ISSUE: 08 AUTUMN 23

THE HEAVY LIFT ENGINEER

...managing & delivering heavy lift projects

FEATURING

CHANGE IN HAULAGE THE CHALLENGES FACING THE UNDERSTANDING PORTS AND

AND ITS IMPACT ON THE EXPANSION OF THE OFFSHORE PORT AUTHORITIES
INDUSTRY FLOATING WIND INDUSTRY

A MALIN GROUP PUBLICATION

THE HEAVY LIFT ENGINEER ISSUE 08

CONTENTS

EDITORIAL 5

CHANGE IN HAULAGE AND ITS IMPACT ON THE INDUSTRY 6

HEAVY LIFT TIP - THE USE OF ISO CONTAINERS ALONGSIDE OUT OF GAUGE
(OOG) PROJECT CARGO 10

THE CHALLENGES FACING THE EXPANSION OF THE OFFSHORE
FLOATING WIND INDUSTRY 12

BLASTING AND FINISHING 16

UNDERSTANDING PORTS AND PORT AUTHORITIES 18

FEATURE VESSEL: LARA 1 22

THE JOURNEY TO CHARTERSHIP 24

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THE HEAVY LIFT ENGINEER ISSUE 08

EDITORIAL
JAMES I. BOWIE
ENGINEERING DIRECTOR, MALIN ABRAM

Operating in the marine engineering industry,
we come across a diverse range of specialisms,
spanning the design, development, construction,
and maintenance of all things marine - from
mechanical engineering, electrical engineering,
and naval architecture, to hydraulics, structural
engineering and everything in-between.
One thing that has become apparent in all
disciplines is that as technology advances,
and the demand for safer and more efficient
practice increases, it's crucial to stay informed
about new technologies, trends, and industry
news. It is truly an exciting time to be in the
industry, with new technologies and innovations
emerging every day, and by staying up-to-date
with the latest developments, you may identify
opportunities for growth and innovation within
your own work.
connected with The Heavy Lift Magazine, you
can subscribe to our print or digital editions,
follow us on social media, or visit our website
for the latest news and updates.
We also encourage our readers to share their
feedback and suggestions with us. Your input
helps us to continually improve our content and
ensure that we are delivering the information
that is most relevant and valuable to you.
Thank you for considering The Heavy Lift
Magazine as your source for marine engineering
news and insights. So, whether you're a
seasoned professional or just starting out in
the industry, we look forward to serving you
and helping you navigate new horizons in this
exciting and dynamic field.

I am therefore thrilled to offer the latest edition Please sign up for exciting future editions, check
of The Heavy Lift Magazine which offers a our past editions and chart a range of vessels,
host of articles, tips and best practice across a an exciting new feature offered on our site, at:
range of heavy lift topics. This edition we look
at a range of exciting topics, from changes in W: www.heavyliftengineer.com
haulage and its impact on the industry, to the E: heavyliftengineer@malingroup.com
challenges facing the floating offshore wind
industry. There is also a piece considering ports
and port authorities, as well as a guest article
on blasting and painting, and on the journey to
chartership.

Our commitment to delivering high-quality

content is evident in every issue of our
magazine, and we strive to ensure that our
readers stay informed and up-to-date on the
latest developments in the industry. To stay

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 THE HEAVY LIFT ENGINEER
CHANGE IN HAULAGE
AND ITS IMPACT ON THE INDUSTRY
WRITTEN BY JAMES I. BOWIE
ENGINEERING DIRECTOR, MALIN ABRAM
In recent years there has been an unprecedented
number of major events which have impacted
the haulage industry within the UK, resulting
in a shortage of labour and soaring costs. This
article investigates the issue in more depth,
with a tri-partite focus, namely:
• What has been the extent of the impact
upon the haulage industry?
• What has been the consequential effects of
the impact on the wider industry? and
• How have affected companies looked to
evolve to better manage these changes
going forward?
What has changed?
Haulage operators claim that the issues
currently faced by the industry have been there
for years, with recent events only exacerbating
them. Where haulage companies in the past
have managed the issues with extended shifts,
overtime and employing foreign drivers, these
solutions can no longer support the additional
demand.
Covid 19 needs no introduction and has
affected almost everyone worldwide. The UK
held two years of periodic lockdowns where
many restrictions were put on travel, business
operations and services within and across the
country. The BBC reported(1) that during the
Covid pandemic around 30,000 lorry driver
tests were delayed or cancelled, resulting in
a shortage of new drivers into the market. In
addition, European trade slowed down and
European drivers were put on furlough and
returned to their homes. Now that the Covid
pandemic has eased, and things have almost
returned to normal, the economy has bounced
back to pre-Covid levels and the requirement
for HGV drivers has come back with it.
Once the Covid restrictions had been lifted it
was not easy for the foreign HGV drivers who
had left to return. Brexit excluded HGV drivers
from eligibility for a skilled work visa and
therefore the UK was no longer an attractive,
nor simple prospect for European drivers due
to the paperwork and entry requirements
now in place. The UK is not the only country
with a driver shortage and as a result, many
HGV drivers who left the UK due to Covid did
not return, opting for other countries such as
Germany, France and Poland, where pay was
at a similar level.
The Road Haulage Association(2) have been
calling on the UK government to support the
haulage industry with tackling the issue, and
believe there is a shortage of around 65,000
trained drivers within the country. The result
is that the demand is much higher than the
supply and this is driving up wages. Some
supermarkets have been reported to pay
drivers salaries of double that of the pre-Covid
rate. In many industries the burden of the cost
is being taken by the customer, however, in
the heavy lift industry many customers are not
accepting these increases or have long term
fixed price contracts in place which do not allow
the supplier to pass on these costs. Given this,
different means of coping with the increases
are required.
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What has been the consequential effects
of the impact on the wider industry?
When considering the heavy lift industry and
moving cargo within it, the primary means of
transport is by water, whether a flat top barge,
conventional cargo ship or specialist heavy lift
vessel. Changes in the haulage industry have
a limited impact on these movements and it
is not until you consider the means of loading
that the changes really come to the fore.
Large cargo tends to be loaded and discharged
by lifting through craneage, roll on/off
through self-propelled modular transporters
(SPMTs) or skidded through skid beams and
push-pull cylinders on a track. Each of these
methods may command a hefty price tag for
the hire of the equipment and for the support
of the specialist teams that are required for
their operation. They also come with a large
amount of heavy equipment that needs to
be mobilised to the loading or discharging
location by way of road haulage. In the
past, the road haulage costs have only been
a small percentage of the total cost when
considering the equipment and personnel
supply, however, with the recent cost
increases this has become much more of an
issue and can offer a competitive advantage
when managed properly.
| TIPS |
In the heavy lift industry, projects can have
long life cycles which run for many years.
It is not uncommon for lengthy fixed price
contracts to be placed where either the
prime contractor has a fixed price cost for
the entire project or the heavy lift contractor
has a fixed price with their client based on
expected costs. Most contracts will consider
inflation and an increase in haulage costs
over the duration however, few, if any, would
have accounted for the unprecedented rise in
recent years. In both instances there are cases
where the haulage costs are much greater
than what had been budgeted and contracts
are no longer financially viable.
In addition, new contracts have a much
higher haulage cost and where previously the
haulage costs had little impact on the overall
costs, nowadays they can be the difference
between winning and losing a bid. Consider
that many heavy lift companies can control
(to an extent) the day rate that they supply
their equipment, personnel and engineering,
however the haulage costs tend to come from
a third party. When competing for a project,
heavy lift companies tend to offer similar rates
on their equipment and personnel, however if
one company is based half the distance from
the site compared with another, this now
offers a competitive advantage.
fig. 1/ Haulage truck
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 THE HEAVY LIFT ENGINEER
How have affected companies looked to
evolve to better manage these changes
going forward?
Many of the heavy lift big hitters have opted
to keep a large portion of their equipment in
mainland Europe, close to where their main
depots are with a small presence in the UK. When
a large UK project comes up, the equipment
would have been road hauled into the UK from
mainland Europe to the appropriate location.
Nowadays these companies are looking at
increasing their UK presence, opening UK
depots and moving more assets permanently
into the UK. Some have recently opened
dedicated UK branches where previously UK
projects were run out of the mainland Europe
head office. A key benefit of this is that it
negates the need to move equipment between
the EU and UK and dealing with the additional
Brexit border requirements. A further benefit is
this minimises the haulage costs and therefore
reduces the mobilisation distance, making the
offering more competitive.
The logistics planners within big heavy lift
companies are also putting more emphasis on
the location of projects and how equipment can
be moved from one project to another, limiting
the travel distance. This may require equipment
to be stored in temporary locations awaiting
the commencement of a close by project
rather than demobilising to a depot and then
re-mobilising when required. Managing this
properly can result in significant cost savings.
Some heavy lift companies are taking further
steps to reduce and manage the issues they
are facing within the haulage industry by taking
ownership and running their own heavy goods
vehicles. This provides control over the costs
and availability of the service, however will
only be financially viable where the company
has sufficient work to keep them busy. For
smaller heavy lift companies, this is not a
feasible option.
ISSUE 08
What's next?
Haulage companies believe that there is no
single solution to solving the issues in the
haulage industry. Training for HGV drivers
needs to be more accessible and a means of
making UK work visas more obtainable for EU
drivers should increase the driver numbers in
the UK. This should lessen the demand and
subsequently costs, however it is not believed
that costs will ever return to pre-Covid levels.
In addition, there will be further challenges
faced by the industry with the introduction of
clean air and low emission zones. These zones
will apply charges to HGVs that don’t meet the
low-emission requirements. Some funding has
been made available to hauliers to upgrade
their vehicles however the majority will still
need to be covered by the hauliers, thus
increasing costs.
Although somewhat levelled now, fuel price
instability is still a risk within the industry. This
impacts hauliers inability to accurately price
jobs and when there is no clear trend, this cost
tends to be passed on to the contractor.
References
1) https://www.bbc.co.uk/news/uk-
england-somerset-57656327
2) https://www.rha.uk.net/news/ n e w s -
blogs-and-press-releases/news-updates/
detail/the-government-must-work-with-us-
and-the-rest-of-the-haulage-industry-to-tackle-
the-hgv-driver-shortage
fig. 2/ Caustic tank move for ENSUS by road as part of turnkey trasnportation project
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 THE HEAVY LIFT ENGINEER ISSUE 08

HEAVY LIFT TIP

USE OF ISO CONTAINERS
ALONGSIDE OUT OF GAUGE
(OOG) PROJECT CARGO
The standardised ISO container is the most Sourcing additional lifting equipment for large
widely used method for marine transportation. project containers may add additional cost and
However, when shipping Out of Gauge (OOG) complexity to your project. As an alternative,
cargo alongside project cargo containers, this 10' Project Containers may be lifted using 4
is often done outwith a conventional container leg slings to a single lift point, reducing the
terminal where the equipment for efficient complexity of the rigging agreement.
handling of shipping containers is not always
available. Recommendation
Where possible use multiple 10' project
When lifting 20' or 40' ISO containers containers rather than larger 20' or 40'
consideration should be made to the lifting containers to avoid the requirement for a
arrangement and how it may be loaded to spreader beam for loading and discharge when
the vessel. ISO Standard 3874 states that 4 leg loading out with a container terminal.
slings to a single lift point may only be used for
very light or empty containers. When loading
outwith a container terminal and using a
mobile crane, a spreader beam will be required
to prevent damage when lifting. Transvers lift
beams will allow the container to be lifted from
the lower container feet reducing the bending
in the floor structure. Longitudinal lift beams
will allow lifting from the top container feet.
Incorrect lifting of a 20' or 40' ISO container may
result in structural damage to the container.

fig. 3/ Lifting by means of top lift spreader (Left): Top lift sling (Middle): Bottom lift sling (Right)

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 THE HEAVY LIFT ENGINEER ISSUE 08

One of the greatest challenges facing the methods is proving favourable amongst
offshore floating wind sector is the launch designers. Some of the larger concrete floaters
of the Floating Foundation Structures (FFS) can be anywhere from 10,000 to 20,000 Te.

THE CHALLENGES FACING THE or floaters that are used to support the wind
turbine when in deeper water. Why are they
a challenge? Well, as the size of the turbines
The main disadvantage of concrete fabrication
is that they cannot be suitably deballasted to
lower draughts and displacement, making the

EXPANSION OF THE OFFSHORE grow so too must the size of the required FFS.
These currently range from 40m wide up to
115m wide for some of the largest tri-floater
launch and regular maintenance significantly
more challenging.

FLOATING WIND INDUSTRY designs, and this trend is only getting bigger as
the industry pushes to maximise the size of the
wind turbines. This article will focus on some
of the challenges faced by the growth of the
WRITTEN BY DAVID COOPER offshore wind industry.
SENIOR NAVAL ARCHITECT, MALIN ABRAM
Currently most large offshore structures
are either built in dry dock, launched from
slipways or rolled out and floated off from
semi-submersible heavy lift vessels. The
growth in this sector has resulted in different
projects competing for limited infrastructure,
and consequently the suitable drydocks and
slipways will soon be at capacity, with large
scale civil infrastructure investment required to
provide additional capacity.
The industries current focus is on securing leases
for offshore sites and the detailed design and
optimisation for the floaters, however the large-
scale fabrication and launch strategy of these
projects has not yet been fully addressed. Many
commercial ports are engaged in partnerships
with the fabricators for suitable quayside space
to fabricate the floaters, however this does not
solve the launching challenges.
Towage vs Local Fabrication
Most ships are built in shipyards in the far East
which can cater for the fabrication of large
floating structures, however floating wind
foundations typically cannot be wet towed long
distances and are a challenge for dry towage
even on some of the world's largest heavy lift
vessels. As a result, they need to be built in
close proximity to the location that the wind
farm is to be installed at. This will mean several
new large scale fabrication facilities will be
required around the world to accommodate this
need, each with its own launch solution.
Large-Scale Production
Large tri floaters will likely be built in sections
with each sub assembly being fabricated, and
then transported to a suitable launch site,
whether this be a dry dock or quayside facility.
Once in position the final assembly will be
carried out and the complete unit will be ready
for launch, however this will still be limited by
drydock capacity and other port infrastructure.

Design and Fabrication

Floaters are designed with hydrodynamic
stability and seakeeping in mind. This leads
them to have deep draughts and large
displacements for enhanced stability. To achieve
these displacements some are made from steel
using conventional offshore structural methods
combined with water ballast to increase the
draught that they float at, thus increasing their
displacement. Steel fabrication is typically more
time consuming, costly, and labour intensive
when compared to reinforced concrete
fabrication. With the demand for high numbers
of large floating structures the shift towards
concrete or at least part concrete construction
fig. 4/ Offshore structures on a submersible barge mid load-out operation

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Semi-Submersible barges and Heavy Lift Buoyancy Modules

Vessels
Submersible barges offer an alternative means
of launch floating structure by load out and
float off. Floaters built on land can be moved to
the quayside by SPMT (self-propelled modular
transporters), and then rolled onto a semi-
submersible barge. The semi-submersible can
then be submerged, and the floater floated
off. This process is currently underway for
some of the small-scale demonstrator units.
The current global fleet of semi-submersible
barges are undersized for the full-scale floaters
as the maximum beam of a typical semi-
submersible barges is 36 to 38m. The largest
semi-submersible heavy lift vessels have a
maximum beam of 60-79m, which is bigger
than some of the largest semi-submersible
barges available on the market. However, even
the larger barges will struggle with the widest
floaters and unmanned barges will offer a
significantly more attractive day rate compared
with the largest heavy lift vessels.
There are a number of proposals for use of
modular buoyancy tanks that can be ballasted
to launch the floaters. These come with their
own challenges as a high cargo centre of
gravity (CoG) on deck and no waterplane area
for the buoyancy modules once submerged, the
stability will need to be justified purely through
the upwards reaction force on the floater.
Designs are still underway for this method with
a working solution still to be developed. The
longitudinal strength requirements for a load
out of a large structure by skidding or SPMT
will also add further complexity to a modular
coupling method.
This article has sought to cover some of the
identified challenges surrounding the fabrication
and launch of the FFS, teamed with an insight
into the current potential solutions.

Purpose Built Newbuild Floating Dock

Some developers have issued proposals for use
of a purpose built wide floating dock capable of
loading out and floating off the larger floaters.
A purpose-built floating dock, with beam in
excess of 100m, would require a large dry dock
or slipway of its own. It would also be limited
in where it can be built, located and moved as
it would be beyond the limits for the Suez Canal
and other major shipping routes.

Barge Coupling
By coupling 2 or more large semi-submersible
barges together it will create a large platform
that would be capable of supporting the wider
tri floater types. This could either form a dual
barge for some of the smaller floaters, or a
triple barge for the larger types. Dual barge float
offs have been used for launching a number of
large offshore structures and can make use of
a variety of existing semi-submersible barges.
The use of barge coupling introduces complex
multibody interactions which are not present
when using a single launch vessel.

fig. 5/ Offshore structure on submersible barges

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 THE HEAVY LIFT ENGINEER
BLASTING AND FINISHING
WITH BONNIE LOWSON
WRITTEN BY BONNIE LOWSON
BUSINESS DEVELOPMENT MANAGER, CLYDE CORROSION CONTROL
With over 30 years of working in this industry,
it will be of no surprise to hear me say that
blasting and painting are not only critical
processes, but are in fact essential to ensure
the safety and durability of vessels and large
scale structures. However, these processes
involve complex and hazardous operations
that require specialist skills and training, and as
the marine industry continues to grow, there
is a pressing need for skilled workers who can
carry out these tasks safely and effectively. I
was therefore keen to share some thoughts
on the industry, with consideration of training,
safety regulations, and the latest technologies.
Whether you are a staff member, a manager,
working in an SME, or global enterprise, I hope
this piece offers some valuable insights into the
challenges and opportunities of this dynamic
sector.
Blasting and painting play a critical role in the
maintenance and repair of vessels and large
structures – in the marine sector and beyond.
These processes involve the removal of old
paint and rust from the substrate, followed
by the application of new coatings to protect
the metal surface from corrosion and damage
caused by exposure to saltwater and other
elements.
The marine sector is a harsh environment where
structures are subjected to saltwater corrosion,
high humidity, and extreme temperature
fluctuations. This makes maintenance and
corrosion control a top priority for any vessel
owner or operator. Corrosion, if left unchecked,
can cause significant damage to the hull,
machinery, and equipment. It can also lead to
safety hazards, environmental damage, and
costly repairs. As such, the primary goal of
many of my clients is to extend the lifespan of
the vessel or structure and ensure its safety. It is
a complex process that requires specialist skills
and expertise to ensure that the coatings are
applied correctly and effectively, a challenge
often compounded when the exercise needs
to be completed outdoors in the wet, Scottish
weather.
Blasting involves the use of high-pressure air
and sometimes water to remove the old paint
and scale from the surface. The surface must
be entirely clean and free of any contaminants
before the new coatings can be applied. At
this stage we carry out salt tests and profile
readings to determine that we have no salt
contaminants in the steel and that our profile
reading from the blast have the required
microns. Paint is then applied, using specialized
equipment such as Graco Spray units.
There are several key considerations when
it comes to blasting and painting, such as
environmental regulations, health and safety
requirements, and the type of coating to be
used. Another key consideration is the type of
blasting and painting equipment to be used.
There are various types of blasting equipment,
including wet blasting, dry blasting, and
abrasive blasting, each with its own advantages
and disadvantages. Similarly, there are various
types of painting equipment, including airless,
conventional, and electrostatic spray units,
each with different application methods and
characteristics.
In addition to equipment considerations, other
factors to consider include the type of coating
to be applied, the environmental conditions
during application, and the safety measures
required to protect workers and the surrounding
environment. For example, blasting and
painting operations requires the correct PPE
including blast helmets attached with filters
which provide clean breathable air for the
blasting operative and full face spray masks
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ISSUE 08
with the correct filters for all sprayers, with the
correct protective clothing; both importantly
protect workers from the hazards of abrasive
blasting and toxic paints and coatings.
As you can see, it is not a simple task and poor
practice can lead to severe consequences,
from environmental pollution, to damage to a
client’s structure in the longer term owing to
poor protection. As such, the sector requires a
highly skilled workforce to ensure the safety
and longevity for the client, as well as to
maintain the environmental integrity of marine
ecosystems.
Workers in the marine sector need to have
a deep understanding of the materials and
equipment used for blasting and painting, as
well as the safety protocols involved in these
processes. They must also have knowledge of
the regulations and standards governing these
operations, which can vary depending on the
type of structure and the location in which the
work is being carried out.
In addition, the marine environment presents
unique challenges that require specialized skills.
For example, workers need to be able to work
comfortably in tight spaces, at heights, and in
adverse weather conditions (that Scottish rain
again!). They also need to have knowledge
| TIPS |
fig. 6/ The painting of Sootblowers to a C5 spec using a Graco airless spray system
of marine ecology and be able to work in a
manner that minimizes the impact of blasting
and painting on the surrounding environment.
As my career suggests, I am a passionate
advocate of the sector; we must acknowledge
the importance of skills development in the
Industrial Coatings Industry and take action
to recognise and promote it. This includes
encouraging individuals to pursue training and
certification in blasting and painting, promoting
on-the-job training opportunities (as I do with
my own team), and increasing investment in
training programs and facilities.
Let's all work together to recognise the skills of
the staff within this specialist industry, promote
skills development and ensure that we continue
to have a skilled workforce capable of meeting
the demands of this critical industry.
fig. 7/The Clyde Corrosion facilities with fireproofing project
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fig. 8/ Malin Abram team during a heavy lift project at Clydeport
UNDERSTANDING PORTS
AND PORT AUTHORITIES
WRITTEN BY JAMES PARKHOUSE
PROGRAMME MANAGER MAJOR TRANSPORT PROJECTS, MALIN ABRAM
Many heavy lift and transportation projects
involve some or all phases of their operations
being undertaken within a port or marine
facility, therefore, understanding the port and
the Port Authorities perspective is important to
project success.
No two ports are the same. This may seem
a rather blunt statement however in the UK
alone there are over 300 ports of varying type,
size and geographic location, each developed
to service the specific requirements of their
customers and stakeholders. This makes for a
large and diverse industry when considered on
a global scale.
The aim of this article is to highlight key
considerations, and best practice when
undertaking port based projects; given this, it
is useful to first consider the types of ports and
the purpose of Port Authorities.
What is a Port?
Notionally a port is a location where ships
call to load or unload cargo or passengers.
However, a port’s boundaries may often extend
significantly beyond the port’s berths to include
adjoining land, estuaries, navigable rivers, piers,
jetties and anchorages in or at which sea-going
ships can moor or anchor.
Wherever you go in the world, ports are
generally established by national or local
legislation that define the port, its boundaries,
the regulation of the port and empower a Port
Authority to operate, manage and regulate the
port, be that a private entity or government
body.
Marine projects may also be undertaken at
berths, anchorages, terminals and jetties that
are not within a port established by legislation.
Therefore, we would generally consider ports
to be either statutory or non-statutory in nature.
In the UK ports are also further categorised
into 4 types which relate to their commercial
ownership and governance arrangements,
independent of whether they also have
statutory powers or not:
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ISSUE 08
Private: These ports have equity owners or
share holders
Municipal: Owned by Local Authorities
Trust: Trust ports own themselves and can't be
owned by another body
Dockyard Port: These are military ports
operated by the Ministry of Defence(MoD)
Regulation of Statutory Ports
The Regulation of statutory ports will vary from
country to country, however, the applicable
legislation will grant the Ports owner/governing
body the powers to:
• Ensure safe and efficient port operations.
•
•
•
Charge dues/fees on ships and cargo,
Appoint a harbour master,
Regulate movement of vessels,
• Issue Harbour, special or general directions
and by-laws
• Enforce port regulations, directions and by-
laws.
The specific powers necessary to operate,
maintain and regulate the port are tailored to
suit the specific port.
| TIPS | VESSELS |
19
Ports may also hold specific duties under other
legislation related to compliance with matters
such as health and safety, environmental
protection, merchant shipping legislation, etc.
The UK established a national standard to
enhance safety in ports and to promulgate
good industry practice. This standard is known
as the Port Marine Safety Code (PMSC). The
Code requires ports to ensure compliance with
their duties and powers held under national
and local legislation, and to implement a formal
Safety Management System based on formal
risk assessment.
This move to a risk based approach has had
a significant influence on port’s approach to
marine operations. The evaluation of the
risks associated with any deviation from the
port’s routine business and the associated
justifications and mitigation measures will be a
very important consideration for Port Authorities
being asked to permit such activities.
fig. 9/ Saturation Diving Module during load-out for Well-Safe solutions
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Regulation of Non-Statutory Ports
Where a berth, terminal, jetty or facility
operator does not hold statutory authority
over the facility or adjoining waters they
may still hold certain duties under other
legislation in the same manner as a statutory
port. In the UK the PMSC also recommends
that such non-statutory marine facilities
seek proportionate compliance with the
code to ensure they align with applicable
industry good practice.
Good Practice when Engaging with
Ports
As we have seen, ports can be both
commercial entities and regulators that
align their infrastructure, services, resources
and regulatory powers with their routine
business. Therefore, if your project is within
the scope of routine business then the
appointment of a local agent, completion
of routine notifications and reporting
requirements may suffice.
However, once the scope creeps beyond
routine business, the prior approval of
the Port Authorities will be necessary.
The following would be considered good
practice when engaging with a Port or
facility operator.
1. Jurisdiction – Determine the jurisdiction
of port authorities in relation to the project
operations. It is not uncommon for projects
to involve multiple port authorities; this is
often due to the need to transit through the
waters of an adjacent port. If the berth or
facility is not owned by the port, you need
fig. 10/ Container port: An example of tailoring of a port facility to meet specific customer demands
20
ISSUE 08
to understand where the interface between 5. Consultation – the port may need to So, as we see no two ports are indeed the
port and facility operator responsibilities consult with other stakeholders as part of their same. An understanding of not only the ports
sits. Adjacent ports or facility operators approval process. For example, disruption to physical attributes, but the stakeholders,
often have agreements that outline the other port operations may need to be raised normal business and governance of the port
demarcation of responsibilities and areas of with other port users in order to mitigate are important considerations during project
cooperation. impact or additional temporary regulations may planning and execution and ultimately, when
be required to facilitate operations (e.g. closing we want to deviate from “business as usual”
2. Research – Port authorities’ websites or restricting access to other berths/facilities for early proactive engagement and collaboration
should be visited to obtain information on a defined period of time, etc.). Be prepared to with stakeholders is key.
local regulations, guidelines and operational support the port in this process.
arrangements to understand the nature
and extent that intended operations may
deviate from routine business.
3. Engagement – The more the project
deviates from routine business the earlier
the engagement should be. Even if the
response to initial engagement is not
entirely positive, it will establish the ports
appetite and their areas of concern. It will
also indicate any additional work scope
that might be necessary to satisfy the port
(e.g. simulation of marine moves, dredging,
additional bathymetry, etc.). Bringing the
port onboard early allows them to feel part
of the solution, presenting a fait accompli
just prior to operations will do you no
favours.
4. Collaboration – Port authorities are a
definitive authority on operations within
their port. Encouraging the Port Authority
to participate in Risk Assessment processes
and giving them opportunity to review and
comment on applicable technical documents
will give them greater understanding of the
operations and should assist in gaining their
approval.
fig. 11/ General cargo berth: Allows a much more varied scope of services or project work
ARTICLES | TIPS | VESSELS | NEWS & EVENTS
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 THE HEAVY LIFT ENGINEER ISSUE 08

LARA 1

Name: LARA 1 EQUIPMENT

Official N: 8521672 Crane: Figee 250t @ 25m to
Class: LR 120tonnes
GT: 1,793 tonnes @ 40m Electric control
Built: Netherlands 1986 Mooring/anchor: 4 x 5tonnes x 15m/
Call sign: 3FAG2 min.
Accommodation: 10 x 1 man crew
TECHNICAL DETAILS cabin, Galley, messroom, dayroom
Length overall: 59.9m and sanitary room.
Beam: 23m
Depth: 3m MAIN MACHINERY
Max transit draught: 5.8m Main Engines: 2 x Mitsubishi (2015)
Dwt on max draught: 2,346 tonnes S12R, MPTAW-5 1120 kW
Deck capacity: 10 t/m2 Generator Set: 1 x Mitsubishi 110 kW
575 m2 freespace Propeller: 2 x Voith Schneider 625 kW

The Lara 1, previously known as the Mersey Mammoth, is a highly manoeuvrable

craneship, equipped with a reliable and robust electrical powered FIGEE offshore
crane. Having undergone extensive renovation in 2011, she is classed by Lloyds
register, with ISM and IPS with DNV. She currently sails under the flag of Panama.
She was recently used by Malin Abram to transport units for BAE Systems, as shown.

ARTICLES | TIPS | VESSELS | NEWS & EVENTS

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22 23
 THE HEAVY LIFT ENGINEER
THE JOURNEY TO CHARTERSHIP
WITH SHANE HAND
WRITTEN BY SHANE HAND
SENIOR NAVAL ARCHITECT, MALIN ABRAM
Many naval architects continue their
professional journey, to achieve chartership,
becoming chartered engineers. Having
completed a relevant degree, for example
Naval Architecture, to then attain a CEng or an
IEng, you must demonstrate the appropriate
competence and commitment, the standards
of which are set out in the Engineering
Council's UK-SPEC document. Whilst hard work,
chartership is highly respected in the industry
by colleagues and employers alike.
Here Shane Hand, a Senior Naval Architect
at Malin Abram tells us about his journey to
chartership, the challenges and encouragement
he encountered and his advice for anyone else
considering taking the first steps to CEng.
What does a typical day look like for you
in your role?
It is really diverse, spanning a variety of duties,
from project management and planning, to
engineering and execution. And that variety
will then extend across a range of projects, for
example, the unit transportation of the third in
class Type 26 ship, HMS Belfast, or a feasibility
study and technical support for the Saudi Arabian
Megaproject NEOM. In other cases, it may be
general project cargo transportation, marine
warranty work or supporting our tendering
department, scoping new prospective projects.
This wide-ranging variety means that no two
days are the same, indeed, some days no two
hours are the same!
Why did you get into the sector?
I grew up in the South-West of Ireland and
spent most of my formative years working
on our family passenger boats from Dingle. I
also spent a great deal of time with my father
driving around Ireland, during which time I
was able to help him with the installation of
electronics equipment on fishing boats. During
one of these very drives he suggested Naval
Architecture as a career path and straight away
I was sold.
Can you outline your journey from student
to graduate, RINA member and then
laterally, chartered engineer (CEng)?
I started my journey in Southampton, where I
kicked off my studies. Following graduation, I
went back home for a final summer, working
on our passenger boats in Ireland, during which
time I was fortunate to be introduced to Simon
Cormack at Marine Design International. Simon
was very supportive throughout my time with
him and encouraged me to challenge myself,
and always question, to think critically about
a problem. It was Simon who encouraged me
to pursue Chartership, and informed me of the
philosophy behind it. From there I progressed
to a role as Naval Architect at Ferguson Marine,
where I was given a lot of responsibility in two
of the company’s R&D projects affording me
the opportunity to utilise the skills I developed
at Marine Design International, taking me
closer to CEng confirmation. I then progressed
to Malin, where I was encouraged to finalise
my chartership, successfully completing the
journey with my final interview in November
2022.
How does it feel being a CEng? And how do
you think it will impact on your day to day
role or future progression?
To be awarded my Chartership really does feel
fantastic. It was a personal goal of mine for the
longest time and to have achieved it finally, is
very fulfilling. It provides that assurance that
you are doing the right thing and recognises
the expertise and experience that you have
developed across your career to date. Has it
changed my role day to day? Not really – it
certainly doesn’t excuse me from the early
starts when you are onsite, or on the days of
ARTICLES
24
ISSUE 08
fig. 12/Shane Hand, on-site during the load-out of the HMS Glasgow
wild Scottish weather. However, I didn’t ever
expect it to, nor did I pursue it to change my
role. I love what I do and wanted to achieve
CEng to demonstrate this love and passion,
a certified representation of my commitment
to the industry and career path, and as such,
it has definitely provided a greater sense of
job satisfaction.
What was the biggest challenge in taking
this latest step?
The biggest challenge for me was finding the
time to finesse and finalise my report. With
the hustle and bustle of day-to-day life, it was
difficult to carve out the time needed to finish
the report, but my managers have been very
supportive in allowing me to take time out
when needed. This allowed me to dedicate
the required time to finalise my successful
submission.
For any newly graduated Naval Architects
or those considering studying – what
advice would you give, if they are
thinking of applying for their chartership?
If I were starting again, my top tip would be
to keep a record of jobs that you have worked
on. Luckily, the companies I have worked for
| TIPS |
have had progressive project management
software, so I have been able to track time
spent on projects past. However even with
the sophisticated programs, the specific
elements of the job, what you personally
were involved in were often not fully
captured. I would recommend a professional
diary, which combines a weekly to-do list
with completed projects. The former works
to ensure that you’re organised and works
to establish good habits, whilst the latter
will stand you in good stead when it comes
time to complete the Initial Professional
Development report. It is also necessary to
appreciate what you don’t know; no one
knows everything. An appreciation of your
knowledge and sometimes the lack of it,
will ensure safe engineering is carried out
efficiently, which is the ultimate goal.
Outwith that, I would encourage anyone
considering this path to not hesitate, take on
the challenge, and believe in your ability!
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