As we progress our passage through these unchartered times. I hope that all our Members, Guests and their families are managing to stay safe and well. Let us hope that it will not be too long before we can resume our normal lives. Here are a couple of good news stories to brighten our day!
Equinor and SSE Renewables have chosen the Port of Tyne in north east England as the site for the operations and maintenance (O&M) hub serving the 3600MW Dogger Bank offshore wind farm.
Equinor is constructing the facility. The joint venture partner will operate the wind farm for its expected lifetime of more than 25 years and will base its O&M teams at the centre.
The multi-million pound site will includes both office space and a warehouse.
Dogger bank is being built in three 1.2GW phases, with the first expected to starting producing electricity in 2023.
The project is expected to generate over 200 direct jobs in the region, as well as opportunities for companies at all levels of the supply chain.
Dogger Bank will require a total capital investment of approximately £9bn between 2020 and 2026.
Construction of the wind farm, led by SSE Renewables, began in January 2020.
Secretary of State for Business Alok Sharma said: “This new facility is fantastic news for Tyneside and the North East of England. Renewable energy is one of the UK’s great success stories, providing over a third of our electricity and thousands of jobs.
“Projects like Dogger Bank will be a key part of ensuring a green and resilient economic recovery as well as reaching our target of net zero emissions by 2050.”
Equinor North Sea new energy solutions senior vice president Stephen Bull said: “The UK government has legislated to cut carbon emissions to net zero by 2050.
“Major scale renewable energy projects like Dogger Bank ensures Britain’s leadership as the #1 offshore wind nation. Moreover, the project brings new investment to the UK, at a challenging time for us all, and secures over 200 jobs in the region as well as new opportunities in a future-fit growth sector.
“The North East has a strong industrial heritage and a supply area that stretches north and south of the River Tyne. With a strong low-carbon vision for the future; as well as targets to become net zero in its own operations by 2030 the Port of Tyne is clearly well set up to attract future investments which we hope will complement our activities.
“We are extremely proud that our skilled teams will operate the world’s largest offshore wind farm from here and look forward to becoming part of the community, and strengthening our low-carbon commitment to the North East.”
SSE Renewables director of capital projects Paul Cooley said: “The announcement today cements SSE Renewables’ and Equinor’s commitment to developing long term jobs and economic benefit in the UK and we are very pleased to welcome the Port of Tyne to the project.
“The O&M base will bring significant socio-economic benefits to the local area during construction and throughout the projects lifetime, as we have seen on our previous offshore wind projects including Beatrice.
“Dogger Bank will help drive the transition to a net zero future and we are continuing our work to construct the largest offshore wind farm in the world safely.”
The Port of Tyne recently launched its ‘Tyne 2050’ plan with a vision to become one of the most environmentally sustainable ports in the UK by 2030.
Offshore wind is a “key component” of the strategy.
The main recruitment activity for the O&M facility will begin in early 2022 and ramp up as the project nears operation, with the first phase due to begin producing electricity in 2023.
RenewableUK deputy chief executive Melanie Onn said: “This is a great example of how our member companies in the offshore wind sector are investing billions of pounds in developing vital new energy infrastructure all around the UK.
“Offshore wind is creating new opportunities and employment in port towns and coastal communities throughout the country.
“As we look to the future, renewables offer us a way to rebuild our economy after the coronavirus pandemic, not just by developing projects here but by exporting our valuable expertise around the world. We can consolidate our global lead in offshore wind and in developing innovative technologies like floating wind, marine power and renewable hydrogen, as well as restarting the development of new onshore wind projects.”
Image Port of Tyne
Leading laminate surface manufacturer Formica Group has signed a new deal with Port of Tyne to move its UK import operations to South Shields bringing around 500 containers a year into the Port.
Formica Group, based in North Shields & Newton Aycliffe, supplies branded surfaces for worldwide commercial and residential markets and imports paper reels from Savannah in the US.
The paper reels will be shipped from Savannah to either Felixstowe or Rotterdam before being transferred to South Shields on coastal feeder vessels and then moved into the Port of Tyne’s deep-water container facility.
The containers will then be unloaded into a port centric warehouse, which will store about 2,500 tonnes of paper before being called off for delivery on a Port of Tyne vehicle to Formica’s North Shields production site.
Port of Tyne’s Commercial Director Richard Newton, said: “Our close proximity to Formica’s production site in North Shields will improve turnaround times, increase efficiency and use considerably fewer road miles, saving time, carbon and money.
“Our award winning customer service, which achieved 93% satisfaction rate, was critical in winning this business; we are in constant dialogue with our customers and form strong partnerships. Combined with our port centric approach, which forms an integral part of our customers’ supply chain, it gives customers one less thing to worry about. We are delighted to secure this deal and look forward to working with Formica.”
Dan Baker, European Category Manager at Formica Group, said: “Sustainability was a crucial factor in choosing to work with the Port of Tyne, which has allowed us to save about 40,000 road miles per year. Environmental sustainability is increasingly important for Formica’s supply chain.”
Formica Group’s Coast Road Factory in North Shields, which recently underwent a multimillion-pound renovation, employs more than 400 people and serves as the company’s European headquarters.
This news comes after the Port of Tyne recently expanded capacity at its container terminal by 40% to handle a throughput of around 100,000 TEUs per year (Twenty Feet Equivalent Units).
Port of Tyne also gained Authorised Economic Operator (AEO) status, an internationally recognised quality mark, simplifying customs processes and certifying that its role in the international supply chain is secure.
Sea News, May 13
Please note : Due to the coronavirus pandemic all meetings of the Club including the Annual General Meeting have been postponed until further notice
Thanks to TASC Member Robert Hunter for the video link showing the building of the second ship in a series of ten for Portuguese Owners in 1946
A half hour historic documentary film taken in 1946 of life in Bartram’s Shipyard building the second of about 10 ships for the Portuguese……..just before we switched to prefabricated units and welding when the practice was for the shipwrights to erect all the floors, frames and beams piece small on the building berth and when “Framed Out” for the plater’s to erect and fair all the individual plates in preparation for the riveting squads. R.B./
Click the following link…..
When I saw this, it reminded me of a seminar I attended in the mid-nineties. I was a consulting marine engineer – however many of the attendees were master mariners and mates. The seminar centred on the very high level of maritime insurance claims and reviewed research carried out at the time that suggested some 78% of all major maritime insurance claims could be attributed to human error. During one session of the seminar dealing with the subject of collisions – I dared to ask the question, half-jokingly ‘With such a high incidence of human error, why not simply remove all personnel from the ships and operate them remotely’? – There followed loud guffaws of laughter in the room. It seems that the same may not be quite the case tomorrow? – JKA chair/webmaster
Rolls-Royce: Transforming future marine operations
“We are pushing the boundaries of ship technology by harnessing the power of data in order to deliver through life asset optimisation.”
A short chronicle by TASC Member Robert Hunter
Here a small slice of maritime history which I thought to write down about St Helena the tiny remote UK Protectorate Island in the South Atlantic.
Some of you will know the island, will know Jamestown the capital and the background, but there is an unbelievable modern day twist to the tale.
Although a much visited and vital staging post for sailing ships voyaging via The Cape of Good Hope between Europe and the Far East, in 1815 the island of St Helena was regarded as so remote and so destitute of amenity that it was chosen as the most secure and suitable location to incarcerate Napoleon for the second time after he supposedly “escaped” from Elba. After several years in residence the troublesome celebrity died and was buried there surrounded by controversy and accusations of arsenic poisoning, but in a spirit of reconciliation with the French, his body was eventually exhumed and taken to Paris for a state burial.
The Honorable East India Company who effectively governed the island and who clearly relied on it for provisioning their ships, in 1814 commissioned and built the first ship to bear the name St Helena, a 136 ton schooner designed to supply and provision the island from her home port in the UK, from Cape Town, and from various other locations on the West African coast, with a wide range of cargo and passengers, but predominantly livestock in an attempt to make the island community more self sufficient and less reliant on support from Europe. She was not a lucky ship at times surrounded by controversy, losing captains and missing the island altogether with a cargo of livestock which never reached their intended destination on at least one occasion, but was employed in this valuable service until 1830 when she was attacked by pirates. Shortly after that the Company decided to sell her on; thus ending the 16 year association with the island, she being wrecked whilst trading on the South African coast in Plettenberg Bay in 1851.
Without the support of the schooner the island had to rely on support from what had become a substantial number of ships passing including the Royal Navy which fortunately took a greater share of the responsibility, bearing in mind the presence of substantial military garrisons in Jamestown as well as on Ascension Island. Such was the volume of traffic in the South Atlantic at that time that together with Greenwich, Cape Town, and Sydney, even St Helena warranted a “Time Ball” being installed and dropped from it’s staff at 1.00 pm Greenwich time every day so ships in visual contact could check their ship’s chronometers as an aid to accurate navigation.
With the opening of the Suez Canal in 1863 (or thereabouts!) the island was less frequented as a staging post except for ships en route to and from the UK and her growing Dominion of South Africa, such as the Union Line which in the late Victorian era became the celebrated Union Castle Line passenger fleet, which had the benefit of a Royal Mail contract to carry the mail between the UK and South Africa. In addition however Union Castle apparently had a tradition if not an obligation to support St Helena by calling there regularly en route north and south with vital provisions and to collect and transport the island’s only industry and export in the form of bales of sisal milled on the island from the flax growing almost wild there, to be shipped to Dundee for rope making, and to make mail bags and string for the Royal Mail. An important contract and source of income for the island.
This support by Union Castle and other well established large passenger liners calling there continued for almost 100 years, the islanders relying wholly on these often unscheduled visits for all their supplies; but with the general demise of the world’s passenger fleet services in the 1970s and no possible airport connection, the future of the islanders looked decidedly bleak until in 1977 the UK government stepped in to fill the gap by funding a vital lifeline in the form of a reasonable sized robust general cargo carrier suitably equipped with the necessary cargo handling gear, and with a history of providing support to remote settlements in Alaska, modified to take a limited number of passengers, and renamed RMS St Helena, the RMS denoting she was to carry the Royal Mails.
The “RMS” as she was called plied between her UK home port, Las Palmas, Ascension Island, St Helena, Cape Town, and occasionally Tristan de Cunha giving vital service and support to these remote locations until the Falklands War in 1982 when much to the concern of the island populations she was commandeered by the UK military for support services in South Georgia and the Falklands war zone.
A replacement was provided in the form of M V Centaur on a short term charter, designed primarily by her owners Blue Funnel as a cattle carrier with substantial passenger accommodation (which seems an unlikely combination) but this was a temporary arrangement and with the commandeered RMS retained in the service of the military after the Falklands war ended, it became clear that there was a need for a purpose designed vessel to support the three island communities.
Ascension, the nearest land mass to St Helena but still over 1,000 km distant, by this time had had the benefit of a substantial military air base for 50 years or more, and many “Saints” (as residents of St Helena are called) had found employment on the base, two weeks on and two week off, being ferried back and forth between the two islands by the RMS; and they particularly and the other island communities in general were anxious that communication between their home and their work place was put on a sure footing, so their lobby for a permanent purpose designed replacement was loud and clear.
For all sorts of very valid reasons, not least the volcanic mountainous terrain on St Helena and it’s remoteness from other landing strips in an emergency, an airport was then out of the question.
Another unexpected blow to the economy of the island at about this time was the sudden and devastating termination of the contract to supply the Royal Mail with the only export of the island; the bales of sisal which for years had sustained a “sizable” (excuse the pun!) proportion of the workforce. A decision by the UK Civil Service and the Royal Mail to dispense with natural fiber mail bags and twine or string, unbelievably in favour of synthetic material and elastic rubber bands sealed the fate of not only the flax plantations but also the mills. Whether the civil servant decision makers in the UK responsible were even aware of the consequences of their questionable decision is uncertain, but it understandably caused a great deal of resentment.
By the late 1980s agreement had been reached for the UK government to finance the construction of a purpose built supply vessel with general cargo and container capability and accommodation for in excess of 150 passengers to service the island communities, and November 1990 saw the maiden voyage of the brand new RMS St Helena, having been built by Hall Russel in Aberdeen, and the third commercial vessel to bear that name.
She sailed out of her home port Cardiff, and in 1999 after nearly 10 years of her being in service I was privileged to be a passenger to Cape Town to celebrate the millennium there, calling at Las Palmas alongside, Ascension Island anchored, and also anchored in James Bay for two days spending the whole time ashore in Jamestown and being driven round the island in a 1930s wooden bodied motor char-a-banc which is still running to this day. Made so welcome by everybody, an absolutely fascinating two days on the island, as was life on board for the three week voyage, with the captain and purser (who were ex Union Castle), and crew entering into the spirit of the voyage by recreating life as it had been on board the Union Castle Liners, with Union Castle dinner menus, cocktail parties, film shows, hilarious after dinner games, and of course the traditional Crossing the Line Ceremony.
During this my first visit to the island there was serious debate at that time of surmounting the difficulties and building an airport, to replace the RMS when she ended her service, but the island population and the visitors were divided in their thoughts, the younger population keen to travel backwards and forwards to their work at the military base on Ascension by air rather than take a couple of days by ship, and of course easier access to the rest of the world, and others who wished to preserve the very special status quo and limit the huge growth in tourism and the type of visitor which would result from making the island easily accessible from such tourist hot spots as Cape Town.
At about this time a sensible decision was taken to move the home port of the RMS from the UK to Cape Town, thus avoiding the long run up and down the North Atlantic, confined to the South Atlantic making better use of her time sailing back and forth from Cape Town to St Helena to discharge supplies and some tourists and pick up additional passengers…. the Saints who were on call for a two week stint at the military base; then on to Ascension to disembark one work force and embark those going home for a spell. Once a year I think, a call was made to Tristan de Cunha.
With the RMS starting to age, some time about 2010 and despite the difficulties of finding a suitable site for a runway the airport lobby was at its height, and I believe the UK government made a deal with the island officials to fund the construction of a passenger jet quality airport in return for discontinuing the financial support which the Protectorate had been receiving for years, on the basis that tourist income would expand dramatically, replace UK government support, thereby making them self sufficient and independent. (Whether they wanted to be or not!)
I was so taken with the island on my first visit; when over the period 2014/2016 I was planning to spend the two winters and travel to Cape Town by sea I deliberately chose to travel on ships calling at St Helena; the Astor, two visits, on her way to and from Australia operated by Cruise & Maritime Voyages, and a third visit on Voyager owned by Voyages of Discovery.
Making what was in fact my fourth visit to the island, three within the previous18 months, walking up the main street of Jamestown to my amazement I was recognised by not one but two of the local residents which really made my day as you can imagine.
All three visits the main talking point was the ongoing construction of the airport and what changes were in hand on the island to support its construction and to accommodate the huge changes expected in the tourism and hospitality business. My last visit made mid April 2016 was little more that 4 to 6 weeks before the airport was due to be operational, and there was a feeling of great expectation mixed with apprehension. Although not the last ship to visit before the airport was open, my visit was supposed to be one of the last, as I gathered that by end of May this year there would be daily flights from Cape Town and Namibia, and to and from Ascension as well, and the RMS would be taken out of service.
I couldn’t help but feel that huge changes were on their way and unfortunately those changes might not be for the better. For it takes a certain type of person with interests and the patience to be prepared to give up several weeks of their life on board a ship there and back in order to visit and experience the island, and a different type of visitor entirely who is only prepared to spend a few hours on a plane to make that same journey.
The RMS was advertising a programme of “last” cruise visits to the island before she was to be retired and sold or scrapped after the airport was opened and operational.
Here we are in August three months after the airport was supposed to be operational with planes and passengers in and out….However I have just heard all has changed, and the RMS will now continue as before servicing St Helena and Ascension Island from Cape Town for at least the next twelve months.
Apparently, that because of frequent adverse weather conditions and frequent cross winds experienced at the site of the airport (which incidentally has cost the British taxpayer £250 million) and because in the event of these adverse conditions no safe landing is possible, there is no alternative airport other than Ascension which is too far distant at over 1000km, the facility does not (and it would seem cannot!) comply with International Passenger Flight Safety Regulations, and as a result so far, I believe a license to operate has been refused!!!!!!!!!!
So the demise of the RMS has apparently been postponed until at least May 2017!!!!!!!!!
Watch this space!
2 &3) A painting and a commemorative stamp issue of Union Line’s RMS Scot which held the record for the shortest time between the UK and Cape Town from the 1890s after she was lengthened for nearly 30 years, and which supported the two island communities
4) The first RMS St Helena. A lifeline for many years until she was commandeered to support the Falklands invasion. 5) The second (and final?) RMS St Helena which has been in service since 1990, and which has had a stay of execution until May 2017, with the first RMS alongside astern of her.
6) James Bay and Jamestown on a good day with the church tower just visible.
To the best of my knowledge all correct but with my apologies for any inaccuracies or errors!!!
This section will soon include historical photographs and documents relating to our Shipbuilding and Engineering heritage; including a time when the north east shipyards and engineering works produced the majority of ships in the world, both (merchant and naval – together with all engines, boilers and machinery)
The Expansion of the Panama Canal
(Opened June 2016)
A brief background
The Panama Canal will be very familiar to many of our Club Members and of course our website followers. The 48 mile (77 km) waterway in Panama that connects the Atlantic Ocean (via the Caribbean Sea) to the Pacific Ocean. The canal cuts across the Isthmus of Panama and is a key conduit for international maritime trade. There are locks at each end to lift ships up to Gatun Lake, an artificial lake created to reduce the amount of excavation work required for the canal, 85 feet (26 metres) above sea level. The current locks are 110 feet (33.5 metres wide. A third wider lane was constructed between September 2007 and May 2016 and is due to open in June 2016
France began work on the canal in 1881 but stopped due to engineering problems and a high worker mortality rate. The United States took over the project in 1904, and opened the canal on August 15, 1914. One of the largest and most difficult engineering projects ever undertaken, the Panama Canal shortcut greatly reduced the time for ships to travel between the Atlantic and Pacific Oceans, enabling them to avoid the lengthy, hazardous Cape Horn route around the southernmost tip of South America via the Drake Passage or Strait of Magellan
Scale comparison of Panamax and New Panamax specifications. [Diagram by Julia Gold and the authors] – Places
The Panama Canal Expansion is the largest project at the Canal since its original construction. The project will create a new lane of traffic along the Canal through the construction of a new set of locks, doubling the waterway’s capacity. The existing locks allow the passage of vessels that can carry up to 5,000 TEUs. After the expansion the Post-Panamax vessels will be able to transit through the Canal, with up to 13,000/14,000 TEUs. The Expansion will double the Canal’s capacity, having a direct impact on economies of scale and international maritime trade.
The Programme consists of several components:
- New Locks (Third Set of Locks)
• Pacific Access Channel
• Improvement of Navigational Channels (Dredging)
• Improvements to Water Supply
The Panama Canal expansion is based on six years of research, which included more than 100 studies on the economic feasibility, market demand, environmental impact and other technical engineering aspects. Works on the Panama Canal Expansion began on September 2007 at a total cost of US$5.2 billion.