ShipBuilding Industry 2016 Issue 1

SBI 2016 | VOLUME 10 | ISSUE 1

SUPPORTING SHIPBUILDING EFFICIENCY

SB I VOL. 10 ISSUE 1 | 2016

ShipBuilding i n d u s t r y

NAVAL ARCHITECTURE

Havyard’s First of Three Icebreaking Offshore Vessels

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Publisher’s

note

10th Anniversary For ten years now, yellow & Finch Publishers has successFully Published international maritime magazines. as one oF the comPany Founders, i am Proud oF what we’ve accomPlished in a decade and i would like to take this opportunity to thank our entire team, business partners and associates for their trust in us. in addition to the success of our own publications, we have also set-up a y&F services department which provides tailored media and communications packages for our clients in the maritime world. in 2015, our superyacht industry magazine celebrated its 10th anniversary and now it is shipbuilding industry’s turn to celebrate! shipbuilding industry covers the worldwide shipbuilding industry and is one of the top business-tobusiness magazines in europe. the editorial team crosses borders to speak to key players in the maritime industry, visit yards, suppliers and vessels in our quest to provide news on technology solutions for new builds, conversions and repairs. this first issue of 2016 includes themes such as marine Propulsion & Power generation, naval architecture and Focus on turkey. inside you will find an article about the maritime innovation award winner, hull vane, which reduces fuel consumption and improves the sea-keeping of vessels. also featured are three ship reports; the wind farm support vessel acta orion, a dP2 ultra-light intervention vessel (uliv) named brandon bordelon and havyard’s icebreaking offshore vessel aleut. and don’t miss the other articles included to start 2016 off right!

MARCO GEELS | CCO MARCO@ynfpubLiShERS.COM

From all of us here at sbi, we are proud to celebrate our 10th year of publication and begin 2016 with such an exciting first issue. we will continue the excitement in the issues to follow, so please do not hesitate to contact us to share your news.

MARCO GEELS

www.s h i p b u i l d i n g -industr y.eu

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ShipBuilding i n d u s t r y

EVOLVE

CHARLES VAN DEN OOSTERKAMP Chief Executive Officer

DENNIS VINKOERT Publisher & Executive Editor

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NATHALIE GEELS-VINKOERT Chief Financial Officer

MARCO GEELS Chief Commercial Officer

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Pres. Rooseveltlaan 739 4383 NG Vlissingen, The Netherlands | T: +31 118 473 398 E: info@ynfpublishers.com | F: +31 118 461 150 | I: ynfpublishers.com Copyright & Disclaimer ShipBuilding Industry is owned and published by Yellow & Finch Publishers.

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Content SBI 10-1.indd 2

Offshore Industry | ShipBuilding Industry | SuperYacht Industry Port Industry | Maritime Services Directory w w w. s h i p b u i l d i n g -i n d u s tr y. e u

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contents SBI

ISSUE 1

Naval architecture

10 Design Developments – C-Job’s Unique Approach 32 2015 Maritime Innovation Award Winner 48 A New Digital Era – 3D Solutions for Efficient Design 56 World’s Largest Sail Boat – Replica of a Classic Design

2016

24

14

Ship report

14 Ultra-Light Intervention – Brandon Bordelon

28 Acta Orion – Largest Vessel in Acta Marine’s Fleet 38 Break the Ice – Aleut

32 38

FocuS oN turkey

20 New Shipyard, New Possibilities – Turkish Builder Expands 44 Technology Partner – Maritime Projects and Software Solutions

28

MariNe propulSioN

24 Slow and Steady – Wärtsilä’s BUSSER Project 52 The PERFECt Ship – Power Without Pistons Special Feature

36 Looking Close to Home – Grandweld Shipyard 42 Trade Show – Asia Pacific Maritime, Singapore regularS

1 Publisher’s Note 4 News in Brief 60 Outfittters Pages 62 Yellow & Finch Pages 64 Word on the Sea www.s h i p b u i l d i n g -industr y.eu

Content SBI 10-1.indd 3

On the Cover Build 122 Aleut, a Havyard 843 ICE design, is a real slugger of a ship that will operate under some of the harshest conditions imaginable. It is the first of three Havyard designed and built offshore icebreaking vessels for Russian shipping company FEMCO. SBI 2016 | Vo l u me 10 | I s s u e 1 | 3

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SBI

news in brief Strategic Realignment for Liebherr Maritime Cranes As of January 2016, design, sales and customer service for mobile harbour cranes, reachstackers, ship cranes and offshore cranes will operate out of Liebherr’s production site in Rostock, Germany.

Centralised know-how provides valuable advantages for customers. Essential maritime sales and technical resources in one location will speed decision-making and increase productivity. Direct sea access is a key advantage of the Rostock factory.

Cranes may be shipped in parts or even fully assembled. They can drive on barges for transport and immediate operation upon arrival, which means cost-effective delivery to customers.

The Loggia-Cabin Concept Marine glazing company Brombach + Gess introduces a new cabin design for cruise ships and river cruise ships, the innovative Loggia-Cabin Concept. This new concept extends the area of the cabin by the size of the balcony, as the outer area of the Loggia-Cabin Concept is designated as part of the inside cabin. View and noise restrictions with respect to neighbouring cabins are eliminated through closed sides of the former open area. The ship-owner is able to offer guests more attractive and spacious cabins.

M E a ve rit n im Ap ril ts e M 20 ar ,

W i t i m 201 or e 6 w ld & w Tr O w ad f f .m e sh oc C or e . en e C M b i te a ay z r R re E u 10 ot e r te E v r o -1 rd e C p o 2, am n t on r t 2 0 , t (M w sta R o 16 he O C w n m w ta a n N E) .e , i et u r Ro a he op m 20 rla Ju o r an 1 6 nd ne t . ia nl s Po 6 / eu s i 10 d r At o , op he n i 20 or a tw ns 2 16 ro w , G 01 w m . p re 6 an o s ec ia id e Ju on ne ia -e Se 1 4 ve aw nt So o r 16, s. ut k I 20 co w ha n t 1 m w m e 6 w p rn . s to a ea n tio w , U na or K l Ju k.

20 ne co 16 El 2 m e c 1t Am r i 23 c , 2 s w ter & H 01 w d yb 6 w am r .e i le , T d M ct h ri e ari Ju c a Ne n ne n d th e W M 2 h y er o a r 1b r lan r l d i d ds E Am i n e 23, xp m st M a 20 ar o w er i 1 i 20 ne w d nt 6 16 w am e n w .m o a rl ar , T nc d i n he e ex em N W po .c a i eth o r l om nt e d e n rla E x a n nd p o ce s 20 w 16 or ld ex po .c om

| Read more on shipbuilding-industry.eu

April

May

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• News in brief SBI 10-1.indd 4

June w w w. s h i p b u i l d i n g -i n d u s tr y. e u

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First SIGMA 10514 PKR Launched at PT Pal Surabaya Shipyard

PT PAL has launched the first of two SIGMA 10514 Perusak Kawal Rudal (PKR) guided-missile frigates designated for the Indonesian Navy. PT PAL built these ships in collaboration with Damen Schelde Naval Shipbuilding (DSNS). The SIGMA 10514 PKR has a proven design and is uniquely built using a modular approach. SIGMA stands for Ship Integrated Geometrical Modularity Approach. The PKRs are divided into six modules of which four were built in PT PAL’s shipyards while the other two modules were built and fully tested at DSNS in the Netherlands.

Azipod Podded Propulsion The latest ABB Azipod XO podded propulsion recently departed from the ABB factory in Helsinki. The unit, which commands 20.5 MW of power, is pictured under transfer from ABB’s Vuosaari Harbour plant to the dockside for loading, bound for Meyer Werft, Papenburg. It will be installed on one of two new high profile cruise ships due for delivery from the German yard in fall 2016. ABB is delivering the complete electrical power plant and propulsion systems for the two new ships.

>> | Read more on shipbuilding-industry.eu

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LAUNCHING AT SMM HAMBURG 2016

VISIBILITY is of utmost IMPORTANCE

PRINT ONLINE MOBILE

Place a half page company profile for EUR 625 or full page for EUR 925.

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T

+31 (0)118 473398

F

+31 (0)118 461150

E

info@ynfpublishers.com

I

www.ynfpublishers.com

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SBI

news in brief New Ship Bridge Designs CASCADe, a three-year EU-funded project, has developed new methodologies for sharing and displaying information on a ship’s bridge, to improve efficiency and to aid in the prevention of accidents at sea.

CASCADe has developed a new adaptive bridge design and a set of adaptive bridge displays. A touch screen shared display is intended to aid communication and co-operation on the bridge. This is fully customisable and allows one screen to show multiple sources of information in whatever configuration most suitable for a particular situation.

ICE Expands

Environmentally Friendly LNG Engines from MAN Rollo MAN Rollo developed and supplied three 480 ekW gas generator sets for the environmentally friendly ferry MS Helgoland. The 79-metre-long ferry is entirely built according to the ‘Blue Angel’ environmental standards and is the first new ship in Germany that uses LNG as a fuel. The gen sets were developed on the basis of the lean-burn combustion process, are 100% gas-powered, and fully compliant with DNV-GL requirements. This first success motivates MAN Rollo to become even more active in this growing market.

ICE, Europe’s largest independent naval architecture and marine engineering consultancy, has expanded the design facilities of its subsidiary in Galati, Romania and is recruiting 50 additional engineers to help deliver its order book. That brings the number of employees to 350, most of who are working on current contracts both in the commercial and offshore sector and puts ICE in a robust position from which to start 2016.

Award for Caterpillar’s Twin Fin Propulsion System Caterpillar has triumphed at the 17th annual Platts Global Energy Awards in New York winning the Commercial Application of the Year category. The Cat Propulsion twin fin system is a short-shaft diesel electric set-up, which has already demonstrated significant fuel and emissions-saving benefits of up to 30% in installations on board two seismic Ulstein SX124 survey vessels. Caterpillar has now expressed confidence that the new engine solution will yield energy savings of at least 15 to 20% for other vessel types. The flexible new propulsion configuration also has a wide range of other benefits and is particularly well-suited to vessels operating in harsh conditions.

>> | Read more on shipbuilding-industry.eu

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news in brief

EXHIBITIONS

MOCE Can Take You to the Next Level The Navingo Maritime & Offshore Career Event (MOCE) celebrates it’s 10th edition on Wednesday the 20th of April. For anyone who has maritime or offshore ambitions, MOCE is the most complete career exhibition in the maritime and offshore sector in the Benelux. MOCE is the career platform for the industry, where employers and training institutes can connect with (young) professionals, starters, students and scholars of all education levels. A visit to this jubilee edition will not only prepare you for your maritime career but can take you to the next level.

In addition to HR managers and recruiters from top companies, there will be 120 Dutch exhibitors from different clusters – shipping to yacht building, logistics to seaports and dredging to offshore. Visitors can be inspired during the lectures and case studies and view corporate movies in the MOCE Cinema. The exhibition will end with the traditional business drink on the exhibition floor, offered by the organisation, and is open to all visitors and exhibitors to end the day in an informal way. All information and details as well as visitor registration can be found on www.moce.biz.

10th Maritime & Offshore Career Event 2016 Location: Date: Time: Entrance:

Marine Maintenance World Expo

Electric & Hybrid Marine World Expo

The Marine Maintenance World Expo, held every year, will take place in Amsterdam from 21-23 June. It is the international exhibition of maintenance and repair technologies, tools, spare parts, services and systems for vessels of all sizes, from commercial fishing vessels, work boats, passenger and vehicle ferries, to cargo ships, cruise ships, naval defence fleets, oil tankers, offshore support vessels and offshore-energy platforms. This year’s Marine Maintenance World Expo will co-locate with the Electric & Hybrid Marine World Expo.

Electric & Hybrid Marine World Expo will be held in Amsterdam from 21-23 June and will showcase the very latest and next-generation electric and hybrid marine propulsion technologies, components and solutions. A truly global event, with exhibitors and visitors from all over the world, Electric & Hybrid Marine World Expo is the only exhibition and conference showcasing emerging propulsion technologies and components to an audience of propulsion system designers, ship owners and operators, boat builders, engine manufacturers, naval architects and military fleet operators/chiefs.

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World Trade Center Rotterdam, The Netherlands Wednesday, April 20th 2016 10:30-18:00 Free of charge

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BECKER MARINE SYSTEMS PRESENTS A NEW RUDDER PROFILE, THE OPTIMISED SCHILLING TWISTED TRAILING EDGE RUDDER. READ MORE IN OUR OUTFITTERS SECTION BEGINNING ON PAGE 60.

Bureau Veritas to Class Luxury Polar Expedition Cruise Vessel Leading classification society Bureau Veritas is to class a new concept luxury expedition cruise vessel to be built for Australia’s Scenic group. The 165 m LOA vessel will be built at Croatia’s Uljanik shipyard for delivery in summer 2018. It will have lower berth accommodation for 228 passengers and 172 crew and will meet the requirements of the newly adopted Polar Code allowing operation for a certain period of the year in Polar waters.

Particular attention has been paid to safety, meeting the Safe Return to Port criteria, and comfort for the whole accommodation, based on the most stringent BV Comfort Class criteria.

CIG Building Kits

360

o

THE POWER

CIG Centraalstaal improves shipbuilding efficiency and helps reduce costs by delivering products, from individual parts to complete building kits, in advanced stages of sub completion. CIG Centraalstaal provides advice from the first consultation concerning building kit requirements and tailors the processing of product data, steel prefabrication, cutting, forming and delivery. They offer elements and building kits for various types of vessels. Included are six steps to improve shipbuilding efficiency, to help save up to 25% on assembly costs and shorten total building time, giving customers a competitive edge.

TO TURN YOUR WORLD

A thruster by Veth Propulsion. A typical Dutch product.

The end result is robust, powerful and inspired by your specific needs.

<< | Read more on shipbuilding-industry.eu

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T +3178 615 22 66 www.vethpropulsion.com

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NAVAL ARCHITECTURE

Design is a Joint effort

C-Job Naval Architects

By ACTiVely engAging WiTH THeiR ClienTS THROugHOuT THe enTiRe DeSign PROCeSS, C-JOB nAVAl ARCHiTeCTS ARe ABle TO TAke On DeSign projects covering all sectors of the maritime industry. exclusively for ShipBuilding industry, C-Job outlines how their wide scope of experience is being applied to new developments thus driving innovation.

A

“

Our success is measured by the success our clients achieve with the vessels we design.

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design process is a joint effort,” states Job Volwater, C-Job Co-Founder and Managing Director, when asked about naval architecture. He continues to vibrantly explain why he and his partner decided on a different approach with C-Job, “A ship owner knows best how he wishes a vessel to perform. With the decision to order a new ship, choices are made for operating areas, the capacity of equipment and desired speed. Ship owners envision the new ship in full operation, being able to perform better than previous vessels in the same sector. We want to understand this vision so we join forces with our clients in a series of brainstorm sessions to outline the most efficient and innovative platform possible for the ship owners’ needs. Taking all requirements as design parameters, we study options to achieve a ship that encompasses all desired abilities to perform in the most efficient way possible. This demands out-of-

the-box thinking for us and our client, but in doing so, we help our clients innovate.”

Own Your Design

Through such collaborative work in the design process, C-Job delivers not only the design but also ownership of the design to their clients. The ship owner needs the design and the concept is derived in cooperation between the two parties.

Detailing, performed by C-Job, is a professional skill delivered to refine the concept into a design ready for building.

Should a ship owner decide to build more vessels of the same design, no additional costs are required. C-Job can also assist the yard to comply with all requirements of classification bureaus, or to integrate new machinery into the vessel not available at the time of the initial design.

Wide View

Recognising their clients’ expertise in the design process enables C-Job to be active in many different markets within the maritime industry. Projects range from super yachts and general/offshore cargo vessels to jackup rigs, dredgers, inland pushers and ferries.

Mr Volwater comments, “Our mission is to integrate all of the ship owners’ wishes into a platform that improves their functionality.

We are able to do this in so many industries because we really listen to our clients. We search for the needs of clients and perform multiple studies during the initial design phase. We then propose a concept, and test this proposal. We then have confidence that unconventional solutions will work and the yard will be able to construct the vessel to class.”

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NAVAL ARCHITECTURE

Extensive Portfolio

C-Jobs pioneering business model has led to a wide scope of design projects across many sectors with a consistent track record of innovation.

Texelstroom island ferry operator TeSO was in the market for an environmentally sound passenger vessel, with increased car deck capacity while fitting into the narrow berths at both ends of its transfer. C-Job studied a wide variety of propulsion and power plant solutions before the choice was made for Cng and electric hybrid propulsion as a natural gas infrastructure was already in place on the island of Texel. C-Job enhanced the car and passenger capacities (exceeding the requirements of the design brief), created a clean and efficient vessel and improved hotel function power management. The Texelstroom is now under construction at la naval Shipyard.

First of its Kind The multi-functional trailing suction hopper dredger for Van Oord, MPH 9.0, is another example of a project that benefitted from C-Jobs creative concept approach and is the first vessel of its kind.

With a shallow draught, the vessel can operate in places where normally much smaller dredgers would be utilised. Due to innovations in the hull design, the dredge cycle of the MPH is optimised on the aspects of power and time reduction, an approach unprecedented in the dredging industry.

There are more novelties aboard the vessel â&#x20AC;&#x201C; not all to be disclosed â&#x20AC;&#x201C; and Van Oord has decided to build two of these vessels.

From Concept to Integration A four propeller, 7,000 hp inland pusher designed for Concordia Shipyards is capable of navigating a convoy of 16 barges with a total length of 250 metres, a combined 60-metre beam and 51 thousand tonnes deadweight over the Paraguay rivers. The pusher itself is a 43-metre vessel, laid out to operate in shallow waters and still maintain manoeuvrability. C-Job not only created the concept and overall design with structural calculations, but also the piping systems configuration as well as the integration of all onboard equipment.

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NAVAL ARCHITECTURE

Class Act System integration and effective configuration of power management are key factors in the projects C-Job does for Abu-Dhabi based offshore contractor gMS. On board pre-determined S-class jack-up rigs, C-Job provided complete system integration and engineering of power distribution, along with the design of grey and black water treatment systems. gMS was satisfied with the C-Job approach so the company asked the Dutch naval architects to reengineer the system integration aboard its e-class jack-up rigs as well.

And the Nominees Are improvement of vessel usability led to an award nomination for mini heavy lift vessel Atlantic Dawn, designed and engineered for Hartman Marine/Cig Shipbuilding. This ship has a stability platform that helps it lift 300 tonnes of load in tandem at the stretch of the crane arms, without the need to ballast the hull. The lightweight platform integrates in the loading deck and can be pulled out easily to connect to the hull aside the vessel. not only the weight, but the added beam with the connected platform also helps keeping the ship level while self-loading and unloading. A sharp entrance in the bow section reduces the ships motion in waves and the bridge and accommodations are located in the forward of the ship. The slim hull form ensures speed efficiency at moderate power and fuel consumption; with only a 4,000kW main engine, the vessel can reach speeds of 17 knots while loaded.

Future Propulsion C-Job recently presented a Flettner rotor vessel for a european incentive to determine the best economically viable wind-assisted commercial vessel. The design was chosen as the concept most likely to attract ship owners and will serve as the starting point for further studies into future wind-assisted commercial navigation. The C-Job hybrid Flettner Freighter is equipped with the aft rotors moving back and forth, to achieve the best possible lift in the winds under varying courses and wind strengths. While loading or unloading from the 6,320m3 hold, the rotors are moved to the far ends of the vessel to allow for access to the cargo.

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NAVAL ARCHITECTURE

C-Job functions as an extension to a ship owner’s project team.

Design Philosophy

Both Marketing & Sales Manager Mr Wietse Bandstra and Mr Volwater are pleased with the great variation in projects. “not being specialised in only one segment of the maritime world, we have a wide view on proceedings and innovations,” Mr Volwater comments. “We trust that ship owners often know better than us the latest developments in their field of expertise.

With their input, we are able to find new and innovative ways of assembling all their

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visions for improved operations in a flexible and economic vessel. Things go best when clients come over often and feel we are the extension of their project team. now that our market is expanding internationally, more companies around the world are learning to appreciate the C-Job ship design philosophy.” Mr Bandstra adds, “We measure our success by the success our clients achieve with the vessels we design.” i. www.c-job.eu

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SHIP REPORT

SPECS Length o.a.

Beam Depth Draft Deadweight Gross tonnage Main deck area Maximum speed Certifications

78.33m 15.8m 5.5m 4.6m 3,285 LT 2,122 LT 6,170 ft2 14.5 knots (112 USG/Hr.) ABS+A1, AMS, DPS-2 ACCU, USCG L&I Flag USA Official number CG1219328 Builder Bordelon Marine Shipbuilders Year built 2015 Owner/operator Bordelon Marine Total berths 60 Passengers 40-48 Deck Crane SMST 2600 series (60)t AHC Crane 23t @ 3,000m single fall

ULTRA-LIGHT INTERVENTION VESSEL

Brandon Bordelon BORDELON MARINE TOOK DELIVERY OF THE MV BRANDON BORDELON, A DP2 ULTRA-LIGHT INTERVENTION VESSEL (ULIV) IN NOVEMBER 2015. THE FINAL IN A series of three, the Brandon Bordelon is the next generation-design of the Stingray series and continues Bordelon’s commitment of the ULIV concept to the subsea market.

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SHIP REPORT

T

he purpose built Brandon Bordelon provides a versatile and cost-effective approach to a variety of operations, including IMR operations (inspection, maintenance and repair), light construction, survey and inspection work.

Evolving Design The Stingray series was created as a versatile design that could be adjusted and modified based on customer requirements.

The original deep-water DP2 MPSV Stingray design was conceived by Bordelon Marine in consultation with an external naval architect firm. The Brandon Bordelon, as the third vessel built of a series, included all customer changes and modifications to the original Stingray design. In some cases, there were very specific requirements from a customer and in other cases modifications were a result of opportunities for efficiency and to meet the changing demands within the marketplace. Bordelon Marine successfully www.s h i p b u i l d i n g -industr y.eu

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adapted the Stingray design to capture changing market needs.

The first Stingray vessel, the Connor Bordelon was delivered in the original design application as an MPSV and was immediately modified to be a light well stimulation vessel and continues to function in that capacity. The second vessel, Sheila Bordelon, was modified prior to delivery to be an ULIV vessel with the addition of an AHC withâ&#x20AC;&#x2030;3,000 metres of wire and a mezzanine deck capable of housing two work class ROVs. The Brandon Bordelon is the next evolution of the Stingray ULIV design. This highly specialised vessel features a helideck, an AHC crane with 3,000 metres of wire, POB (60), a mezzanine deck with internal office, and control rooms capable of supporting two full work class ROV systems.

The Brandon comes equipped with two

Ranger2 Pro thru-hull USBL full systems. The vessel delivers a fully integrated ROV control room, ROV support offices, below deck work and storage spaces, extensive communications, ROV data network, plug and play, with patch panel racks installed.

This is all tied into the vessel systems, bridge, office, and accommodation spaces.

The vessel is designed with removable bulwarks around the entire aft of vessel along with power, water, air, and hydraulic oil connections on the deck. Brandon Bordelon is also equipped with four additional below deck Tier 3 generators, providing fully redundant power to the crane and ROV systems and offers 6,200ft2 of clear useable deck space.

Highly Capable Vessel The Brandon Bordelon was conceived as an Ultra-Light Intervention Vessel (ULIV). The ULIV concept is based on the premise that not all subsea tasks require a large subsea

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PROPELLERS from Holland Power, comfort and efficiency For over one hundred years, Van Voorden Castings designs by using CFD, produces and supplies high performance propellers, propeller blades and nozzles. In our own foundry high quality propellers with a diameter up to 5 meters for almost any type of ship are casted and post-processed with pure Dutch workmanship. Propellers, whether in NiAlBronze or in stainless steel, meet the highest standards of classification authorities such as Lloyd’s Register, Bureau Veritas , DNV-GL, RMRS or ABS.

Fishery • High speed vessels • Mega yachts • Ferries • Military vessels • Supply vessels • Inland shipping Van Voorden Castings BV | P.O. Box 67 5300 AB Zaltbommel NL | T +31 (0) 418 571200 | E castings@vanvoorden.nl

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Call us or check our website: www.royalvanvoorden.com.

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SHIP REPORT

About Bordelon Marine and Bordelon Marine Shipbuilders

vessel. There is a whole range of functions and tasks that can be accomplished with two ROVs, a small crane, and a smaller high spec vessel – all done at a much lower cost than traditional methods. The Brandon is designed to conduct various IMR operations, light construction, survey and inspection work. Wes Bordelon, President/CEO of Bordelon Marine comments, “We are very excited to introduce the M/V Brandon Bordelon. This vessel is the next generation design of the Stingray series and continues our commitment of the ULIV concept to the subsea market. With the addition of a helideck and other integrated systems the Brandon provides an additional highly capable and low cost vessel option to our clients.”

Family owned and operated since 1979, Bordelon Marine is a leading provider of marine transportation services to the oil and natural gas industries in the Gulf of Mexico and around the world. Bordelon Marine Shipbuilders was created in late 2010. A 10-acre property was purchased in Houma, LA and construction began immediately on a state of the art, purpose-built shipyard to construct the Stingray design.

Increased Interest in ULIV Bordelon Marine believes there is a place for the Stingray (ULIV) design in a healthy market as well as in a contracted one. In the healthy market, the ULIV works in concert with the larger LCV to improve productivity and efficiency on site, by handling all of the smaller subsea tasks, such as placing arrays, as-lay surveys, ROV tooling support, and

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POWER PACKAGE PIENING PROPELLER Design and Manufacturing of complete Propulsion Systems with Fixed-Pitch Propeller or CPPs > 800 mm Ø

high degree of efficiency, low noise level, minimized vibrations

specialist Plant for propellers and stern gears

Otto Piening GmbH • Am Altendeich 83 • 25348 Glück Glückstadt stadt Tel.:: +49.4124.9168-0 Tel +49 4124 9168-0 • Fax: +49 +49.4124.3716 4124 3716 pein@piening-propeller.de · www.piening-propeller.de

VDL Klima KLIMARINE BOXCOOLER DIESEL-ELECTRIC PROPULSION COOLING ENGINEER-TO-ORDER STATE-OF-THE-ART PRODUCTION

Strength through cooperation

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VDL Klima bv • Meerenakkerweg 30 • 5652 AV Eindhoven • The Netherlands Phone +31 (0)40 298 18 18 • Fax +31 (0)40 298 18 00 info@vdlklima.com • www.vdlklima.com

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SHIP REPORT

With the addition of a helideck and other integrated systems, the Brandon Bordelon offers additional cost-efficient capabilities to clients.

choke change outs. In a contracted market, the end user can reduce their overall cost by utilising a smaller, lower price point, more fuel-efficient vessels for a range of subsea tasks. Bringing in the larger more costly LCV only when specifically needed. The market down turn has increased the interest and validity in the ULIV concept and the Stingray series of vessels are well positioned to provide ULIV services to Bordelon’s clients.

Stingray Advantage All Stingray vessels are built at Bordelon Marine Shipbuilders in Houma, LA. The vessels are built in a modular fashion whereby the modules are constructed in the fabrication building and then assembled on land in the yard. At a certain point the vessel is launched utilising a dry dock and placed dockside to complete the outfitting.

This allows the opportunity to build multiple vessels at the yard simultaneously.

The Stingray vessels can be built in 16 - 18 months. However, modifications to specific vessels such as adding a crane or a helideck could increase that timeframe to 20 - 22 months. After delivering three Stingray vessels Bordelon Marine Shipbuilders have been able to incorporate efficiencies and best practices into the building process. All Stingray vessels are SOLAS class and can operate anywhere in the world. Currently opportunities are being pursued in the US, Mexico, Trinidad and various South American countries. i. www.bordelonmarine.com

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FOCUS ON TURKEY

SucceSS at Sanmar

Prestigious Turkish Builder Expands

Sanmar, a leading SpecialiSt tug conStructor, haS inveSted in

T

not only increase deliverable volume of product but also diversify the range of

he new yard, located in Altinova Yalova city, is currently 75 minutes by car and ferry from Sanmarâ&#x20AC;&#x2122;s existing shipyard in Tuzla. However, a new bridge is already under construction that will connect both yards in less than 25 minutes.

products offered.

Increased Options

a Second Shipyard. Building on record yearS and to enhance quality construction methods and standards, they have expanded operations and are now able to fill orders from two shipyards. This will allow Sanmar to

The new shipyard in Altinova significantly increases the size and type of vessels Sanmar can build. Nearly half of the new shipyard, some 23,500m2, comprises a covered and closed production area designed to achieve totally enclosed

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FOCUS ON TURKEY

construction. At its heart there are two final production halls adjacent to each other. One of the halls is to have dimensions of 18 x 120 x 26 m and will also have a total overhead lifting capacity of 128 tonnes. Vessels having an overall beam of up to 17 metres will be able to be built in this closed hall. The second production hall is mainly for larger vessels and will measure 30 x 120 x 32 m, which will enable Sanmar to build vessels having an overall beam up to 27.5 metres. In addition to the enclosed production halls, there is also a conventional shipbuilding line 40 x 300 m in length with gantry cranes on top totalling 300 tonnes.

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FOCUS ON TURKEY

New Possibilities

The infrastructure at Sanmar is designed using the latest technology to ensure the maximum standards of health and safety while respecting the needs of the environment. When totally completed, the new shipyard will be approximately 50,000m2 in total, of which 26,000m2 will comprise a covered and closed production area. Construction of 12 vessels has already started at the new shipyard and once fully operational, the company intends to extend its scope of work.

Sanmar currently has an extensive portfolio of proven designs, from compact to escort types of tugboats. Some are exclusive with specially added features. They range in length from 18- to 30-metres with bollard pull figures spanning 30- to 80-tonnes.

Adding to this, Sanmar is planning the construction of more sophisticated vessels such as AHTSs, PSVs, offshore construction vessels, and those using alternative fuels such as LNG, for which it has already built a fine reputation.

constructed. They delivered tugboats to many parts of the world, including Australia.

And for the first time, they signed a contract for a new build for a company in New Zealand.

2016 is looking quite busy for Sanmar with 27 tugboats already planned in their order book. Most are based on client orders while some are for their own fleet, on a speculative base. Sanmar expects to the next few years to be stable despite lower oil prices and increased competition. They believe the formula for success is very simple. As long as the population of the world grows, there will be a need for goods, a need for ships to transport goods and a need for tugboats to provide necessary service. They intend to continue to provide high-quality, modern tugboats to meet global needs.

In the tug business for nearly 40 years, Sanmar has applied the designs of renowned tug designers such as Robert Allan, NavConsult and Buksér og Berging, and has produced tugboats for some of the world’s leading owner/operators – such as Svitzer, Østensjø, P&O, Smit Lamnalco and Buksér og Berging.

i. www.sanmar.com

Positive Outlook

2015 was a successful year for Sanmar with a record number of 27 tugboats

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MARINE PROPULSION

BUSSER PRojEct: WäRtSilä’S RESPonSE to REdUcing thE coSt of ShiPPing

Slow and Steady is the Key ASKED BY SHIP OWNERS FOR AN OPINION ON HOW TO REDUCE THE EVER INCREASING COSTS IN THE MARITIME SHIPPING INDUSTRY, WÄRTSILÄ responded by screening ideas related to technological marine advancements to tackle this question. The BUSSER project is the result.

A

ccording to Wärtsilä, the best way to reduce vessel costs is not just by reducing crew numbers or reducing speed.

The best approach is to consider all factors to find the optimum cost-reduction scenario. Bulk carrier vessels were the first vessel type to be analysed in the BUSSER project, with the response to the question of cost reduction not being a ‘one size fits all’ answer. There are ways to reduce costs but there is no generic response applicable to each and every vessel type. Wärtsilä proposes the answer to be more a ‘system evaluation’ tailored to each vessel type.

Selected technologies can also be further developed in specific projects in collaboration with clients/ship owners.

The Big Picture

Moving goods from point A to point B as fast as possible is the standard operating procedure in today’s operation of vessels.

However, at sea a contradictory method may in fact be the better option. In slow steaming, the vessel’s speed is deliberately slowed down in order to lower costs by reducing fuel consumption. This approach allows operators to stay profitable by absorbing excess tonnage and reducing fuel consumption. Fuel accounts for the majority of a ships’ operating cost and as only about 25% of the energy contained in the fuel is

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used, ship efficiency and speed reduction is key to keeping costs down.

Teus van Beek, General Manager for Wärtsilä’s Market Development & Innovation, says that recent trends in shipping point towards slower, larger and simpler operations. But slow steaming has an effect to keep in mind. When reducing fuel costs by slowing down, the ship will take longer to reach its destination translating to higher labour costs for a big crew. Therefore, it is important to be conscious of all aspects of vessel operation when considering cost reduction.

Complex Puzzle

For each and every case, there is an optimum (not necessarily fast) speed for cost savings depending on vessel type, cargo, route and general conditions. In order to thoroughly investigate these matters, Wärtsilä launched the BUSSER project. The BUSSER team is made up of specialists from various divisions of Wärtsilä technology development. Engine specialists look after alternative fuels and the efficiency of main and auxiliary machines. Naval architects take care of efficient ships, new materials and shipbuilding processes. Propulsion specialists try to find the optimal solution to move these new technology vessels.

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MARINE PROPULSION

Reduction of operational cost, such as fuel cost, is the key to cost saving; ‘autonomous’ plays a rather unimportant role.

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Image courtesy of Ceccarelli Yacht Design & Engineering

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MARINE PROPULSION

Image courtesy of Ceccarelli Yacht Design & Engineering

Image courtesy of Ceccarelli Yacht Design & Engineering

Integrated Concepts

And last but not least, the automation department provides means to make life on board easier and less costly for the ship owner. Each area is researched in depth and so far, the Busser project team has decided on the optimal vessel type for its first case study.

“We have selected bulker vessels, which are under heavy pressure by the markets, for our evaluation purposes. For the example case, the optimum speed for cost reduction is between 6 and 8 knots, while conventional bulkers operate at about 12 to 15 knots,” says Henning von Wedel, Senior Development Manager with Wärtsilä. “The next step is developing a demonstrator project together with one of our customers.” Subsequently, other market segments, such as ferries or cruise ships, will also be targeted.

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Hi-Tech Edge

As a global marine systems supplier, Wärtsilä focuses on concepts where technology development helps customers reduce costs. “This involves efficient shipbuilding processes, new materials, efficient propulsion, enhanced automation and, going along with all this, operations simplification,” says Mr von Wedel. The related technology areas include integrated automation, smart energy management, big data and propulsion and powering, as well as advanced shipbuilding materials and processes, autonomous systems, renewable energy integration and communication. As always, there is a balance. Automation and innovation can offer many advantages in streamlining processes and reducing operating costs.

However, fully automated vessels are expensive to build and operate.

Many people in the marine industry believe that autonomous shipping is the answer to the cost reduction scenarios of the future.

According to Wärtsilä, moving towards unmanned ships could well be the way of the future – but only under certain circumstances. “Decreasing crew cost by reducing headcount only makes sense in a situation where speed – time used to make the voyage – is not a factor, so fewer crew and slow steaming fit together very well,” Mr van Beek says.

Mr von Wedel observes that there is a strong trend that counteracts the autonomous concept: the sheer size of the vessels is increasing. “We see that not only in the containership market, but also for liquid and bulk cargo. Cruise ships are also getting bigger and bigger.” The resulting cost of a fully autonomous operation will far exceed the staff costs. “The challenge is – beyond the economy of scale – to agree with the market that the issue is more complex and requires looking at integrated concepts, which include shipbuilding and operation cost for the vessels,” Mr von Wedel adds, while pointing out that “taking only crew costs into consideration would offer a very short-sighted perspective on the matter.”

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MARINE PROPULSION

Ultra Option

Wärtsilä’s concept of ‘Ultra Slow Steaming’ relies on big vessels bringing economy of scale and tried-and-true route plans that may be long but steer clear of unexpected weather conditions. According to Teus van Beek, ultra slow steaming is a solid option when no cooling or other input is required to keep the cargo in good condition, and the cargo itself does not need much attention.

Furthermore, the vessel in question is not required to be particularly hi-tech.

Henning von Wedel explains that Wärtsilä is looking into unmanned ultra slow steaming, since cost reduction is exactly what the customers want. Nevertheless, there are many factors at play. “One of the factors is the vessel’s operating cost, and another one is the crew cost. The slower you go, the lower the operational cost, and, opposed to that, the crew cost increases with lower speed,” Mr von Wedel says, adding that there are also additional cost factors on which a ship operator has to keep an eye – such as the financial cost for the cargo and

freight rates – that also react to a reduction of speed. For the BUSSER project, Wärtsilä focused on factors including propulsion, auxiliaries, crew costs and capex of the vessel. The BUSSER team looked into ways to reduce costs for each of the factors using more efficient methods, automation and process optimisation.

Manpower on Demand

The guiding vision for BUSSER aims for a vessel without 24/7 crew and uses no fossil fuel. In this brave new scenario, super slow steaming minimises fuel cost, eliminates human error, and the vessel will feature optimised hydrodynamics, wind and conventional propulsion, remote control, full automation and maintenance on demand. Henning von Wedel and Teus van Beek acknowledge that there’s still a lot of work ahead before this long-term goal comes to life.

“There is always a compromise between what is doable, affordable and what makes sense in the changing conditions of the

markets,” Mr von Wedel concludes. Even though vessels could be highly automated and equipped to do without humans onboard, there will still be a need for crew.

But it will be more a question of having ‘manpower on demand,’ a responsible person on site at all times, ready to act.

Going completely autonomous would add to the complexity of the automation systems, and this would come with a hefty price tag. There would also be regulatory hurdles to overcome, so the captain is likely to stay put.

The BUSSER project aims to clearly educate ship owners and operators with a full picture of factors at play when trying to find an answer to cost reduction. The name of the project, BUSSER, is a buzzer or wake up call to ship owners and the marine industry in general. It is Wärtsilä’s goal to reduce cost in a difficult market and Wärtsilä hopes to announce details of one such project soon. i. www.wartsila.com

Image courtesy of Ceccarelli Yacht Design & Engineering

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SHIP REPORT

Largest VesseL in acta Marineâ&#x20AC;&#x2122;s FLeet

Acta Orion customised design by cig

Wind farm support vessel acta orion Was handed over in early november 2015 to her oWners, acta marine. the vessel immediately embarked on successful sea trials and two weeks later began her first project under operational management of Seamar Services.

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SHIP REPORT

A

s the largest ship in Acta Marineâ&#x20AC;&#x2122;s fleet, it will be deployed on behalf of Van Oord to work on the Gemini Offshore Wind Farm, 85 kilometres off the northern Dutch coast. The DP2 vessel of 108 x 16 metres will assist with the construction and commissioning of the 600MW project of the Northland consortium. Acta Orion will begin her charter, supporting the cable-laying vessel Nexus, accommodating technicians working on the turbine foundation and connecting cables.

Based on their 6000 GC-E model, CIG have optimised the design, in close collaboration with Van Oord and Acta Marine, to create a vessel with optimum uptime for operations in challenging sea states, employable for wind farms further offshore. The goal was to customise the 6000 GC-E into a stable and comfortable hotel accommodation with transfer facilities for personnel and equipment, to efficiently support the offshore wind industry in North Sea conditions.

Pioneering Approach To satisfy the Van Oord and Acta Marine requirements, Acta Orion had to be capable of operating around the clock in up to 2.5 metre wave heights in Dynamic Positioning (DP) mode. The uptime compared to current vessels on the market had to be increased by approximately 10%, reducing the customary winter stop to almost nil. The vessel design needed to achieve minimised rolling motions and reduced accelerations thus increasing cost effectiveness by reducing (sea) sickness absence rates to a minimum. the hull of the vessel was required to provide a consistent level platform, so it was designed to dampen movements and accelerations in prevailing sea states.

SPECS Acta Orion Builder CIG Shipbuilding, Groningen, the Netherlands Owner Acta Marine, Den Helder, the Netherlands Length o.a.

107.95m Beam mld.

16.00m Depth mld.

9.30m Draught design 5.50m Speed max. at T = 5.00 m 12kn Total complement 80 persons Deadweight at T = 5.50 m 4,000t Hold volume 3,500m3 Deck area 545m2

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CIG abandoned the conventional perception of smaller ships being cheaper to build and maintain than larger ships. They adopted the philosophy of size matters and applied more mass to the vessel with larger main dimensions. Athwartships, the idea behind this pioneering approach, resulted in a relatively low GM (metacentric height) combined with a comparatively large beam and freeboard. this led to an increased range of stability and pleasant roll motion, featuring a natural roll frequency of approximately nine to ten seconds. The extended length results in more wave periods spanning

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SHIP REPORT

the length of the hull, whereby the vessel rests on multiple wave crests as opposed to the disturbing pitching motion of smaller vessels.

Comprehensive Testing For CIG Maritime Technology, the naval architecture and design office of CIG, this project meant developing a vessel somewhere between a dive support vessel and a cargo/supply vessel. After determining the right configuration, the hull form and lines were thoroughly tested at the Maritime Research Institute of the Netherlands (MARIN). The research institute tank-tested the vessel in simulated and downscaled wave spectra data typical for the North Sea. Real-time data from the Gemini Offshore Wind Farm location formed the input for control software, and included occasional extremes in wind influence and swell over a representative period of time.

This comprehensive testing deviates from average testing in standard repetitive wave patterns and requires a lot of computing power, but creates a highly accurate reflection of almost all possible combinations of sea states.

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Crew Transfer

Heavy Lifting

A motion-compensated walkway is fitted to facilitate safe and comfortable transfer of crew and equipment to and from the platform deck. CIG chose to position the walkway aft as opposed to the more common midship location. By positioning the walkway system all the way to the stern, the vessel’s captain has more freedom to choose the heading relative to wind, waves and current. A midship walkway would only allow for passage over the side, while the aft walkway, combined with the advantageous ship length, allows the bow to face the wind and waves thereby minimising rolling motions.

For extended loading and unloading duties, Acta Orion is equipped with a Lagendijk semi-custom built crane, with a lift capacity of ten tonnes at 17.5 metre or five tonnes at 21.5 metre outreach. the knuckleboom crane, with a constant tensioning system, sits on a foundation column amidships to starboard side and is intended for lifting cargo from the quayside or the ctvs and moving equipment on board.

Although crew transfer via the motion compensated gangway is preferred, Acta orion can also be assisted by crew tender Vessels (CTV’s). Accordingly, each side of the vessel is equipped with a dedicated boat landing, consisting of a tapered recess with a ladder from the water level all the way up to the upper deck, and re-fuelling installations are provided on main deck near the boat landing.

More Than Meets the Eye Below deck, almost half of the ship’s length is available for cargo, in one large boxshaped hold with a capacity of 3,500 m3. its size is maximised in relation to the layout of the vessel, featuring a length of 25.2 metres in the lower hold and 32.9 metres at tween deck level. The upper hold acquires its extra length as a result of an enclosed extension over the lower engine room; this area is in line with the workshop on main deck and has versatile applications.

The cargo hold of Acta Orion is equipped to meet the open top notation. The vessel is suited for the transport of special project

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SHIP REPORT

cargo, protruding outside the hold with the upper deck hatch covers open, as well as other voluminous goods or equipment.

Equipped with sockets, container fittings and ample lashing points, the hold can also be composed of reefer containers and accommodation units. All side and bottom tanks in the cargo area, as well as the side tanks in the engine room are primarily for ballast purposes, to compensate trim and stability effects of various cargoes.

For Your Convenience The additional requirement for a high level of comfort for those staying on board dictated the need for low sound and vibration levels. The designers opted for an aft engine room with accommodations located as far forward as possible. CIG invested in sophisticated insulation techniques and special precautions in the placing and mounting of the propulsion and DP components. The vessel can accommodate 25 crew and 55 wind farm technicians. Being classed and outfitted according to requirements for SPS2008-code

for more than 60 (and less than 240) passengers afforded the opportunity to increase passenger capacity, making container accommodation facilities very handy.

The wheelhouse is separated into two bridges. The forward facing section is used solely for transit sailing, the aft area is where the DP assisted operations can be controlled during personnel transfer, loading or unloading. although the bridge wings are enclosed, an exterior walkway around the wheelhouse provides an observation post and maintenance access. this feature is replicated on every superstructure deck, giving outside cabins the spatial impression of having a balcony. The interior is optically spacious, with wide corridors and staircases, and a high standard of finish runs throughout the accommodation.

Power House considerable thought went into the design and selection of equipment, to permit the vessel to perform efficiently and operate under the dp system.

As a result, a dieselelectric power option was inevitable. To achieve a high level of redundancy, to meet the class requirements and to obtain a high ENRnotation, the power plant of Acta Orion is considerably overpowered and most systems are duplicated. On average, this will result in 20% usage of the available power.

These precautions prepare Acta Orion for future employability in the Scandinavian regions under stricter norwegian rules.

The Company: Acta Marine Acta Marine, now an independent subsidiary company of Van Oord, started out 45 years ago as a family-owned business. Their expertise lies within the fields of supporting dredging & marine construction, oil and gas, and offshore wind projects.

electro-motors of 1,500 kW each, are capable of producing their maximum thrust throughout a full 360°steering range. The speed control of the thrusters is by means of a variable frequency converter. The bow is fitted with one transverse tunnel thruster and two retractable azimuthing thrusters.

All bow thrusters feature fixed pitch propellers and are driven by air-cooled e-motors, operating at variable speed and controlled by a variable frequency converter.

A Step Forward Acta Marine are exploring new options to better serve the offshore energy market.

“With Acta Orion our company takes a big step forward in the offshore wind industry,” states rob boer managing director of acta Marine. “We are now able to offer a broad range of marine services to our clients in this growing market.” Ambitiously investing in the offshore wind market by adding CTVs to their fleet, they are also considering obtaining more vessels like Acta Orion, once fully evaluated. CIG Shipbuilding have been successful is designing a vessel optimally suited to the requirements of acta marine, and may well turn out to be a pioneering partner in crime. i. www.centralindustrygroup.com i. www.actamarine.com

Two azimuthing Z-drive thrusters in the stern and three bow thrusters form the propulsion system.

The propellers, driven by fresh water-cooled

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NAVAL ARCHITECTURE

2015 MaritiMe innovation award winner

Hull Vane with its roots in research for aMerica’s cup sailing yachts in 2002, the hydrofoil-type appendage called hull vane has evolved into a fuel saving device for medium to fast speed displacement vessels.

I

nvented by dutch hydrodynamicist pieter van oossanen, the hull Vane has often been referred to as the ‘Underwater spoiler’ and the ‘Bulbous Bow of the stern’. While both of these comparisons hold some truth, neither is complete. for example, spoilers on race cars placed in the downward airflow at the rear, not only give the car downforce, but also provide a forward thrust force. this is because the lift generated by the wing is angled forward, as it is almost perpendicular to the incoming flow. the same applies to the hull Vane, but upside down and under water. Water flows upwards toward the stern and the wing produces a lift force angled upward and forward. in essence, the hull Vane sees a flow similar to wings of a glider plane.

Bulbous Bow of the Stern

the bulbous bow generates an underwater pressure that compensates for the pressure caused by the ship’s bow. as both pressures cancel each other out, less of a bow wave is produced, and the wave-making resistance of the ship is reduced. the hull Vane generates an area of low pressure just behind the ship’s transom and therefore influences the wave profile generated by the ship. if the stern wave produced by the ship is reduced, the resistance is lowered and so is the fuel consumption.

Improved Sea-keeping

the vertical component of the lift force resulting from hull Vane keeps the bow down, as do many other devices, such as trim tabs, stern flaps, trim wedges and interceptors. however, the hull Vane also results in improved sea-keeping of the ship while sailing in waves. cfd studies and model tests have shown that the hull Vane dampens pitching and heaving motions. it therefore reduces the vertical accelerations on board, one of the main contributors to seasickness. in addition, it reduces the added resistance caused by these motions. sea trials have also shown an improvement in controllability. While the turning

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The Hull Vane can easily be retrofitted to existing ships.

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NAVAL ARCHITECTURE

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The Marine industry is subject to an increasing number of regulations, related to energy efficiency and emissions control, which will influence all aspects of future ship performance. To meet these challenges, the industry needs to move away from traditional design methods and optimize ship performance at design stage. STAR-CCM+ offers the best approach, allowing full scale CFD simulation of vessels under real operating conditions, and delivering better more efficient vessel design.

info@cd-adapco.com www.cd-adapco.com

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DESIGN ITERATION

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NAVAL ARCHITECTURE radius is slightly larger, the overshoot in zig-zag tests is drastically reduced. This means a more direct response from rudder input, as well as reduced yawing in stern- or bow-quartering waves, another source of seasickness and added resistance. Finally, the Hull Vane increases the roll damping of the vessel, much like the bilge keels do.

Comparative Sea Trials

In the summer of 2014, the Hull Vane was installed on the Fast Supply Intervention Vessel Karina, built by Shipyard de Hoop. In order to precisely quantify the effect of the Hull Vane, two sea trial programmes were executed, one without the Hull Vane and a second in the same conditions with Hull Vane. During the speed trials, the vessel’s speed and shaft power measurements were independently recorded by the sea trial specialists Belkoned, allowing for an exact comparison. The speed/power graphs showed a reduction in propulsion power (and in fuel consumption) of 10% at 12 knots, which increased quickly to 13 - 14% and topped out at 15% at the maximum speed of 21 knots. A CFD analysis in waves done by Hull Vane sister company Van Oossanen Fluid Dynamics showed a reduction of added resistance in waves of 30%, and a reduction in vertical accelerations of 10 to 20%.

An even higher resistance reduction was achieved on motoryacht Alive, delivered by Heesen Yachts in 2014. Comparative sea trials were not possible on this vessel, as the Hull Vane was integrated on the vessel but CFD work showed savings in the speed range of 12-16.4 knots exceeding 20%.

Adding to this, the Hull Vane increased the range of the yacht from 3,250 to 4,000 nautical miles.

Applications

Ships onto which a Hull Vane can be applied are generally steel or aluminium displacement vessels, sailing at a relatively high speed-to-length ratio. It is only on ships with a significant portion of wave-making (or pressure) resistance that the Hull Vane can make a real difference. Examples are offshore supply vessels, superyachts, ferries & RoRo vessels, medium-sized cruise ships and, in particular, naval and coastguard vessels. For several of these ship types, the improvement of the sea-keeping characteristics is at least as important as the fuel saving aspect. While it is relatively easy to retrofit the Hull Vane to an existing ship, all installations so far have been on new vessels.

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The Hull Vane is a fixed wing below the transom.

The wavemaking resistance is reduced by modifying the flow at the stern.

Holland-Class

It takes a CFD analysis to find out if Hull Vane is beneficial on a particular vessel. Hull Vane has recently concluded such a study for the Holland-Class Oceangoing Patrol Vessels of the Royal Netherlands Navy.

These 108-metre vessels spend most of their time sailing at a low speed, but the CFD analyses over a speed range from 5 to 22 knots, showed annual savings in fuel consumption of 12.5%, taking into account the operational profile of the ships. Further benefits were quantified, such as safer helicopter operations in rough seas (due to the reduced vertical accelerations), safer launch and recovery of RHIBs from the slipway in the stern and a range increase from 5,000 to 5,850 nautical miles. As the benefits can even be bigger on new builds, at a lower cost, the Dutch navy will also consider the Hull Vane for their future vessels.

Maritime Innovation Award

In November 2015, Hull Vane received the Maritime Innovation Award. The jury’s

New Order Hull Vane recently received an order for a Hull Vane for an 88-metre Crew Change Vessel, under construction at Zamakona Shipyards in Spain The ship is designed with a focus on fuel-efficiency and sea-keeping. As the Hull Vane improves on both fronts, it was a logical addition to the vessel. The ship will be delivered in 2017.

decision was based on the Hull Vane being a proven system to reduce fuel consumption and improve the sea-keeping of ships. The design process requires know-how and relies heavily on the capabilities of Computational Fluid Dynamics, to take into account the interactions between the hydrofoil and the ship’s hull, both in terms of frictional and pressure resistance. The Hull Vane is custom-designed for each vessel with the technology patented in all relevant countries worldwide and sold exclusively by Hull Vane and appointed resellers. i. www.hullvane.nl

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SPECIAL FEATURE

The Remah 1 is one of the series of vessels built for Irshad.

Grandweld Looks Close to Home Grandweld Shipyard in dubai iS developinG a ranGe of veSSelS Suitable for operationinG in the Middle east as it looks to boost its order book and compete with yards in China.

Words by John Sheehan

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he facilities at Grandweld’s dubai Maritime City (DMC) include a 130 x 35m 6,000-tonne ship lift, a 90 x 25m 3,000-tonne ship lift, a 720-tonne-capacity boat hoist and 31 docking berths.

At this main production facility the company has the capacity to build over 30 vessels simultaneously.

Grandweld is now focused on building 38- to 60-metre utility and maintenance vessels, 30- to 40-metre tug

boats with a bollard pull of 45- to 75-tonnes and simple crew boats.

Identified Markets

deputy General Manager paul friedberg says, “we are particularly looking to develop what the Middle east market needs in the arabian Gulf. the iranian sector will also come into play. We have figured out that there is a large need for utility vessels. It seems to be something that a lot of

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SPECIAL FEATURE

customers are very much focused on. Size can vary from 38 metres up to 60 metres and we have spent a lot of time developing our own in house design for something that is versatile, flexible and can be used for services work.” Mr friedberg adds, “we are also looking at windfarm maintenance vessels for northern europe.”

new vessel designs, some of which are still in the concept phase.

In-House Specialists

In 2014 Grandweld delivered 120 vessels, including the delivery of six hybrid seismic support vessels to bourbon. this particular project was not without its issues as Mr akbi explains, “when we built them, the class requirement was not fully developed for this type of vessel. as a result we needed extra time to comply with the rules that were put forward. the delivery was delayed but there were no late delivery charges. we produced an alternative delivery plan with bourbon and CGG, the

Grandweld is developing designs expected be able to compete with Chinese yards with total cost to the customer on the same level as european built vessels.

“We have spent a lot of time developing vessels which are easier and cheaper to fabricate. we want to make sure we get our fair share of the business, especially for customers in the united arab emirates. we don’t see any reason why a customer should go to China to get a vessel built and bring it here to operate.”

General Manager Jamal akbi explains that Grandweld prefers to design the vessels they build themselves. “if someone wants us to build to someone else’s design we will look at that but we prefer to design every vessel ourselves. we have the resources here from naval architects to engineers, so we can control the timescale. We don’t only design a vessel to meet technical requirements but we design a vessel that is cheaper to build. that is important because these days there are a lot of challenges on prices and the cost of building vessels.” he also added that Grandweld plans to launch a number of

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“we understand our area of expertise, what people want and what sells better. For example, we recognise the requirements for shallow drafts and high temperatures and are able offer such value-added knowledge to our designs.”

Building on Success

end user.” he adds that because of the nature of operations with the seismic support vessels carrying heavy fuel oil for the mother ship, they are running most of the time at 20 - 30% load.

“They run at seven to eight knots most of the time while escorting the mother ship and to run at such speed they don’t need to run the main engine, only the electric motor. both bourbon and CGG are very happy with the vessels.”

Grandweld delivered 18 vessels in 2015, with a series of dive support vessels delivered to abu Dhabi National Oil Company subsidiary irshad. the tawam 1 was delivered in november and it will operate on the Mubarraz field off Abu Dhabi. The new vessel can accommodate up to 30 crew, is fitted with integrated diving systems, designed to achieve 60-tonnes-bollard pull and a speed of 13 knots.

Versatile Future

looking ahead Mr friedberg does not believe 2016 will be as kind as the previous years. however, he remains positive, “We have signed nine contracts so far for the year. Generally customers are more careful these days and they think very carefully before signing new contracts. they seem to be a bit uncertain about what they want. they want to be sure that if they order something that they can charter it.” but Grandweld Shipyard is also known as one of the Middle east’s leading ship repair hubs with nearly three decades of experience in repair, refit and conversion services of all types of marine vessels. this added to the focus on utility and maintenance vessels, and the launching of new designs combine to ensure Grandweld remains competitive on a worldwide scale. i. www.grandweld.com

Jamal Akbi, General Manager of Grandweld.

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SHIP REPORT

Breaking the Ice with Aleut In november 2013, Havyard sIgned a contract for tHe desIgn and buIld of tHe fIrst of tHree Havyard 843 Ice IcebreakIng offsHore vessels for the Russian shipping company FEMCO. The first ship was named during a ceremony held in November 2015.

Beautiful surroundings: The Sognefjord is a lovely place to test newbuilds at Havyard Ship Technologyâ&#x20AC;&#x2122;s yard in Leirvik.

Photo courtesy of UAVPic.com

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SHIP REPORT

Experience and Expertise Havyard Ship Technology in Leirvik in Sogn, Norway has significant experience in designing icebreaking vessels. This experience was put to good use during the Havyard 843 ICE design process. Design Manager Arve Helsem Leine, stated that the project was challenging and exciting and resulted with Havyard gaining new expertise.

“When developing this design, the pioneering work consisted of designing hull lines and a propulsion system that satisfy the stringent requirements for the icebreaker class and the requirements of the shipping company that will be operating the vessel,” Mr Leine comments. “We were

tasked with designing a vessel capable of breaking ice one-metre thick, while also having a huge pulling capacity for towing operations. To do this, we had to have propellers in nozzles to ensure sufficient bollard pull. This meant that we had to design the hull so that as much ice as possible was led away from the propellers.

When developing the hull lines, we cooperated closely with HSVA’s researchers in Hamburg, who helped us with hull line calculations and with model testing the hull in ice. We have also had a fruitful collaboration with Rolls Royce Marine, who delivered the propulsion system. HSVA’s model tests and the sea trials at the yard have given us some very good answers, and we strongly believe that the vessel will

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SPECS Havyard 843 ICE Length Breadth Draught Speed Bollard pull Anchor-handling winch Accommodates

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SHIP REPORT

Photo courtesy of Havyard

Photo courtesy of Havyard

One of the things that impressed the guests during the naming ceremony was the de-icing system, which includes heated exterior railings.

The ship naming ceremony for a Russian company is quite special. After the ship’s godmother Nadezhda Lyshko named the ship, both the Aleut and crew were blessed by a priest from the Russian Orthodox Church. This was stylish ceremony with speeches and songs.

Aboard the Aleut the Russian Orthodox priest conducted a stylish ceremony with blessing of the ship and crew.

Photo courtesy of Havyard

Photo courtesy of Havyard

From left: Bård Mikkelsen – Chairman of the Board of Havyard Group, Geir Johan Bakke – CEO Havyard Group, Lasse Stokkeland – EVP Havyard Ship Technology, Ivan Lyshko – FEMCO, Godmother Nadezhda Lyshko, Pavel Lyshko – FEMCO, Sergey Zamyatin – SLC and Sergey Enenkov – FEMCO.

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Photo courtesy of Havyard

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SHIP REPORT

Powerful forces at work: In addition to the main propellers, Aleut has a total of 4,000 kW of side propellers fore and aft. That makes it easy to manoeuver.

Photo courtesy of UAVPic.com

perform well for the shipping company when really put to the test in the ice north of Russia,” Mr Leine concludes.

An Advanced Slugger Build 122 Aleut, a Havyard 843 ICE design, is a real slugger of a ship that will operate under some of the harshest conditions imaginable. Aleut will sail to Murmansk, Russia to stock up on equipment and provisions before it heads for the Prirazlomnoye field, situated between the Russian mainland and Novaya Zemlya. Aleut has been chartered by the Russian oil company Gazprom to service the Prirazlomnaya platform.

In addition to being an advanced anchorhandling vessel with platform supply functions Aleut is designed to operate under extreme arctic conditions. Among other things, the ship has icebreaker class and engine power that allows it to break onemetre-thick ice at 3 knots, and a de-icing system so that it can withstand temperatures as low as -30°C. Another of the ship’s extreme qualities is its ability to

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ram into and break ice ridges with 8-metrethick ice under water. During the sea trial, the speed was measured at 16 knots and the bollard pull was just above 200 tonnes.

to compete for future market contracts.

They also offer other icebreaker designs in their portfolio and have the ability to quickly adapt designs to customer requirements.

Good Execution

i. www.havyard.com

The contract for the delivery of build 122 was finalised at the end of 2013. The vessel was delivered from Havyard Ship Technology within the agreed time and framework stipulated for the project. Project Manager Erlend Hatleberg was very pleased with how the project has been executed. “Considering that this is a prototype design, the project execution has been a great success,” says Mr Hatleberg. “There were some challenges in the beginning of the project, but things went according to plan after that. The vessel performed very well during the extensive sea trials, and we are proud of the product we delivered to the client. The collaboration with the shipping company has been excellent, and we hope they will be pleased with the performance of the ship.”

FEMCO Group was established in 2004 and is the only privately-owned company in Russia that is specialised in operating anchor-handling vessels.

FEMCO has varied experience in the operations of vessels both in tropical and arctic waters, and are used to meeting challenges in tough weather conditions and performing advanced operations.

This icebreaking offshore vessel with Havyard is part of a long-term fleet renewal strategy in order to offer services for the offshore oil activities in arctic areas.

With the new Havyard 843 Ice design, Havyard has positioned itself well in order

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TRADE FAIR

rising AbOve chAllenges

Asia Pacific Maritime 2016

One Of AsiA’s lArgest mAritime exhibitiOns And cOnferences returns for its 14th edition with a focus on shipbuilding and marine, workboat and offshore.

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he Asia Pacific Maritime (APM) 2016 Exhibition and Conference takes place from 16-18 March in Singapore. The three days will comprise a dynamic lineup of regional and international industry figures as well as exhibitors under one roof to address challenges and capitalise on opportunities within the maritime industry.

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Asia is Key

Although the maritime sector has recently been faced with a number of obstacles, analysts remain optimistic that Asia will continue to dominate the shipbuilding industry and be key in driving the next phase of growth. In 2015, Singapore recorded bunker sales at a 12.3% increase over November 2014. There has also been increased commitment from companies to develop their maritime and shipping sector in Asia. A recent example is shipping giant CMA CGM, who bought the Neptune Orient Lines in order to expand and strengthen its presence in Asia. Neighboring countries like Indonesia also pushed out plans to develop marine destinations as well as improve seaport facilities as part of its vision to be the World’s Maritime Axis, casting the spotlight on growth in the region. “As Asia continues to maintain its foothold in the global economy, we have to remain attuned to the industry’s needs by bringing in prominent players who can share their insights and inspire thought-provoking

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TRADE FAIR

Facts & Figures Wednesday 16 March 10:00 – 18:00 Thursday 17 March 10:00 – 18:00 Friday 18 March 10:00 – 17:00 Level 1 & Basement 2 Marina Bay Sands, Singapore

dialogues. APM attendees can expect powerful discussions from some of the world’s most important heavy weights as they share their forecast on the future of the shipping industry,” said Yeow Hui Leng, Senior Project Director, Asia Pacific Maritime.

Under One Roof

APM has grown into one of the most important maritime, workboat and offshore exhibitions and features the latest in equipment and technology. This year’s edition will include informative conferences and will also be co-located with InterMET Asia 2016 – an exhibition bringing together global weather and climate services industries.

Digital Ship will join APM 2016 on March 17 with a full day of conference sessions looking at innovation and developments in maritime connectivity. Bringing together a panel of leading international experts, along with regional experts, Digital Ship will provide the audience with a snapshot of recent developments in maritime communications and technology and look at how these are impacting the evolution of shipping.

InterMet InterMET Asia is co-located with this year’s Asia Pacific Maritime. InterMET Asia is the region’s foremost event for meteorological technology companies and service providers, meteorology professionals, and weather affected industries. The aim is to highlight steps that can be taken to manage and mitigate the impact of extreme weather events and climate change to minimise the potential for financial, social and economic disruption, and the loss of human life.

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The first Asia Pacific Maritime Insurance Conference (APMIC) is organised in conjunction with APM and has a theme of managing increasing exposures & new risks in the maritime world. This two-day conference includes active panel discussions and expert presentations to discuss pressing issues and concerns relating to market development, legal & regulations, underwriting, claims and risk management as well as practical solutions in maritime trade.

In addition, the International Bunker Industry Association (IBIA) is hosting a one

day conference looking at the challenges that lie ahead with regard to meeting emissions standards in shipping. The Petro Edge conference provides skills development training for the oil & gas industry, catering to both Upstream and Downstream by aligning training interventions to focus on business needs and skills development in many areas. Each of the three days of this conference will cover a separate topic: bunker quality & claims management, interpreting & managing time charterparty for offshore support vessels, and oil & liquefied gas tanker operations.

Comprehensive experience

Visitors to APM 2016 can expect a wide array of discussion topics from leading international experts and regional practitioners. Everything from ship financing to understanding Asia’s overall marine and offshore demand; from LNG to communications and technology, as well as skills development trainings for the oil and gas industry. “APM 2016 will provide visitors and exhibitors a comprehensive experience by combining an international meteorological exhibition, a multitude of networking events and world class conference sessions that connects buyers to international maritime suppliers,” comments Yeow Hui Leng. “Exhibition goers can expect an unlimited number of learning opportunities, establish connections amongst like-minded individuals, address challenges of the industry and stay ahead of industry trends” Registration is possible through the APM 2016 website. All information regarding schedules, exhibitors and conference details can be found online. i. www.apmaritime.com

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FOCUS ON TURKEY

Technology ParTner for The MariTiMe indusTry

Promatech Promatech is currently running the cloud-Vas Project, a research Project which began in june 2015 with the suPPort of the horizon 2020 sme Phase 2 Programme, the euâ&#x20AC;&#x2122;s largest research and innoVation Programme. the outcome of cloud-Vas will provide the maritime transport industry with an innovative, industry focused, cloud-based vessel allocation decision support system that is user friendly and will eliminate the need to use time consuming and error-prone existing commercial solutions.

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ased in instanbul, Promatech executes r&d projects subsidised by national and international support programs (european union framework programmes, european commission era-net programmes, and other global r&d funds). Promatech was founded in 2010 by mr ahmet bilici to develop maritime projects and software solutions. the company aims to close the gap between many of the major issues in the maritime industry, especially in relation to environmental and safety regulations. being the first locally established r&d company, Promatech provides international

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maritime companies with an active role in the turkish market

Important Innovations

Promatechâ&#x20AC;&#x2122;s recent project cloud-Vas, which began in june 2015, was initiated by oil chartering companies who expressed a need for an elementary, time-saving, risk and cost reducing software solution to help make decisions on which vessels are best allocated to which route on a time-charter contract basis. this software will help shipowners make sharp decisions to save on chartering costs and fuel consumption,

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FOCUS ON TURKEY

With expertise in research and project development Promatech provides consultancy services to the Maritime Industry.

which will result in lower co2 emissions. the vessel allocation problem is a widely known managerial issue for transportation companies who rely on maritime shipping for transportation of their bulk. current methods for vessel allocation are based on global programming solvers proven to perform well but complicated to use. these solvers often do not provide protected user access, which increases the risk of data alteration often leading to significant time and monetary losses. cloud-Vas is the first, and so far the only, cloud based vessel allocation decision support tool in the world and will be an important innovation for the maritime transport. cloud-Vas is the latest r&d initiative driving Promatechâ&#x20AC;&#x2122;s vision of providing innovative technological products to the maritime and shipbuilding industry. ceteX Project started in october 2014 with a vision of protecting whales and cetaceans in their natural habitat from collision with merchant ships and reducing human impact during whale-watching activities. september 2013 saw the beginning of the

mini-chip project, with a goal of developing a decision support tool for reducing carbon footprint and optimising fuel consumption for maritime shipping.

Proven Projects & Products

VPars, a project granted from the scientific and technological research council of turkey is a Voyage Performance analyse reporting system that monitors the operational performance of a chartered vessel. it was initiated in january 2014 as a solution to provide vessel charterers with the opportunity to analyse the performance of vessels, tracking operational time, bunkering performance and observing fuel consumption. the software analyses data and generates results and charts that help to assess factors such as exceeded operation times, gaps between port operations and associated reasons, outrun bunker usage and comparison between shipsâ&#x20AC;&#x2122; actual vs. expected durations and costs. a major oil & gas company contributed to the project as the first user of VPars. the software has since been sold to the client and is currently in use.

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CETEX project.

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smm-hamburg.com

the leading international maritime trade fair

53°

33

ham‘ 47“ N, 9° 58 ‘ bur g 3 3“ E

setting a course 6 – 9 sept 2016 hamburg

visit smm-hamburg.com/trailer to watch the SMM trailer

5 sept

maritime future summit

6 sept

global maritime environmental congress

7 sept

international conference on maritime security and defence

8 sept

offshore dialogue

9 sept

maritime career market

facebook.com/SMMfair

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linkedin.com/company/smmfair

twitter.com/SMMfair #SMMfair

youtube.com/SMMfair

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6 11:00

FOCUS ON TURKEY

From Left to right: Mr Doğuş Tozanlı, Turkish Ship & Yacht exporters, Mr Başaran Bayrak, Turkish Ship & Yacht exporters, Mr Ahmet Bilici, CEO Promatech.

cleanwave is a unique patented wave energy convertor product that is 100% pollution free, sustainable and generates electricity with the highest efficiency. the first cleanwave prototype was successfully installed and tested in akçakoca, turkey in 2011. the second prototype was built and installed in tuzla, turkey in 2013 with implementation of all improvements gained from the experience of the previous prototype. together with strategic project partners, developers, manufacturers and partners in logistics Promatech are determined to meet the global and expanding need for clean, sustainable, renewable power generation.

developing intelligent software & hardware and has been providing industry players with expert services to help them remain competitive. Projects executed by Promatech are planned with a wide perspective not only evaluating today but also foreseeing and anticipating tomorrow. they are a relatively young company that has experienced tremendous growth and develop with every new project. they plan to continue to grow through new partnerships and intend to provide service nationally and internationally. there is need for better software solutions in the maritime industry and Promatech is focused on meeting the industry’s needs.

Continued Development

i. www.promatech.com.tr

Promatech has anticipated the need for innovation within the maritime industry by

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NAVAL ARCHITECTURE Computer Animation & Screenshot of the new Catia V6 Software

3D SOluTIOnS FOr EFFIcIEnT DESIgn PrOcESS

A New Digital Era OnE OF ThE wOrlD’S lEaDIng cruISE ShIP BuIlDErS, MEyEr wErFT, haS SIgnED On TO uSE DaSSaulT SySTèMES ‘On TIME TO SEa’ anD ‘DESIgnED FOr Sea’ solution experiences to more efficiently design and build its cruise ships, enhance its innovation skills and expand its market leadership.

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uilding cruise ships is a particularly complex task compared to other industries. One cruise ship is made up of more than 10 million individual parts and assemblies, compared to about one million parts for today’s largest passenger airplanes and about 10,000 parts for a car. The complexity, diversity and large volume of data involved require efficient solutions to design and build ships that stand out from competitors. Dassault Systèmes offers solutions to help manage projects throughout the design process to keep them on time and on budget.

On Time and Designed for Sea ‘On Time To Sea’ is a Marine & Offshore Industry solution experience that ensures timely and on budget delivery by allowing

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the planning and management of complex projects with an interactive 360° project management approach. This experience provides a unique intelligent environment to monitor all activities across the extended enterprise, including suppliers.

‘Designed For Sea’ is an industry solution experience that achieves design excellence by defining, simulating, validating, and detailing a ship or platform design using advanced 3D design, engineering, and simulation in real time. Based on the 3D experience platform, it uniquely connects the dots between owners’ requirements, regulations, engineering teams and suppliers with full traceability thereby improving quality, productivity, cost effectiveness, and ecosystem efficiency in

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NAVAL ARCHITECTURE

an increasingly competitive Marine & Offshore environment.

Competitive Advantage

Working in a unique virtual environment facilitates the flow of information from design to manufacturing.

Copyright CMN-Dassault Systèmes

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Meyer Werft is just one of the latest companies to use Dassault Systèmes solutions. The story of Constructions Mécaniques de Normandie (CMN) and Dassault Systèmes (3DS) began 30 years ago and has evolved into more than a simple client-vendor relationship. “Even back then CMN recognised the potential benefits of using digital design in shipbuilding,” says Frédéric Bréhier CMN Chief Information Officer. “We were one of the first shipbuilding companies to implement 3DS digital technology and over the years our relationship with Dassault Systèmes has evolved into a partnership.” CMN adopted the 3D experience platform, including Catia and Enovia for design and collaborative innovation, and Delmia to virtually link design to production. “Working in a unique virtual environment facilitates the flow of information from our design office to our manufacturing facilities. Delmia uses our 3D geometry to generate the files we need to pilot our plasma cutting machines, which cut the six to eight mm-thick steel plates that make up a ship’s structure,” Mr Bréhier explains.

“3D gives us a competitive advantage,” Mr Bréhier adds. “It also makes designing a more intuitive and enjoyable experience.

We can eliminate a lot of the guesswork and

misunderstandings that sometimes go handin-hand with flat, 2D drawings.” Even though CMN is a single-site installation, its 40 designers did not always find it easy to collaborate on a design. “Accessing and working on the same 3D model really boosts our productivity,” Mr Bréhier comments.

“Enovia makes cross-discipline collaboration possible and designers are confident that they are working on the latest geometry and the most up-to-date version of the design.

Moreover, if someone moves a piping element, the entire design office is informed. This is a huge time and money saver since we avoid costly mistakes.”

Proactive Approach

As vessels become bigger, more sophisticated and tailored to specification, it is essential for customers to provide feedback at the earliest stages of a project, when modifications are still possible in terms of cost and planning. “With the 3D experience platform, we can show our customers their boat in a 3D virtual environment complete with interior textures and layouts before we begin production,” says Mr Bréhier. “Our designers and customers can easily exchange ideas and make modifications to designs relatively quickly. It is an exciting time because future owners see their vessel take shape right before their eyes. We recently showed a customer a virtual representation of his boat in the water for a more realistic effect,

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Copyright CMN-Dassault Systèmes

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ShipBuilding Industry 223x297

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™ÂÏ›‰· 1

Posidonia 6 -10 June 2016

Metropolitan Expo, Athens Greece

enter

the multi-billion market The International Shipping Exhibition

posidonia@posidonia-events.com

www.posidonia-events.com

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NAVAL ARCHITECTURE

Signing between Meyer Werft & Dassault Systèmes. From left to right, Bernard Charles, Dassault Systèmes general manager; Bernard Meyer, Dr. Jan Meyer (both CEO Meyer Werft).

complete with a simulation of a helicopter lift-off from the landing pad. While still in the virtual stage, 3D experience made the dream a reality.”

Central 3D Platform

CMN designers are enjoying a fourfold reduction in time spent on producing isometric piping plans. “While impressive, this still is not the greatest advantage,” Mr Bréhier explains. “We are most proud of being able to work on a full 3D digital mockup. This is a truly great accomplishment in a paper-based industry. As information is centrally managed with the 3D experience platform, designers spend more time innovating and less time searching for information. This helps us to cut costs and time to market and to stay ahead of the competition.”

Modern Design Solutions

The highly competitive marine industry is becoming even more challenging due to the global economic slowdown and competition from emerging economies. Ships are some of the most complex machines built and the multiple stakeholders involved (owners, suppliers and shipyards) are often situated

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in globally dispersed locations. Historically, the marine industry has relied on paper and manual exchange of data to bring a vessel to completion. In a highly competitive digital age, these archaic methods are simply unsustainable. Every actor participating in the design and manufacture of a ship needs quick and reliable access to a vessel’s data throughout its entire lifecycle, starting with design all the way through to end of life.

With ‘On Time to Sea’ and ‘Designed for Sea,’ based on the 3D experience platform, Meyer Werft’s design and development teams can now rely on a unified digital environment to monitor the entire lifecycle of a ship, from its construction and operation to its decommissioning decades later. Virtual design, engineering and project management applications help seamlessly address complex needs in product development and process requirements.

Philip Gennotte, Technical Director Meyer Werft adds, “Today’s shipbuilding is a highly modern industry that requires a combination of ideas, knowledge and technology in order to introduce sophisticated, future-oriented concepts.

Thanks to the 3D experience platform, we

Copyright CMN-Dassault Systèmes

can foster collaborative creativity that fulfills the highest technical demands of customers worldwide from hull shape, hydrodynamics and fuel consumption, to capacity and onboard comfort and entertainment.” i. www.3ds.com

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MARINE PROPULSION

The PeRFeCt ShiP

Power Without Pistons GTT, CMA CGM (And iTs subsidiAry CMA ships) And dnV GL reLeAsed A TeChniCAL And feAsibiLiTy sTudy for A new MeGA box ship â&#x20AC;&#x201C; The pisTon enGine rooM free effiCienT ConTAinership: perfeCt. The ConCepT vessel is LnG-fuelled, powered by a combined gas and steam turbine, and is electrically driven. exploring this configuration resulted in the partners identifying and analysing a propulsion concept that has the potential to offer a more efficient, flexible and greener box ship design than current 20,000 Teu two-stroke diesel engine-driven ultra large container vessels.

Over the next few pages SBI outlines the study itself, from theory to design concept of the PERFECt ship.

High-Level Study

Combined cycle gas and steam turbine (CoGAs) power generation is the most efficient and economical way to convert fuel into mechanical power or electricity. The high power density and modularity of CoGAs plants, together with the electric propulsion concepts leads to additional space on a vessel. This makes up for the large storage space required when using LnG as a fuel source. for these reasons, GTT, CMA CGM, CMA ships and dnV GL decided to have a closer look to the CoGAs technology applied to container ships.

The companies studied the technical design and economic feasibility of an electric-

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driven 20,000 Teu uLCV vessel with an LnGfuelled CoGAs electric power plant. The ship, equipped with LnG membrane tanks was benchmarked against a conventional hfo-fuelled vessel featuring the same hull shape and operating in the same trade. The high-level study addresses the technical feasibility and overall fuel efficiency, and includes a preliminary economic assessment.

Power Comparison

As a reference and a base for the evaluation, a conventional hfo-fuelled 20,000 Teu container vessel is used with main design parameters similar but not identical to those of the Marco polo. The analysis of overall

ship efficiency and fuel consumption is based on an Asia â&#x20AC;&#x201C; europe return voyage including all port calls.

The electric power demand varies widely as a result of fluctuations in ship speed between the single ports and different numbers of containers carried. There is also a big difference between the power demand at sea (50 Mw), and power demand in port (less than 5 Mw). it is also important to consider the ambient conditions when designing a propulsion concept, as these affect the performance of a gas turbine. for the conventional fuelled reference ship, a scrubber system was assumed. The comparison of both designs is based on the

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The net efficiency is expected to be well above conventional-fuelled piston engine ships.

total fuel consumption during the return voyage. The different operation modes, power demands, efficiencies in part load, operation of auxiliary engines, etc. were considered.

Efficiency

The final result showed that the overall efficiency of the CoGAs system and that of the hfo-fuelled 2-stroke engine system to be close to each other. but it has to be considered that the CoGAs system chosen for the study is not fully optimised. with a fully optimised CoGAs system, and optimal operational conditions, it is expected that the net efficiency of the CoGAs system will be well above the efficiency of the conventional system.

Engine Room Not Needed

All power consumers on the perfeCt vessel are electrically driven. The electrical propulsion concept of the design allows the power plant to be split from the propulsion motors. As a consequence, a conventional engine room is not needed and additional cargo space is provided instead. in addition, the three electric main motors, arranged on one common shaft, can run fully independent from each other, providing increased redundancy and reliability. for the design, aspects such as number of gen-sets, type, capacity and dynamics in power demand are considered.

Complex System

for the CoGAs system, the chosen layout was modeled and simulated in dnV GL CossMos simulation software. with CossMos it was possible to get detailed data for the calculation of the overall fuel

efficiency. using a global feM analysis, the project partners also evaluated the impact of the changes that were made to the general arrangement. one of the main challenges for the simulation is the high complexity and dependency among all components. for example, the power generation of the gas turbine and the power generation of the steam turbine depend on each other. for a given power demand, the starting point of iteration has to assume a certain load of the gas turbines, while the rest of the power needs to be provided by the steam turbines.

The produced power of the steam turbines, however, depends on the exhaust gas parameters of the gas turbines, the power source for the steam generator. if the steam turbine cannot match the power demand, the gas turbine load must be increased; exhaust gas parameters and mass flow change accordingly until the power of steam and gas systems is balanced and the actual demand of the ship propulsion, hotel load, auxiliary and cargo demand is met. This line could be further drawn through all components in the complex system.

LNG Storage

Two membrane fuel tanks, GTTâ&#x20AC;&#x2122;s Mark iii flex design, with a capacity of 10,960 m3 each are used for LnG storage. The design ensures safe operation under all weather conditions and at all filling levels. The tanks are located near the midship section below the superstructure. The size of the tanks is approximately twice the size of an hfo tank with similar energy content. The space above the tanks is sufficient for the installation of the CoGAs system and

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General arrangement of PERFECt ship.

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DURABLE DRIVES FOR THRUSTERS — with electric motors from Wölfer

Thrusters with electrical motors are more durable and low maintenance than hydraulically driven ones.

Motors from Wölfer have a high reliability due to the steelwelded housing design. Additionally the motors persuade by their handmade windings, which increases the lifetime. Well known OEMs rely on electric motors from Wölfer e. g. in bow and stern thrusters, but also in winches and cranes on ships and offshore platforms. We are developing and manufacturing high quality electric motors for use in marine propulsion and hoisting equipment, in and on ships as well as in general mechanical engineering for 70 years now.

Feel free to put us to the test.

For more information please check our website

www.woelfer-motoren.com

Essential component for shipping and industry

Complete electrical systems One stop worldwide service for: • development • engineering • production • installation • fault clearing service

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Photo courtesy of PortPictures.nl

increased number of containers transported and savings related to the expected higher system efficiency will result in cost benefits.

Encouraging Results

accommodation, hence no engine room is needed. As a result, the ship gains approximately 300 container slots compared to the hfo-fuelled reference ship.

Global Strength

with no aft engine room island, the question of global strength had to be evaluated during the study. dnV GL performed a strength analysis based on a generic standard container ship design modified in the aft by removing the machinery room and decks and adding lower engine room decks for the electric propulsion machinery. The main engine foundations were replaced by smaller foundations for the electric propulsion engines. The modified design will have to be reinforced at several local positions,

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due to the reduced torsional stiffness of the new aft ship without the stiffening engine room construction. The modified aft ship was qualitatively judged for major problems in regard to ship strength, and no fundamental problems were identified.

Cost Analysis

for the cost–benefit assessment, investment costs of the perfeCt ship were compared to the conventional ship. within the analysis, costs for additional and reduced systems to the base case were considered. in the end, the investment costs for the CoGAs ship are considered to be 20 to 24% above a conventional-fuelled vessel. however, operating costs could be lower as they largely depend on differences in fuel price.

As well, additional income related to the

The results of this study encourage the partners to plan a more detailed evaluation of the overall system in a follow-up project. with gas-turbine-driven power production, utilising a very clean fuel and with electric propulsion, the ship’s machinery systems are simplified and made much more robust. it is expected that this approach can lead to new maintenance strategies, as those found in the airline industry, which may make it possible to reduce the ship’s engine crew, leading to further cost savings. The next phase of the study aims to optimise the propulsion system and ship design to attain even greater efficiency and increased cargo capacity. i. www.dnvgl.com i. www.cma-cgm.com i. www.gtt.fr

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A True replicA of A clAssic Design

World’s Largest Sailing Ship The largesT square-rigged ship in The world had iTs keel laid aT shipbuilding indusTry spliT in Croatia on 9 december 2015. The ship is contracted by star Clippers from Monaco who are renowned for their true replicas of classic sailing ships.

Old Design, Current Standards

The new ship currently under construction at brodosplit is being built based on the design of the ship ‘France ii’ from 1911. “brodosplit has been recognised as one of the few shipyards capable of building such unique ships, from the design phase, building and fitting it with complex equipment and luxury interiors,” says Mikael krafft, owner of star Clippers from Monaco.

“This project is a great challenge for all of us. we plan to build a new ship based on a 100 year-old design that has to comply with all current safety regulations. brodosplit design department did a phenomenal job without any flaws for which they were commended by Classification society dnV gl. we will be so proud once we build the largest sailing ship in the world,” said Tomislav debeljak, brodosplit Chief executive officer.

Versatile Vessel

The vessel will be 162 metres long and 18.5 metres wide, with deadweight of 2,000 tonnes. it will have five masts and sails covering an overall surface area of 6,347 m2. The marine platform located at the stern will be equipped with a mechanism for opening and lowering to sea level so that the passengers will have direct access to the water. The ship will have steel construction while the deck will be fully covered by the highest quality teak. The ship will comply with the strictest

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requirements, for example noise and class rules. “it is envisaged for sailing in all world seas, even in ice areas, so it will be built to ice class,” states radovan načinović, brodosplit project Manager.

Old-Time Luxury

Three swimming pools with fresh or sea water and underwater lights, heating and bubbles are planned on the ship as well. one of the pools can be used for diving, with the largest pool having a volume of 50 m3 of water. There will be five decks, with accommodation for 450 people, 300 passengers in 150 luxury cabins, and 74 crew cabins for 150 crew members.

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The ship will be completely modern with the highest level of comfort, yet will have touches of old time charm. it will be luxuriously decorated, while at the same time have a style and atmosphere reminicent of old sailing boats. There will be a library and large salons, one of which will extend over three decks. state of the art navigation and communication equipment will be installed on the clipper. each cabin will have internet access, telephone, television, music and other entertainment facilities, with wifi available on the entire ship. There will be three bars on the open decks and a galley extending over three decks. air conditioning on the ship will be executed in accordance with high quality standards in order to satisfy the comfort of passengers in all climate conditions.

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Brodosplit has been recognised as one of the few shipyards capable of building such unique ships.

Extensive Process

“The negotiation process with the buyer and preparation of technical description and documentation lasted 11 months,” Teuta duletić, sales director of brodosplit said for shipbuilding industry magazine. she continued to say that the shipowner checked what was on offer by spanish, german and italian shipbuilders before contacting brodosplit. “one of the main reasons that brodosplit won this project was the professionalism of its design team. The shipowner knew what he wanted very clearly when he came to meet with us and brought with him an extensive list of wishes that needed to be structured and adapted to. That was and still is a two-way communication between our two companies,” Ms duletić said.

Safe Return to Port

The ship is intended exclusively for sailing although it will have two fully independent electric propulsion engines. its sails will be operated by only a few crew members, but also by passengers if they wish. The vessel will have the safe return to port system

that, for the first time, will be installed in Croatia. This is a novelty in the Croatian market as there have been new standards for increased safety of passenger ships, passengers and crew since 2010. This system means that all key equipment on the ship will be duplicated – there will be two engine rooms all built with electric energy and water supply plants, and all fuel and oil systems with an additional bridge. everything will literally be doubled on the ship so that in the unlikely event of a defect, fire or flooding of any space or zone on the ship, the ship will be able to return safely to port from the distance of almost 2,000 nM which is the farthest point from land to sea.

The ship’s speed with the sails will be about 16 knots, and it is envisaged that it will be able to navigate up to 20 knots under the favourable weather conditions and operated by capable crew. it will navigate at 16 knots of speed powered by its two main electric propulsion engines. They are fully electric but the source of power is not battery but four diesel electric generator sets. it will have two independent controllable pitch propellers, bow thruster and two rudders enabling it with extreme manouevring abilities. There will be six life boats that will be used as tender boats for transport of passengers to smaller ports or beaches, eight rafts, four sports boats and two smaller boats.

Increasing Demand

star Clippers is expanding its fleet due to increased global demand for cruise travelling, particularly on ships with sails.

Their fleet currently consists of three such ships – royal Clipper, star Clipper and star Flyer, as commented from Croatian bank for reconstruction and development. The successfull execution of this agreement will contribute to sustainable business operation of brodosplit group and ensure brodosplit’s presence in the growing sailing boat market. i. www.brodosplit.hr

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SBI OUTFITTERS PAGES Mini-Pod Survival Platform

GRP Drying Cabinet

The Mini-Pod, an inflatable survival platform, provides refuge out of the water and buys valuable time for survivors waiting to be rescued from sea. With its compact size, the Mini-Pod can be deployed to within a very accurate range. It auto-inflates and will always inflate the right way up. The skirt around the outside adheres to the water surface, making it extremely stable in all conditions. It is equipped with Solas approved LED lighting and is easy to spot out at sea. i. www.salvare.co.uk

Pronomar have produced a drying cabinet in collaboration with new partner JoBird. The cabinet is produced from robust GRP and carries Lloyd’s Type Test Approval. Equipped with Pronomar drying systems, the cabinets can be placed either inside or on the deck of a vessel. They are produced from GRP, a robust material that will not corrode, weaken, or require any maintenance and provide an excellent solution for drying and prolonging the lifespan of work gear i. www.pronomar.com

High-Speed 4G System for Business at Sea Microwave Vision Group has launched a new product, NetpuLink, to help those at sea communicate with those on shore instantly via a high-speed internet connection (100 Mb/s) which operates up to a 20 nautical mile radius. NeptuLink has been designed specifically with maritime industry in mind, and is tailored to withstand the harsh marine environment.

NeptuLink houses a SIM card and through its two antenna transmitter-receivers it serves as a terminal that connects directly to distant 4G networks, or 3G or Edge where 4G is not available. i. www.neptulink.com

Digital AlphaChartTable A unique digital AlphaChartTable from JRC/Alphatron Marine comprises an impressive 46-inch touch display where routes can be planned on a more realistic ‘paper chart’ scale. By use of the digital chart table, navigators have an intuitive and user friendly interface to plan optimal routes by touch operation. The software gathers and overlays the data officers require, including ENC’s, weather data, tidal information, digital publications, and other services like piracy updates – all on a single display. The console is designed to fit existing bridge designs. i. www.jrc.am

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SBI OUTFITTERS PAGES SOS Recovery Ladder

HiPAP 502

SOS Marine introduces the two-in-one SOS recovery/rescue ladder which performs two types of recovery using just one product. In man overboard situations can only be used as a ladder, but may also be used as a recovery net to extract an individual from the water in cases of injury.

This product was nominated for the DAME award at METS 2015.

The SOS recovery/rescue ladder is simple to use and is applicable for use on a motorboat, barge, cruise ship, or raft. i. www.nordicmarine.nl

The third generation of Kongsberg Maritime’s High Precision Acoustic Positioning and Navigation System, HiPAP, is now available. Smaller, lighter, more durable and accurate than ever, HiPAP 502 sets new standards for subsea position reference systems. It is designed to support the performance and safety of offshore support, survey, subsea construction and scientific vessel operations. HiPAP 502 delivers 100% better angle accuracy, with improved range capability to 5,000 metres. i. www.km.kongsberg.com

9PHD UPS for Harsh Marine Environments Synchronized Wiper Controller Schmitt & Ongaro Marine provides mariners a distractionfree view of the seas ahead with its new synchronized wiper controller. The unit simultaneously controls one to three motors for synchronised sweep at slow, fast or intermittent speeds. Users can select to wipe all windscreens together or just the helm station. The innovative controller draws a maximum of 5A and is available in 12V or 24V. Both slow and fast speed settings have their own circuit for efficient operation and maximum torque. i. www.schmittongaromarine.com

Power management company Eaton has launched a next generation marine UPS. The Eaton 9PHD is specifically designed to withstand harsh working conditions and secure the reliability of critical systems in demanding marine industry environments. The new heavy duty UPS features a highly sophisticated core and modular design to deliver efficiency and optimised operating costs. The 9PHD is available in a range from 40kVA to 200kVA and comes in two frame sizes. It has a small footprint and is available with internal transformer options. i. www.eaton.com

Optimised Schilling Twisted Trailing Edge Rudder Becker Marine Systems presents a new rudder profile, the optimised Schilling Twisted Trailing Edge Rudder. Development of the rudder began a few years ago and is now encountering increased demand on the market, due to greater environmental regulations in the shipping industry. The rudder is suitable for tankers, general cargo carriers and some research vessels that benefit from increased manoeuvrability. The Becker Schilling TT Rudder is energy efficient and has lower servicing and maintenance costs due to the simple design of its rudder blade. i. www.becker-marine-systems.com

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THE YELLOW & FINCH PAGES

ShipBuilding Industry’s Buyers Guide

AncoferWaldram Steelplates bv P.O. Box 190 4900 AD Oosterhout The Netherlands T +31 (0)162 491 512 E joost.van.dijk@aws.dillinger.biz Contact: Mr Joost van Dijk AncoferWaldram Steelplates is a specialised supplier of heavy carbon steel plates and profiled parts since more than 35 years. The combination of comprehensive stocks of over 35,000 tons of heavy carbon steel plates plus the sophisticated profiling plant gives AWS a decisive lead in experience, product range and customer service.

CHEMETALL B.V. IJsselstraat 41 5347 KG Oss, The Netherlands T +31 (0)412 681 888 E ampak@chemetall.com I www.chemetall.com Ampak cathodic protection is a product group within the surface treatment business unit of the Chemetall group, based in Oss, The Netherlands.

Ampak is specialized in the design, production and application of cathodic protection and anti-fouling systems.

Our systems are mainly supplied to the marine and offshore industry.

Ampak is a prime producer of zinc, aluminium and magnesium alloy anodes at its own foundry.

Ampak also manufactures impressed current and anti-fouling systems to customer specification and requirements.

We maintain strict quality control procedures, which has enabled us to maintain our distinct reputation as a leading and worldwide supplier of corrosion prevention systems.

AMPAK, your worldwide specialist in cathodic protection.

Cramm HLS BV P.O. Box 510, 8901 BH Leeuwarden The Netherlands T +31 (0)88 457 0457 F +31 (0)88 457 0458 E info@crammhls.com I www.crammhls.com Contact: Paul Boelens p.boelens@crammhls.com Cramm HLS BV is a sister company of Cramm Yachting Systems (www. cramm.nl). Cramm HLS deliveres equipment for safe and secure landing and handling of helicopters. One of the products is the helicopter landing grid (www.heligrid.com), which is used for safe landing in rough conditions.

Besides this also Helicopter moving systems and the delivery of hangardoors are in the delivery-package. After 60 year anniversery we are proud to use: quality based on experience.

DBR BV Lelystraat 53 – NL-3364 AH P.O. Box 1039 – NL-3360 BA Sliedrecht – The Netherlands T +31 (0)184 613 200 F +31 (0)184 612 654 E info@dbr-bv.nl I www.dbr-bv.nl Contact: H.J. Hafkamp DBR BV is the Dutch specialist in diesel and gas generator sets up to 4,000kVA, pumps and diesel pump sets up to 2,000kW in the oil and gas, wind farm, dredging and shipping industry worldwide.

The well-engineered generator and pump sets are custom-built and assembled by DBR in accordance to high quality offshore standards and marine classification rules.

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T +31 (0)184 415 317 F +31 (0)184 415 582 E info@emigreen.eu I www.emigreen.eu Contact: Niko J. Dalpis Emission Control Technology Emigreen produces customised, integrated emission control solutions, for, among others, the maritime sector.

Emigreen also provides services including design, specification, production, installation instruction, training and aftersales. Emigreen has expertise in emission control technologies, flow dynamics, thermodynamics and noise and vibration control. Emigreen develops and tests components including catalytic converters, particulate filters, selective catalytic reduction systems and related instrumentation.

The Emigreen Alfa Alfa burner assisted soot filter system has set the standard for others to beat. All Emigreen solutions are highly efficient, highly reliable and highly controllable, whether designed for an inland barge, shortsea carrier or luxury yacht.

Emigreen links science and the market

Gebhard Electro Innovatiepark 14, 4906 AA Oosterhout PB 61, 4900 AB Oosterhout The Netherlands T +31 (0)162 452 888 F +31 (0)162 433 761 E info@gebhard.nl I www.gebhard.nl Contact: Ton Versluis / Richard van de Wiel Gebhard Electro is a globally operating company specialised in the design, production, installation and maintenance of electrical systems for the maritime shipping industry. We collaborate with leading shipyards on every continent.

Gebhard Electro has been specialised in the high-tech world of shipbuilding since 1946. Our activities vary greatly: from just one specific task to the execution of entire projects or the management and co-ordination of all activities of all participating contractors.

From our own facility in China we are in a position to deliver at competitive rates.

Gebhard Electro, your one-stopshop for development / engineering / production / installation / repair service

HEInEn & HopMAn Produktieweg 12 3751 LN Spakenburg The Netherlands T +31 (0)33 299 25 00 F +31 (0)33 299 25 99 E pr@heinenhopman.com I www.heinenhopman.com Contact: J.W.E. Hopman Heinen & Hopman Engineering is a world leader in air conditioning, mechanical ventilation,central heating, refrigeration, sanitary systems, fire protection, environmental systems and air duct cleaning. Founded in 1965, the company is renowned for being an innovator in the design, engineering and installation of customised solutions.

We work in four specialist areas: – Superyachts.

– Commercial shipping.

– Offshore industry.

– Navy vessels.

Our mission is to ensure that the climate ‘indoors’ will perfectly meet the needs of people and products alike, whatever the weather outside. Heinen & Hopman offers a worldwide, 24/7 service via a network of subsidiaries and sales centres.

Pantone 354

Pantone 299

Black K=100%

Pantone Uncoated (U) voor uncoated papierdrukwerk, zoals visitekaartjes, briefpapier etc.

Pantone Coated (C) voor coated papierdrukwerk en en andere gecoate ondergronden, zoals stickers etc.

Versie 2014-02-18 Edward Newland / en@heinenhopman.com

Hubel Marine B.V. Karel Doormanweg 5, 2nd Floor 3115 JD Schiedam P.O. Box 3219 3003 AE Rotterdam The Netherlands T +31 (0)10 458 7338 F +31 (0)10 458 7662 E info@hubelmarine.com I www.hubelmarine.com Twitter: HubelMarine Contact: Mr Erik A. de Koning M +31 (0)6 53724457 Hubel Marine is a full-service firm for advice regarding Vessel Registration, Mortgage Registration, Seafarer Endorsements and Technical Flag State matters. We represent the flags of Panama, Belize and St.Kitts & Nevis.

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YELLOW & FINCH PAGES Safety Surveys and issue Statutory & Class Certification including ISM, ISPS and MLC audits. We provide services for any type or tonnage of vessel worldwide.

are capable of crankshaft grinding.

Our service is 24/7 worldwide!

Klay Instruments b.v.

P.O. Box 13 7990 AA Dwingeloo The Netherlands T +31 (0)521 591 550 E info@klay.nl I www.klay.nl Klay Instruments is a Dutch manufacturer of ‘All Stainless Steel’ Pressure- and Level transmitters for the Marine & shipbuilding.

All our transmitters are ATEX and IECEx Ex ia certified and have five different Marine Type Approvals.

Our Pressure transmitters are available in threaded and Flanged process connections with flush diaphragm for all pressure applications.

The available accuracies are 0.2% (series 8000) or 0.1% (series 2000).

For Level measurement we manufacture Compact transmitters (series 8000 and 2000) and submersible level transmitters (series Hydrobar).

Typical applications: – Ballast Level – Oil / HFO and (waste) water level – Manifold pressure More than 30 years experience in the Marine and shipbuilding industry !

pTR Holland B.V. Dintelweg 107 3198 LB Rotterdam The Netherlands T +31 (0)10 714 49 45 F +31 (0)181 26 28 13 E info@ptrholland.com I www.ptrholland.com Contact: Joris J. Stuip From the early days PTR’s core business has been the manufacture of a full range of rope ladders using wooden, metal-alloy and synthetic steps. Jacobs or Monkey ladders are produced, but the main production is the manufacture of PTR Pilot Ladders to the all-important MED certification.

PTR, under the supervision of Bureau Veritas, was one of the first manufacturers to be awarded MED approval for pilot ladders and lifeboat/ embarkation Ladders. Daily, MED approved ladders are shipped locally and by sea and air to users around the world, for other items please visit us at www.ptrholland.com

nicoverken Marine Services BV Algerastraat 20 3125 BS Schiedam, The Netherlands T +31 (0)10 238 0999 F +31 (0)10 238 0988 E info@nicoverken.nl I www.nicoverken.nl Contact: Jacco Vermunt Distributor, 24/7 service & spare parts agent of marine equipment.

In our programme there are stainless steel marine pipes and drains, filtration, anti-fouling & cathodic protection, reverse osmosis desalinators (water makers), wastewater treatment, vacuum sanitary systems for yachts, deck equipment (doors & hatches) and watertight sliding door systems.

Our Ship Repair department is specialised in the overhaul of all types of main and auxiliary engines, including attachments i.e. governors, turbochargers, fuel equipment and the sales of spare parts and engines. We www.s h i p b u i l d i n g -industr y.eu

yellowpages SBI 10.1.indd 63

SI BeneLux BV Prins Hendrikweg 12 3151 AE Hoek van Holland The Netherlands T +31 858 769068 E info@si-benelux.nl I www.si-benelux.nl Contact: Willem van Haren SI BeNeLux (Brunvoll Germany) is an exclusive representative of high-profile Norwegian manufactures and offers premium support covering Project Planning, Intergration of Customised Solutions, Technical Consultancy, Aftersales, Maintenance and Repair in the areas of Propulsion and Ballast Water Management Systems.

Stone Marine Singapore pte Ltd 4 Tuas Basin Close Singapore 638797 T +65 6863 2681 F +65 6863 2683 E office@stonemarine.com

I www.stonemarine.com Contact: Simon Honeybone (Managing Director), Stephen Yeo (Technical Director) Stone Marine custom design and manufacture high-end propellers and sterngear equipment. We use the latest design and engineering technology, including simulation software and 5-Axis milling machines, providing accurate and precise propulsion equipment. You can rely on our long established history of delivering high quality propellers, optimised for maximum efficiency, with minimal noise and vibration levels.

Stone Marine propellers are produced to all the desired finishes from Class II to Class S for all types of vessels. The maximum propeller diameter we build in Singapore is 4.0m (diameter) with shafts up to 12.0m in length. We are approved by all the major classification societies.

WInEL B.V. P.O. Box 70 9400 AB Assen The Netherlands T +31 (0)592 366 060 F +31 (0)592 312 392 E sales@winel.nl I www.winel.nl Contact: Bert Knijp Since its foundation in 1956, Winel has grown into a leading global supplier of high quality products and services tot the world’s maritime industry. An experienced team of specialists offer a wide range of doors, hatches, platforms, tank venting systems and special engineered products.

Winel’s strength is offering a complete

in-house service package which includes 3D design, engineering, testing, manufacturing, assembly, project management, support & logistic services.

G.J.Wortelboer Jr. B.V. Quarantaineweg 5, 3089 KP Rotterdam P.O. Box 5003, 3008 AA Rotterdam Harbournr: 2637 The Netherlands T +31 (0)10 429 2222 F +31 (0)10 429 6459 E info@wortelboer.nl I www.wortelboer.nl Every now and then anchors and chains must be replaced, so we understand your need for quality and speedy delivery. Wortelboer has what you are looking for. Our enormous stock of anchors and chain cables of all sizes and diameters in both our Rotterdam and China ports gives you the certainty that we can deliver the required materials very quickly and to any port in the world! All our materials are approved by any of the well-known class societies such as LRS, BV, RINA, DNV/GL, ABS and RMRS. Do you have problems with finding the right anchors? Could you use a hand while fitting anchors and chain cables aboard your vessel? We are more than happy to help you with it.

Wortelboer has been a reliable partner in the shipping industry for more than 50 years. And that is why our customers keep coming back for more.

Do you need anchors and chain cables? Come to WORTELBOER.

Next Issue Main Themes Posidonia 2016 Electric & Hybrid Marine World Expo 2016 Marine Maintenance World Expo 2016 Workboats, Tugs & Services Vessels Ballast Water & Emissions Hybrid Propulsion Focus South Europe

Deadlines

Copy deadline Advertisement deadline

18 March 2016 8 April 2016

Subjects can be changed without prior notice.

S B I 2016 | Vo l u me 10 | I s s u e 1 | 6 3

04-02-16 10:34

Word on the Sea

Yellow & Finch Publishers’ Lesley Breau

readY, Set, LaUnCh! This impressive launching ceremony was a very nice way to end 2015 and also provided a positive outlook for the year to come. And here we are in 2016 with a launch of our own – the first issue of SBI of 2016! As always, our goal is to keep our readers up to date with current events related to shipbuilding. We will continue to showcase launches of new marine products, projects and developments, as we have been doing over the last 10 years. We are celebrating the 10th anniversary outlook for of ShipBuilding Industry to come... magazine this year, launching into a new decade of editorial coverage of maritime news.

As 2015 came to a close, an invitation was sent to the Yellow & Finch Publishers office and I was given an opportunity to attend my first vessel launch on 19 December at the Royal IHC shipyard in Kinderdijk, the Netherlands. I was happy to attend and at the event I witnessed a spectacular naming celebration and vessel launch of an impressive jumbo trailing suction hopper dredger, the Jun Yang 1, with a hopper capacity of over 21,000m3. ...a positive

the year

The ceremony began in the IHC main office with speeches from management of both IHC and CCCC GuangZhou Dreging Co, the vessel’s owner. After the speeches we then proceeded to the shipyard where the vessel was officially named and successfully launched to the delight of all those present. Immediately following the float-out, we were treated to a traditional Chinese dragon dance, which was another first for me. The entertainment then continued with live festive music to entertain the invited guests and general public also in attendance.

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Word on the Sea.indd 64

Lesley Breau lesleyb@ynfpublishers.com

w w w. s h i p b u i l d i n g -i n d u s tr y. co m

04-02-16 10:35

You want to save cash and stay on the water? You’re in the right place. At Kohler Marine, we just created the first and only commercial marine generators with a built-in automatic paralleling system. That means no more costly switchgear or pricey installs.

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Start saving today at KohlerMarine.com.

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SBI 2016 | VOLUME 10 | ISSUE 1

SUPPORTING SHIPBUILDING EFFICIENCY

SB I VOL. 10 ISSUE 1 | 2016

ShipBuilding i n d u s t r y

NAVAL ARCHITECTURE

Havyard’s First of Three Icebreaking Offshore Vessels

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BUILDING KITS | HULL PLATE FORMING | MICRO PANELS | BLOCKS & HULLS

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