netherlands where Iv-Infra is currently but the preparation of contracts is another core speciality of Iv-Infra. undertaking a lot of work on MV2, which went into service mid- By way of example Léon Tuunter mentions the Port of Rotterdam 2013. This expansion of the Rotterdam port area has added another Authority. "In this particular project we are operating on the client’s 2000 hectares of land to the Netherlands. Half of the new land will side. If the Port Authority wants to build a quay wall, jetty or berth, be used for industrial sites, while the other half will accommodate we don't just produce a design, we also write the statement of sea defences, waterways, docks and infrastructure. The client, work. We advise on the right type of contract and draw up the the Port of Rotterdam Authority, concluded a master agreement statement of work based on the functional requirements." Iv-Infra’s with five parties in 2013 for the provision of consultancy services contract drafters have a mathematical, management science or and design work for maritime infrastructure projects. One of legal background in addition to engineering experience. This puts those parties is the MariTeam consortium consisting of Iv-Infra, them in a position to recommend the best kind of contract for each Ingenieursbureau M.U.C., SBE n.v. and MH Poly. individual case. It is not always necessarily a Design and Construct (D&C) contract. Simpler or more complex types of contract are also options. "We are obviously objective and play purely an advisory role. During the performance of the contract we can additionally take on a supervisory role. More work is increasingly being carried out via system-based contract control instead of traditional worksite management and supervision. In other words, you don't have one of our supervisors at the site, but instead we check remotely based on a risk and audit plan whether the contract is being carried out according to requirements."

The combination MariTeam signs master contract with Port of Rotterdam Authority

Berths for bulk ships

30 IVORMATIE MAGAZINE MAY 2014 Infrastructure & Ports

Temporary berths on MV2 producing the design and drawings for the technical statement of Thanks to the creation of Maasvlakte 2 (MV2) there is an area of requirements. "We're talking about roughly 450 metres of berths water in the northwest corner of the new port and industrial area for inland vessels, consisting of fender posts, pontoons, access that can be used temporarily, as long as developments at MV2 bridges and a separate location with about 300 metres of berths for permit. The Port of Rotterdam Authority decided to build temporary Customs, harbour police and tug companies, which will also consist multi-user berths at this location. The configurations are primarily of facilities like car pontoons, mooring posts and a car bridge", intended for the following market segments: explains Tuunter. "The service harbour accommodates a variety 1. Refuge and Repair – the ‘public’ mooring post configurations of functions and there are a variety of stakeholders. By talking to provide space to receive both refuge and repair ships. people at the Port Authority, you find the right solution and type 2. Wet Bulk – these facilities will help to strengthen Rotterdam’s of contract step by step. In this case we are producing part of the position as an oil product trade and transhipment hub. The design ourselves and leaving the work performance plans to the focus will be on the ship-to-ship market that usually goes contractor. This can be very attractive for the contractor because it offshore (Southwold/Skagen). Due to the unpredictability of gives him/her a lot of freedom." weather conditions, the continuity of open sea transhipment cannot be guaranteed, and when conditions are bad, locations Design of new Distripark Maasvlakte ring road like Southwold and Skagen are forced to close for ship-to-ship Iv-Infra is not only active in waterside infrastructure but onshore, transhipment. as well, carrying out numerous projects for the Port of Rotterdam 3. Dry bulk – these configurations will also be made suitable for Authority. Iv-Infra was contracted for the design of a new ring road ship-to-ship transhipment of dry bulk. for Distripark Maasvlakte, the distribution park at the dividing line between Maasvlakte 1 and Maasvlakte 2. The purpose of the The berths have been designed to receive large vessels like project is to create access to allocable plots of land and to increase Panamax (bulk carrier, 225 x 32 metres) and VLCC (Very Large possibilities for allocating sites on Distripark Maasvlakte. There will Crude Carrier, 350 x 59 metres). MariTeam was contracted to be a few problems due to all of the present and future changes in draw up the D&C contract, preliminary design and accompanying and around Distripark Maasvlakte. Among other things there is no tender specifications. Process and quality assurance during the access to plots of land to be allocated to the southeast of Distripark. implementation of the project will be based on our Systematic The present road infrastructure in the southeastern part limits the Contract Management (SCM) approach. “We want to create berths number of new sites that can be allocated. What’s more, there will with maximum flexibility,” says Tuunter. The mooring facilities for be poor accessibility for customers to the southeast of Distripark. the different types of ships will be determined based on guidelines Under the Distripark Maasvlakte development plan, the plots of issued by the OCIMF (Oil Companies International Marine Forum). In land will ultimately be made accessible by ring roads that connect addition to the post configurations, a berth will be constructed for the main access road to the park. floating cranes and push barges. Iv-Infra is working on the plan of action and design for the new ring road, the rerouting of the public mains to the final location and Sustainable berths for seagoing vessels the temporary access to the truck buffer. It was decided to put the The development of public berths for seagoing vessels at MV2 will project out to tender as a RAW civil engineering contract. Tuunter: be based on the SCM approach (Systematic Contract Management). "I am enormously proud of the results achieved so far with our The contracting consortium, Van Oord – Ballast Nedam, will be integral approach and I can’t wait to see what the future holds for assessed according to SCM-based criteria. port areas." The preliminary design was produced based on the functional statement of requirements. The statement included the wish for Interdisciplinary cooperation within Iv-Groep results in the continuously operational drive units. Because there is no power following integral and specialised services for dry and wet supply in the middle of the water at MV2, Iv-Infra and the Port port projects worldwide: of Rotterdam Authority came up with the idea of using solar- • engineering consultancy; powered drive units and drew up tender specifications. One of • integral designs; the requirements is that a number of units must be powered by • preparation of contracts, contract management, system- solar panels. The use of solar panels is a pilot project for the Port based contract control and advice on these matters; Authority, and involves the installation of solar-powered units on • risk assessment and analysis; four mooring posts. • worksite management and supervision; • environmental management; Prinses Margriethaven service harbour • asset management; and Besides new berths, MV2 provides space for container terminals. • support in applying for permits. The APMT and RWG terminals will be operational in October 2014. This necessitates the rapid construction of a service harbour with berths for nautical service providers and inland vessels in the Interview and text by Suzanne Doeleman Prinses Margriethaven. Under the master contract, MariTeam is 31 ENDIS renovation of post-war block of flats Case study into sustainable solutions for post-war blocks of flats

ENDIS is a Dutch acronym for Energy Neutral Sustainable in Steel. It is an innovative, collaborative venture that brings people together to work on buildings that are sustainable and energy- neutral. ENDIS consists of a multidisciplinary team with a client, architect, consultants, contractors and residential experts who work alongside each other. All the parties involved in the construction process are represented in the multidisciplinary ENDIS team. Many medium-rise post-war blocks of flats require replacement or demolition. The ENDIS team set up a study to find a sustainable maintenance solution for the flats instead of demolishing them. ENDIS is convinced that these flats can remain in use for at least another fifty years. However, this does require renovation of the blocks in order to satisfy contemporary housing requirements.

Housing corporation, WonenBreburg asked ENDIS to use its expertise to perform a study for them. The Klaverweide block of flats in Breda was selected for the study. Within the ENDIS team, Iv-Bouw provided the engineering consultancy for the block of flats.

32 IVORMATIE MAGAZINE MAY 2014 Buildings & Installations

ENDIS approach Energy generation ENDIS has developed a tool for obtaining a rapid insight into the The energy required for heating can be generated in each preconditions and ambitions for a particular block of flats. The individual flat by such means as its own central heating boiler, as housing corporation defines the level of ambition. This can be was the case in this project. Heating can also be generated for the done together with the residents and municipal authorities. These entire block of 20 flats by using a central pallet boiler, for example. ambitions concern: Or collective district heating can be used with the help of Heating • energy consumption and Cooling Storage (HCS). These options were compared with • lifetime resilience each other for the Klaverweide block of flats, but the possibilities • housing costs may differ for any arbitrary block of flats. It all depends on • improvement of comfort matters such as the environment, soil conditions, desired scale of • extension of life-cycle renovation, budget and availability of residual heat. • urban planning scope • finance Individually for each flat The heating is generated by means of district heating. District The ENDIS approach starts by filling in a decision-making matrix. heating may be regarded as a residual product of power stations. The matrix is compiled together with the customer. The level of Low-temperature heating is used in the flats in the form of floor ambition is then defined. This is followed by a comprehensive heating. A sheet heat exchanger was fitted in the meter cupboard analysis of the quality of the building. ENDIS has developed a for the preparation of hot tap water in which the running water is checklist for this purpose. Subsequently, a plan is worked out heated to approximately 60°C. To reduce energy consumption even together with the customer. The plan has a modular structure and more it is possible to install a shower heat recovery unit. can be carried out in phases. During the revitalisation, it is possible to prepare alterations for the future. Collectively for the block At block level, a possibility exists to generate heating and cooling by means of subterranean Heating and Cooling Storage (HCS). A collective heating pump converts the energy into immediately usable temperatures. The delivery and hot running water systems remain unchanged. Using collective systems of this kind creates potential for a substantial reduction of energy. An extra advantage of this configuration is that it allows cooling in the summer. This does not require any major additional measures.

Collectively for the district At district level, a way of maximising the use of the available residual heat sources was examined. Residual heat from industrial processes is an excellent and usable source of heating for existing homes. The greater usage of combined heat and power plants within districts can also produce substantial energy savings.

The decision-making matrix resulted in elaboration of the topping- up variant for which Iv-Bouw worked out the engineering concept. This included studying the method of generating energy for heating, the system for supplying the heating to the flats, the preparation of hot running water and the method of ventilating the flats.

33 Because of the 'channel-in-channel' principle, no high efficiency ventilation equipment is required Collective installations, housed in a central technology space, and a special horizontal technology space

Collective versus individual generation Based on the case study, there is a preference for a collective heat generation system using district heating as the energy source. From an energy point of view, this is more favourable than options like the individual supply of heat by means of high-efficiency central heating boilers in each flat. Opting for a collective district heating solution makes it possible to avoid extra installation and maintenance costs, eliminates the need for measures to remove flue gases and allows the shutdown of individual gas connections in each home.

When it comes to ventilation, a major advantage of a collective system is that less maintenance is required because there is a central supply and extraction system. Another benefit is that the installations are always accessible in the event of a fault or maintenance. With individual installations, it is always necessary for the residents to be at home at the time of fault clearance or maintenance.

Indoor environment and ventilation of the flats Award The topped-up flats (i.e. new flats built on top of existing ones) The ENDIS project for the renovation of the block of flats won will be provided with a balanced, collective mechanical ventilation first prize in the renovation category of a competition called De system. This will retain the quantity of fresh air necessary to ensure Voorsprong. The award carried a cash prize of €20,000 and the jury citation read 'an innovative idea and it is highly positive that the that the CO2 percentage does not rise too much. Use will be made of a 'duct-in-duct heat exchanger', which means that the supply focus was on post-war blocks of flats'. The ENDIS team is obviously ducts are fitted in the extraction ducts. This enables a transfer of proud to have received this award for their joint efforts. heat from the extraction air to the freshly supplied outdoor air. The air ducts are fitted in a shaft together with the main central heating Further information lines. The main central heating lines in the shaft are not insulated For more information about the complete study and the so as to increase the efficiency of the heat exchange. Using this stakeholders please visit the website at www.endis.nl. The website system obviates the need to use special heat recovery devices and includes a downloadable brochure containing all background instead it is possible to suffice with simple supply and extraction information about the case study. ventilators. Advantages of this ventilation system are that it has a simple structure, is virtually maintenance-free, reduces costs and conserves energy.

Jaco Mooijaart Head of Electrical & Mechanical Engineering Department, Iv-Bouw 34 IVORMATIE MAGAZINE MAY 2014 Buildings & Installations

35 www.iv-groep.com