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DONGE FLUSHING YARD
Introduction:
“Donge Flushing Yard” (DFY) designs and constructs
dredging and port equipment. DFY has developed 6 major
standard product-types. “Macon Charter”, a sister company,
charters out dipperdredger/ backhoe-dredgers and other
equipment, such as offshore pontoons and splitbarges,
worldwide.
This combination of using and constructing equipment
improves the quality of our products since 25 years.
History:
DFY was founded in Raamsdonksveer, NL, around 1830 and
got its B.V. status in 1966, when the present owner took over
the exploitation. The yard started as a supplier and repairer of
small wooden row-boats and merchant sailing vessels.
Especially in the first years after the World War II, the repair,
rebuilding and enlarging of inland vessels was a rich field.
Since the 1970’s, the yard has concentrated entirely on new
construction and has succeeded in achieving its own place as
an independent dredging and port equipment supplier. 90% of
the production is exported all over the world and via existing
standard programme in New Zealand, Thailand, Turkey,
Portugal, India and the USA.
In 1977 a sister company “Macon Charter” was founded,
which deals with leasing and chartering dredgers and offshore
pontoons; the dredging experiences thus gained are integrated
in the design of present new tools. In 2000 a new, second
shipyard was founded.
Design and development:
All designs are done in-house and as most ships are standard,
extra emphasis can be laid on development.
Production programme:
In order to guarantee a reasonable price, a good delivery time
and a max. developed vessel with many standard parts, we set
up a standard range of:
1. Backacter Dipperdredgers
2. Self Elevating Platforms
3. Cranebarges and splitbarges
4. Drill barges
5. Truckboats
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1. BACKACTER DIPPERDREDGERS
DFY developed the only standard building
programme for dipperdredgers. The different
types are adapted to the range of excavators,
working depths and to the specific site /
environmental conditions.
In 1977 an affiliated “Macon Charter” was
founded, which deals with leasing and chartering
dredgers including crew; the dredging
experiences thus gained, are integrated in the
design of present and new equipment.
As from 1977 till today, 80 classic dipperdredgers
with adapted “Mining machines” have been
designed and build by us and 200 charter jobs were
executed for main dredging contractors.
In all cases our dredging equipment is chartered
out with our own crew. Thus we have dredging
experience in-house.
In 2005, due to the technical problems and
incapability with especially the big classic “mining
excavators” we designed the one and only marine
excavator, the “Backacter”, of which about 20
units have been delivered.
Our designs have been standardised.
Nevertheless various options and special client
requirements are easily integrated in these designs
as practically any variation has been made before
in our many deliveries, e.g.:
Collapsible spuds for the passing of bridges,
increased stability, accessibility to lower
sheaves
Monohull or demountable.
Self-propelled or non-propelled, etc.
All products are delivered according class
requirements of e.g. “Bureau Veritas”,
“Germanischer Lloyd”, “Lloyds”, “ABS”, etc.
In 2005/2006, the design and production of the
“Backacter” series started. The development of these
“Marine-excavators” derives from more than 30
years in dredging with heavy, “classic”, mining
excavators world-wide.
With the development of the “Backacter”, being
world’s first “Marine dredging excavator”, the
performance of these specialized excavators has
much increased and optimized in terms if production,
penetration force, reliability, maintenance, etc.
Five “Backacter” types are available:
BA 1100, BA 900, BA 800, BA 700 and BA 600
BA 1100
The Backacter (BA) 1100 is the biggest and strongest marine excavator in the world. Its own weight is
about 525 tons, not taking in account the weight of its powerpacks which are positioned inside the hull.
On the photos, the BA 1100 dredging is shown with a 18 meter monobloc, 6.5 meter stick and a 25 m3
SAE bucket. The maximum dredging depth with this attachment is about 18 meters.
Other attachment combinations are :
Boom 18.00 m, Stick 10.5 m, Bucket 20 m3 SAE,
max. depth about 22.00 m
Boom 23.80 m, Stick 6.5 m, Bucket 20 m3 SAE,
max. depth about 22.00 m
Boom 23.80 m, Stick 10.5 m, Bucket 15 m3 SAE,
max. depth about 26.00 m
Boom 23.80 m, Stick 17.3 m, Bucket 10 m3 SAE,
max. depth about 32.00 m
BA 900
The BA 900 is one of the biggest and strongest marine excavator in the world. Its weight is about 380
tons, not taking in account the weight of its powerpacks which are positioned inside the hull. On the
photos, the BA 1100 dredging is shown with a 18 meter monobloc, 6.5 meter stick and a 25 m3 SAE
bucket. The maximum dredging depth with this attachment is about 18 meters.
Other attachment combinations are :
Boom 16.0 m, Stick 7.0 m, Bucket 18 m3 SAE,
max. depth about 18.50 m
Boom 16.0 m, Stick 10.0 m, Bucket 13 m3 SAE,
max. depth about 21.50 m
Boom 20.0 m, Stick 10.0 m, Bucket 10 m3 SAE,
max. depth about 25.00 m
Other attachment combinations are also possible.
Since 30 years the dipperdredger design has been standardized into several types. For
example, the D-type and S-type of dipperdredgers are the biggest available type and both
are suitable to work at sea. DFY designs and builds them in such way that its structural
elements and lifting systems can suit such demanding environment, also on the long run.
DFY has adequate understanding of the conditions which can occur in a real-live dredging
operation. Our designs are based on these experiences, instead of merely on the basis of
calculations / the drawing office. Some conditions that can occur are:
What can this kind of
“dipper” cope with,
when it gets tough?!
DFY’s affiliated charter
company “Macon Charter”
executed approx. 250
dredging jobs with this
kind of heavy equipment,
enables us to show you
some examples:
SURVIVAL CURRENT
Project: Penarth, near Cardiff, UK,
in an area where currents of 12
km/hr exist. Here tidal levels vary
till 13 m.
In this area we dredged a trench in hard
limestone. It has to be considered that
the tug cannot hold the dredge in such
extreme, transverse, directed currents!
Nevertheless the spuds were to be put
down on the seafloor, imagine the
stresses the spuds had to cope with.
Project: Cape Lambert, Ore-loader
cleaning, 2 km. offshore
Suddenly in Australia swell can and
came up as high as 5 m.
The S1-type dipperdredger “Obscured
By Clouds” proved able to cope with
these waves, while lifted to its max.
and standing on the ends of its 30 m.
legs. Green seas came on deck and the
barge was jumping as high as 6 m up
and down.
WAVES PENETRATION
Project Aveiro, Portugal
About 20 tons weighing “Tetrapods” had to be dredged in
the surfzone. Long, high waves caused problems, but no
damage to the dredge.
Project: Barcelona, Spain 2008
The BA 1100 performing a demolishing job breaking and
removal of concrete caissons. The breaking up of caissons
is however no normal dredging practice.
2. SELF ELEVATING PLATFORMS
For the offshore industry, we offer a
standard range of self-elevating
platforms (S.E.P.).
The engineering, drawings and
construction of our S.E.P.'s are done by
ourselves, in accordance with the latest
technical insights and classed in
conformity with the latest rules for
Offshore Platforms “Bureau Veritas”,
“Germanischer Lloyd”, “ABS”, etc.
Traditionally S.E.P.' s were elevated by
hydraulic cylinders. As a hydraulic
cylinder system has many
disadvantages, we designed a system
which operates with hydraulic winches
in combination with a wire-rope-
reeving-system.
The design is similar to the spud design
of our -standard- large dipperdredgers.
Winches are placed below deck e.g. to
keep a clear, spacious deck.
In 2001, the engineering started of
the first big S.E.P. for our client
"Mammoet", dim. 90 x 33 m., which
is jacked- up and down by means of
our standard winch-wire rope
principle.
Besides the engineering of the legs,
the construction of these legs, its
legcans and accommodation was
done.
The diam. of the legs is 3.5 m.; some
of the biggest square legs ever build.
An even bigger (dimensions: 112 x
32 x 7.5 m.) and self-propelled
S.E.P. was engineered by “De
Donge” for an English client.
Model impact tests were executed at
the Dutch “Marin” institute, which
proved that our design can lift out
and into the water while coping with
2 m significant waves, which raises
considerably the number of days
such S.E.P. can be operational.
3. CRANEBARGES & SPLITBARGES
The design and construction of cranebarges and
splitbarges is also one of our specialities.
E.g. In 200 we delivered the Kee 315 for the
Harbour Authorities of Keelung, Taiwan.
This self-propelled, spudstabilised cranebarge,
equipped with a 150 tons “Amclyde” crane, is
used for dredging and salvage operations.
The 150 tons crane is mounted on a 15 m. high
pedestal.
“Donge Flushing Yard” has one of the most
modern Yards in The Netherlands.
All work is done under cover and with max.
efficiency: 3 gangway cranes of in total 192 tons!
assemble the ship sections and other parts on the
covered slipway.
A vessel of max. 4000 tons can be pulled out of
the water.
A large number of splitbarges has been
delivered over the years in all kinds of shapes
and sizes. E.g. we designed / build splitbarges
ranging from 100 m3 to 5000 m3 (worlds
biggest).
4. DRILLBARGES
In 2003 DFY received an order of the “Panama Canal
Authorities” (PCA) for the delivery of a drilling
platform which is foreseen to execute the drilling and
blasting for the widening of the Panama Canal.
A special drillbarge was designed with the objective
to create the most modern and best drillbarge in the
world, named “Baru”, which is in many aspects
improved than the drillbarge “Thor” also owned by
the P.C.A. which dates back from the 1960’s.
We mention the following key features:
The barge can be lifted out of its floatation by
means of its 4 spuds which are operated by
hydraulic winches, thus the barge can continue
drilling while seaships pass inside the canal.
The barge has 4 drilling towers which can be
shifted alongside the barge as well as outside the
barge ! The latter is done by hydraulic cylinders.
Thus an optimal drilling pattern can be delivered
with minimal repositioning of the barge / time
consumption.
In cooperation with the Panama Canal
Authorities and our drill tower supplier
“Klemm” a new drilling technique has been
developed which minimizes the time and effort
inwhich a hole can be delivered.
Often can one observe how much time is lost
during a dredging operation due to inefficient
drilling and blasting. This is often primarily
caused by the fact that the present drilling and
blasting unit is a collection of pontoon, land-based
drilling equipment and much improvising.
5.
TRUCKBOAT
In order to serve the transport e.g. in isolated areas for transportation of components, oils, spares,
etc. between floating equipment and shore. Two sizes amphibious “Truckboats” were developed:
- Truckboat “TB30” transports cargos up to 25 tons, dimensions 14 x 4.0 m
- Truckboat “TB50” transports cargos up to 50 tons, dimensions 19 x 5.4 m
Various “hold types” can be delivered
“Donge Flushing Yard B.V.”
Portugalweg 3, 4455 TZ Nieuwdorp,
Harbour nr. 5910, Vlissingen-Oost, Netherlands
Tel. +31(0)113.613100, Fax. +31(0)113.614190 Email: [email protected]
Website: www.shipyarddedonge.nl