IMC Shipbrokers are delighted to have contributed to the transportation of the inaugural section for Scotland’s new two-lane opening road bridge spanning the River Clyde, connecting Clydebank and Yoker with Renfrew. This significant endeavor marks a milestone in infrastructure development, promising improved connectivity and accessibility for the region. We take pride in our role, however modest, in facilitating this vital project, which holds great promise for enhancing transportation networks and fostering economic growth in the area.
Picture courtesy Paul Eikenbroek
In the vast world of maritime operations, where colossal vessels dominate the seas, there lies a unique and often overlooked challenge – the sea towage of a small mooring pontoon, known as “poutre flottante” in French. While size is often considered a crucial factor in maritime activities, this seemingly diminutive task proves that sometimes, it’s the small things that make the biggest waves.
Towing a small mooring pontoon across the sea might seem like a straightforward task, but it presents a unique set of challenges. The size of the pontoon requires a specialized approach to ensure its safe transit, taking into account factors like weather conditions, currents, and potential hazards along the route.
While the maritime industry often emphasizes the significance of size in vessels and equipment, the sea towage of a small mooring pontoon serves as a reminder that size does not always correlate with importance. Every maritime task, regardless of scale, requires attention to detail, professionalism, and an understanding of the unique challenges involved.
In this case, the modest dimensions of the pontoon do not diminish the complexity of the sea towage operation. Rather, it highlights the adaptability and versatility of the maritime industry in addressing diverse needs, from the colossal to the seemingly inconspicuous.
(picture courtesy Master tug Barney)
Just before the arrival of storm Ciarán, we undertook the towing of a 3,000-ton semi-submersible jack-up barge.
This particular jack-up is of the ‘conventional’ type, functioning as both a jack-up barge and a semi-submersible dry dock. It has the unique capability to submerge without the necessity of pumps or ballast systems. To initiate the submersion process, the valves at both the top and bottom of the pontoon are opened, allowing the submerging operation to commence.
We towed a 600-ton payload jack-up to a designated spot along the River Dart for demolition activities, which include underwater concrete cutting. (Picture courtesy D. Lockie /Aquatic Towage)
We recently towed a 61m linkspan from Holland to the UK using a DAMEN Shoalbuster 3512.
The new linkspan is part of a project that will support increasing volumes of global Ro-Ro traffic and further strengthen the Port’s position as the UK’s northern gateway for international trade.
A linkspan or link-span is a type of drawbridge used mainly in the operation of moving vehicles on and off a roll-on/roll-off (RO-RO) vessel or ferry, particularly to allow for tidal changes in water level.
Linkspans are usually found at ferry terminals where a vessel uses a combination of ramps either at the stern, bow or side to load or unload cars, vans, trucks and buses onto the shore, or alternately at the stern and/or the bow to load or unload railroad cars. (source Wikipedia)
We recently used a Shoalbuster 2709 with 40T bollard pull to tow a 100m barge from Holland to Belgium. The convoy was assisted by a Shoalbuster 2308.
We recently towed this a crane barge from UK to the Netherlands.
It measures 60 x 16.5m and is fitted with a 250T revolving crane.
We recently towed this 60 x 28m newbuilt submersible jack-up/floating dock from The Netherlands to its new Owners in the UK.
It is designed and built to launch heavy structures such as warships or concrete structures from the quay into the water and vice versa. It can also be used as a movable drydock or transport pontoon. It is a conventional Jack-Up that can submerge without the use of pumps and/or ballast systems. The valves in the top and bottom of the pontoon are opened and the submerging can begin. Very cost-effective as it saves a lot of time and is low in maintenance. Also much safer as you work above the waterline and is always 100% horizontal on its spudlegs. It has a payload of 3,000T.
Skylift Marine
Towage of a caisson (dock gate) from Holland to the UK.
Over the past 20 years, we have towed dozens of similar caissons.
Caissons are floating “boxes” that are placed at the seaward end of a dry dock to block the interior. The caisson can be flooded to seat it in the opening of the dock to close it, or pumped dry to float it and allow it to be towed clear of the dock.
Despite some very challenging weather conditions during this 700nm towage, we safely redelivered the tow, a 60m flattop barge, to its Owner in The Netherlands.
For one of our loyal customers, we arranged the towage of a 122m barge to Germany to load two container cranes with final destination Estonia.
Both container gantry cranes were in operation at the HHLA Container Terminal Burchardkai for 16 years and when they commenced operating in 2005, they were among the largest container handling cranes at the Port of Hamburg.
The gantry cranes will start operations at the HHLA TK Estonia terminal in the port of Muuga, which HHLA acquired back in 2018. The cranes will be customized after arrival and are expected to commence operations by the end of the year.
For one of our close customers, we arranged the inland towage of a 84m ballastable barge loaded with a Konecranes Gottwald mobile harbor crane from Belgium to The Netherlands.
Picture courtesy Mateo Witte
