SBI 2018 | VOLUME 12 | ISSUE 2
STANDARD TSHDS THE RIGHT TOOL FOR THE RIGHT JOB
SB I VOL. 12 ISSUE 2 | 2018
ShipBuilding i n d u s t r y
POSIDONIA 2018
STANDARDISED TRAILING SUCTION HOPPER DREDGERS In response to significant market demand, Royal IHC has further developed its product line of standardised trailing suction hopper dredgers – the IHC Easydredge® and IHC Beagle® – which are now available in a series from 700 to 8,000m3. The product range excels with its versatility and cost-effectiveness, and offers a great variety of optional extras. This enables dredging contractors to make use of a wide range of turnkey solutions for all types of operations with relatively short delivery times. SHIPBUILDING-INDUSTRY.EU
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editor’s note
Staying Ahead of Changing Regulations The mariTime indusTry is one of The mosT heavily regulaTed indusTries. and ThaT is unsurprising, as iT brings so many differenT facTors TogeTher: global Trade, Traffic flows, marine biology and physics, hazardous maTerials, naval archiTecTure, engineering, automation, mechanics and crowd management, to name a few. Different sets of rules are concerned with each aspect. As the maritime industry is defined by its global character, its regulations are inherently developed internationally. And although complying to the vast array of rules and regulations can be a strenuous task, they also raise the bar regarding safety, security, and sustainability throughout the industry. The most significant, recent change in regulations was the adoption on 13 April of a new strategy to reduce GMG emissions. The strategy, with its ambition to reduce GHG emissions from ships and phase them out as soon as possible, was adopted by IMO’s Marine Environment Protection Committee (MEPC) during its 72nd session at IMO Headquarters in London. It says GHG emissions from international shipping will imminently peak before declining by at least 50% by 2050, in comparison to the GMG emission levels in 2008. Meanwhile, it has been six months since the International Convention for the Control and Management of Ship’s Ballast Water and Sediments (BWM Convention) treaty came into force. With ratification by 69 countries so far, representing 75% of world merchant shipping tonnage, the emphasis now increasingly lies on its effective implementation and enforcement. This issue of ShipBuilding Industry will give you an update on both topics, as well as an in-depth overview of antifouling strategies, a range of innovative new ship designs, and plenty more. Enjoy! Yara Rood ediTor YARA@YnfPuBLISHERS.COM
| Read more on shipbuilding-industry.eu
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Content SBI 12-2.indd 2
ANTWERP BELGIUM
HOUSTON USA
DUBAI UAE
Offshore Industry | ShipBuilding Industry SuperYacht 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 2
BALLAST WATER & EMISSIONS
16 The Latest on Ballast Water & Emissions 39 USCG-Enforced Discharge Requirements 54 PureBallast’s Winning Streak 56 Optimised Filtration Mesh
2018
50
36
SHIP DESIGN, CONSTRUCTION & INNOVATION
36
The Use of Composites in Shipbuilding
44
Research Vessel Design
20 28
SHIP REFIT, REPAIR & MAINTENANCE
28
Antifouling Strategies of the Future
40
FleetCleaner
SHIP REPORTS
50
20
RPA 8
DC Orisant
10
TRADE SHOW
10
Posidonia 2018
WORKBOATS, TUGS & SERVICE VESSELS
26 Remotely Operated Fireboats 34 Largest Rotortug to Date 48 Carroussel Rave Tug
REGULARS
1 Editor’s Note 4 News in Brief 59 People 60 Outfitters
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 12-2.indd 3
On the Cover Workboats, Tugs & Service Vessels – Kotug Smit Towage’s newly-built Damen ATD 2412 Twin Fin tug Buffalo during harbour towage activities in the Port of Southampton. Read more on page 5 – Photo courtesy of Damen Shipyards SBI 2018 | Vo l u me 12 | I s s u e 2 | 3
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news in brief Veth Propulsion Delivers First Z Drives Papillon is the first tug from Damen Shipyards to sail with Veth Z drives. Many years of cooperation and built-up trust have ensured that Veth Propulsion was chosen to deliver the main propulsion system for this ASD tug (type VZ-1100A with Mitsubishi engines of 1,040 kW). Papillon is the latest addition from De Boer Remorquage SARL from Cayenne (French Guiana – neighbouring Surinam), a subsidiary company of Dutch Dredging (Baggerbedrijf De Boer) from Sliedrecht, and Iskes Towage & Salvage from IJmuiden, the Netherlands. A new order has already been placed for a multipurpose tug/ dredger, the WID 2915 Hybrid. Veth Propulsion will deliver two Veth Hybrid Drives (VZ-1250A-VHD) / 1,425 kW) and a tunnel bow thruster (200 kW).
Official Opening of Maritime Simwave Simulator Centre
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Simwave officially opened its 5,000m2 maritime training centre, which houses 59 simulators, in Barendrecht on 19 April. The ‘site acceptance test’ was successfully completed on 29 January in collaboration with the simulator supplier, Kongsberg Digital. Simwave has been operational since, and training courses have been organised for customers such as Genting Hong Kong, Crystal River Cruises, and Viking Cruises. Courses can be run on one simulator, but simulators can also be linked for multi-vessel simulations. A machine room with seven simulators occupies two floors of the building. ‘Full mission’ simulators replicate the entire bridge of a ship almost at full scale, supported by 360° projections.
May
June
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September 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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news in brief Viking Grace Transforms into Sailing Ship On 12 April, M/S Viking Grace commenced operations between Turku (Finland) and Stockholm (Sweden) as the world’s only passenger ship equipped with a Rotor Sail, harnessing wind power for propulsion. The 24m high Rotor Sail unit, 4m in diameter, is a modernised version of the Flettner rotor. The system senses when the wind is strong enough to deliver fuel savings, at which point the rotors start automatically. The LNG-fuelled Viking Grace already has low emissions and noise levels. The Rotor Sail Solution, developed by Norsepower Oy Ltd., will cut fuel consumption and further reduce carbon emissions by up to 900t annually. Viking Line will also install two Norsepower Rotor Sails onboard a new cruise ferry vessel, which is currently being built in China and due to be operational in 2020.
Wilhelmsen and Kongsberg Establish Autonomous Shipping Company Wilhelmsen and Kongsberg are joining forces to take the next step in autonomous shipping by establishing Massterly, a complete value chain for autonomous ships, from design and development to control systems, logistics services, and vessel operations. Land-based control centres will be established to monitor and operate autonomous ships in Norway and internationally. With a combined 360 years of experience, Massterly will benefit from Kongsberg’s technological expertise and solutions, and from Wilhelmsen’s experience in logistics and ship management operations. Norway’s position as a leading maritime nation also creates opportunities in the development of next-generation maritime personnel. The new joint venture company will be based at offices in Lysaker, Norway, and will be fully operational from August onwards.
Kotug Smit Towage Takes Buffalo Into Service Kotug Smit Towage has taken the newly-built Damen ATD 2412 Twin Fin tug Buffalo into service for its European harbour towage activities. Buffalo is the third tug that Damen has built for Kotug Smit Towage, following the Rotterdam and Southampton. The ATD 2412 Twin Fin tug is 25m long and 13m wide. With her 72t bollard pull, she combines compactness with manoeuvrability. The fifth ATD 2412 Twin Fin in the Kotug Smit Towage fleet, Buffalo joins over 20 Damen vessels operated by the company. The characteristics of this tug fit perfectly into its European harbour towage operations. Buffalo recently commenced her harbour towage activities in the Port of Southampton. | Read more on shipbuilding-industry.eu
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news in brief Damen Receives Order for Inshore Patrol Vessels Damen Shipyards Cape Town (DSCT) has received an order from Armscor – the acquisiti on agency for the South African Department of Defence – for three Inshore Patrol Vessels (IPV). The vessels of 62m x 11m form part of the South African Navy’s Project Biro, which aims to develop South Africa’s mariti me security to ensure that the country has the capability to respond eff ecti vely, rapidly, and cost-effi ciently to mariti me threats such as illegal traffi cking and fi shing. DSCT received the order exactly four years to the day that it received the order to deliver vessels for a previous project for the South African Navy, Project Canter. The yard is delighted to be able to conti nue to provide support to the navy, says Chairman Mr Sam Montsi.
First LPG-Powered Dual-Fuel Engine Receives Order Hanjin Heavy Industries has been awarded the order for the constructi on of two Very Large Gas Carriers (VLGCs) at its Philippines Faciliti es for Belgian integrated gas shipping company Exmar. The 80,000m3 new builds will each be powered by an MAN B&W 6G60ME-LGIP Mk9.5 engine, and will be LPG-fuelled. Engine delivery to the yard has been scheduled for December 2019. Once constructi on is completed, the carriers will be chartered by Statoil. In gas mode, the ME-LGIP engine will operate on 3% pilot oil and down to 10% load. The engine is ulti mately expected to operate without any pilot oil. MAN Diesel & Turbo reported that the ME-LGIP engine reduces CO2 emissions by approximately 10%, and parti culate matt er by about 90% when running on LPG, as compared to running on MDO.
Wärtsilä BWMS Submitt ed for USCG Type Approval Wärtsilä has submitt ed its Aquarius Electro-Chlorinati on (EC) Ballast Water Management System (BWMS) for USCG Type Approval aft er successfully completi ng all of the required testi ng procedures. Wärtsilä received type approval from the IMO in 2013 for the same system. This current testi ng has once again demonstrated the reliability, robustness, and eff ecti veness of the Electro-Chlorinati on system. The Wärtsilä Aquarius EC BWMS uti lises proven fi ltrati on and electrochlorinati on technology, while maintaining a high degree of safety, operability, and reliability. It ensures compliance with regulati ons, even with varying levels of water quality. Safety has been a fundamental considerati on in the design, and hazard analyses aimed at eliminati ng installati on and operati onal risks have supported its development. The Wärtsilä range of ballast water management systems is backed by Wärtsilä’s global service network. | Read more on shipbuilding-industry.eu
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latest innovation in fender technology: TheThe latest innovation in fender technology: “BULL Technology Inside” system TheThe “BULL Technology Inside” system Unprecedented resilience indestructability, Unprecedented resilience andand indestructability, damping capacity weight reduction, suitable veryvery highhigh damping capacity andand weight reduction, suitable for for heavily frequently used vessels such as pilot boats, multipurpose heavily andand frequently used vessels such as pilot boats, multipurpose vessels, wind farm support vessels, tender boats ferries. vessels, wind farm support vessels, tender boats andand ferries.
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news in brief Lindblad Celebrates Keel Laying of Polar New Build Lindblad Expeditions Holdings, Inc. and Ulstein Group celebrated the keel laying of Lindblad’s first polar new build at the CRIST shipyard in Gdynia, Poland. The occasion served as the official naming ceremony of the latest addition to the Lindblad-National Geographic fleet: National Geographic Endurance. National Geographic Endurance has a focus on safety and comfort, while also incorporating innovative sustainability solutions. Ulstein’s X-Bow provides fuel efficiency and significantly improves guest comfort in rough seas. A Polar Class 5 rating enables the vessel to freely operate in polar environments year-round. The vessel’s expanded fuel and water tanks provide for extended operations in remote areas, while zero-speed stabilisers ensure stability, whether at zero speed or full steam ahead. National Geographic Endurance is due for delivery in the first quarter of 2020.
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Piriou Delivers RoRo Vessel to Groix Island
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Parker Hannifin has announced that its complete SensoControl® product range has now been approved by international organisations such as Germanischer Lloyd and Det Norske Veritas for use in marine applications. Now available in the complete SensoControl® product range the SCPSDi. Piriou Group recently delivered Breizh Nevez I, a new RoRo passenger ship, to its new owner, the department of Morbihan. The ship was inaugurated in the Port of Groix, before becoming operational on 10 April between Lorient on the mainland and Groix island in Southern Brittany, France. Breizh Nevez I will be operated by Compagnie Océane as part of the regional fleet that ensures territorial continuity in Brittany. She is the third passenger vessel that Piriou Group has built for a French territorial authority, following L’Estuaire, (for the department of Gironde in 2009) and Fromveur II (for the department of Finistere in 2011). In compliance with her owner’s requirements, Breizh Nevez I is a compact vessel that accommodates 300 passengers and eighteen light vehicles.
The SCPSDi is an electronic pressure switch with: Pressure display, 2 programmable switching outputs optional analog output signal, IO-Link interface and VDMA menu navigation.
<<
parker.nl
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POSIDONIA
Posidonia: The International Shipping Exhibition 2018 1 0 | S B I 2 0 1 8 | Volum e 12 | Issue 2
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POSIDONIA
Posidonia hosts around 1,850 exhibitors from a wide range of maritime industry sectors and over 22,000 visitors.
The global hub of mariTime, Posidonia is seT To make a sPlash in 2018 wiTh a rafT of new exhibitors, the anticipated games, and forming the stage for big industry reveals. All photos courTesy of Posidonia evenTs
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F
or over nearly 50 years, the international shipping community has gathered every two years at Posidonia – the home of Greek shipping – for the world’s most significant international shipping event. Held over five days, this year’s event takes place on 4-8 June 2018, and promises to be the largest show to date. Attended by members of the Greek and international shipping community, Posidonia has a rich history in shipping firsts. Hosting around 1,850 exhibitors from a wide range of maritime industry sectors and over 22,000 visitors – including shipping executives and government delegation members – the five-day biennial exhibition presents a multitude of events that will address the prevailing issues concerning international shipping.
Held at the Athens Metropolitan Expo across an exhibitor floor space spanning 40,000m2, the conferences will range from marine LNG to VSAT forums, debates on best practice to maritime authority seminars, with the great and the good gathered together to tackle the topics head on.
Key Attractions
Over 260 ships built to high specs, with many of them Tier II and Tier III compliant, are on order for Greek interests at the dawn of 2018, 105 of them contracted in 2017. This flurry in new build orders and fleet upgrades is drawing the world’s shipping community to Posidonia 2018 in bigger numbers than ever before with commitments or expressions of interest surpassing any previously set event record.
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POSIDONIA Conferences will range from marine LNG to VSAT forums, debates on best practice to maritime authority seminars, with the great and the good gathered together to tackle the topics head on.
Posidonia is held at the Athens Metropolitan Expo across an exhibitor floor space spanning 40,000m2.
The spending spree is said to be regulation driven, stemming from the recent ratification of the ballast water treatment treaty and type approvals by the US Coast Guard, as well as new regulations regarding SOx and NOx emissions and monitoring, reporting and verification requirements, which have speeded up investment in scrubbers, LNG-fuelled ships and digitalisation of operations. Capital Maritime & Trading has gone so far as to predict that new environmental regulations will make a quarter of today’s global fleet obsolete, giving them reason to invest EUR 90 million in upgrading 71 ships and ordering new ones. “A key attraction [at Posidonia] remains the strong presence of the powerful Greek ship owning community, which is leading global new building activity with 61 Greek companies having ships on order worth an estimated EUR 13 billion,” says Theodore Vokos, Executive Director of Posidonia Exhibitions S.A.
International Launchpad
With the world’s shipping industry in attendance, Posidonia 2018 is set to be the
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launchpad for the big reveal of new shipyard International Maritime Industries (IMI). A joint venture between Saudi Aramco, Saudi Arabia’s state oil company, and its partners – Lamprell Plc, the National Shipping Company of Saudi Arabia, and Hyundai Heavy Industries Co. Ltd. – IMI will be one of the world’s largest full-service maritime facilities once fully operational in 2022. Spread over 11.8km2, IMI will offer new build and maintenance, repair and overhaul of vessels, including Very Large Crude Carriers (VLCCs) and Offshore Rigs. “We have chosen to participate at Posidonia 2018 to showcase IMI’s position as a global competitor and regional hub for maritime industries and services,” says Fathi K. Al-Saleem, CEO of IMI. “Given our geographic location and our proximity to strategic shipping routes, IMI is well positioned to be the partner of choice for new build ships and rigs, as well as maintenance, repair and overhaul services. Utilising the strengths and expertise of the four partners, we are able of offer customers optimum lifecycle cost, efficiency, and leading-edge technology.”
Show Highlights
Dominated by some 20 national pavilions and the leading shipbuilding nations such as China, Japan and South Korea, organisers of Posidonia have had to add another 1,000m2 of exhibition space to meet demand in 2018. Long-standing exhibitors such as the USA, Denmark and Holland and maritime centres such as Hong Kong, Singapore and Dubai will be joined by a wealth of newcomers, including landlocked Luxembourg and agricultural economies like Georgia, while Poland will also make its debut. The majority of flag states will also be present. New highlights include the Greek pavilion organised by HEMEXPO, the association of Hellenic Marine Equipment Manufacturers and Exporters, which will span over 400m2 of exhibition space, as well as Greek utility company Gastrade, backed by Gaslog Ltd, which will manage the Alexandroupolis Independent Natural Gas System, a modern, cutting-edge technology project which comprises an offshore floating unit for the reception, storage and re-gasification of LNG and a system of a subsea and an onshore gas transmission pipeline.
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POSIDONIA And as the drive for digitalisation increases the need for smart shipping solutions, high demand for constant fleet connectivity has led to an impressive Posidonia outing by the ICT sector, with over 30 companies confirming their participation.
Conferences and seminars
With over 30 conferences, product presentations, technical seminars and press conferences all taking place at the Metropolitan Expo, the Posidonia Conference and Seminar programme will start in 2018 with the prestigious Tradewinds Shipowners Forum which will tackle current issues facing shipping. New features on the programme this year include the 4th Energy & Shipping Seminar, organised by the Institute of Energy for South East Europe, which will provide an in-depth analysis of the global oil and gas market outlook, analysing the factors that define the correlation between energy cargoes and shipping, and the ‘Support the Local Maritime Industry Summit’, which will enable shipping companies to make educated decisions on future investments going forward.
2018 Posidonia Games
Organised under the auspices of the Ministry of Maritime Affairs & Insular Policy, the Union of Greek Shipowners and the Hellenic Chamber of Shipping and with the support of the Municipality of Piraeus and the Greek Shipping Co-operation Committee, one of the highlights of Posidonia is the pre-event Games. Thousands register for a multi-sports weekend of sailing, golf, running and football tournaments, with a total of 2,500 shipping executives expected to participate at different venues across Athens. On Friday 1 June, some 600 yachtsmen will sail their yachts from the azure waters of Faliron Bay in the picturesque Athens waterfront for the Posidonia Cup regatta; on Sunday 3 June, a total of 1,500 runners will crowd at the starting point of the Piraeus Municipal Theatre for the 5km Posidonia Running Event along the busy streets of Piraeus; on the same day a further 100 will swing their drivers at the serene green tees of the Glyfada Golf Club for the 18-hole, shotgun Posidonia Golf Tournament; and also on the same day, 280 soccer fanatics will kick off the five-a-side Posidonia Shipsoccer Tournament.
600 yachtsmen will sail in the Posidonia Cup regatta.
Participants will represent a total of over 150 maritime corporate teams who will compete for trophies, medals or just the joy of participation in an international sports event, prior to a busy week of business, networking and deal signing ceremonies. i. www.posidonia-events.com
BIO-SEA
Rustibus
BIO-SEA is part of the BIOUV Group, which with almost 20 years of experience in ultraviolet light (UV-C) water treatment equipment, designs, manufactures and markets the most comprehensive range of UV water treatment systems in Europe, adapted to a large number of applications. The ballast water treatment system BIO-SEA combines mechanical filtration and high UV dose disinfection, without any chemical treatment, and is made with high marine quality components. BIO-SEA systems are IMO and USCG type approved. BIO-SEA has equipped many vessels with reliable, innovative, modular, and cost-efficient solutions. BIO-SEA is, thanks to its worldwide certified partners, able to provide systems for new construction projects and turnkey solutions for retrofits projects, from onboard study to onboard installation (at quay, dry-dock, or on voyage).
Rustibus is a genuine Norwegian brand name from manufacturer Dalseide Shipping Services. This company supplies effective and reliable surface preparation equipment. It specialises in mechanical descaling and exporting its products worldwide via offices and stock points in Bergen, Antwerp, Singapore, Houston, Dubai, and Kuala Lumpur. The enterprise aims to be the leading innovator in surface preparation machines and safety products such as SafeEdge, a highly visible and qualitative hatch protection cover. As the only supplier of DNV-certified explosionproof mechanical descaling machines, tanker and oil & gas markets can certainly benefit from Rustibus’ added value. Through Rustibus’ work ethics and core values, it strives to help you, your company, and your crew to maintain your values. The enterprise would like to welcome you at booth 2.223.
i. www.ballast-water-treatment.com
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i. www.rustibus.com
BIO-SEA
RUSTIBUS
present at
2.223
POSIDONIA 2018
POSIDONIA 2018
BOOTH NO.
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Ballast Water & emissions
Ships are required to manage their ballast water to meet the D-1 or D-2 standard.
Image courtesy of IMO
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Balla st Water & emissions
THE LATEST ON
Ballast Water Management & Emissions THE INTErNATIONAL CONvENTION fOr THE CONTrOL AND MANAgEMENT Of SHIPS’ BALLAST WATEr AND SEDIMENTS (BWM CONvENTION) WAS ADOPTED IN 2004 TO INTrODUCE gLOBAL rEgULATIONS TO CONTrOL THE TrANSfEr Of POTENTIALLy INvASIvE SPECIES.
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he BWM treaty entered into force on 8 September 2017. The International Maritime Organisation (IMO) considers the implementation of the convention as a milestone for the health of our planet. Ballast water may be taken onboard for stability and can contain thousands of aquatic or marine microbes, plants and animals, which are then carried across the globe. Untreated ballast water released at the ship’s destination could potentially introduce a new invasive marine species. Hundreds of such invasions have already taken place, sometimes with devastating consequences for the local ecosystem. Under the convention, all ships in international traffic are required to manage their ballast water and sediments to a certain standard, according to a ship-specific ballast water management plan. All ships have to carry a ballast water record book and an international ballast water management certificate. The ballast water management standards are being phased in over a period of time. New ships must meet the ballast water treatment standard. Existing ships should exchange ballast water mid-ocean, but they will need to meet the ballast water treatment standard by the date of a specified renewal survey. Eventually, most ships will need to install an on-board ballast water treatment system.
the code for approval of ballast water management systems and there are also draft amendments to section E on survey and certification.
D-1 and D-2
Ships are required to manage their ballast water to meet the D-1 or D-2 standard. All ships are expected to meet the D-2 standard by September 2024. The D-1 standard requires ships to conduct the exchange of ballast water, so that at least 95% of water by volume is exchanged far away from the coast where it would be released. The D-2 standard requires ballast water management to restrict to a specified maximum the amount of viable organisms allowed to be discharged and to limit the discharge of specified indicator microbes harmful to human health. In its 71st session, MEPC adopted a resolution which resolves that parties to the BWM Convention should implement the schedule for compliance outlined in the draft amendments, ahead of their adoption and entry into force.
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Eventually, most ships will need to install an onboard ballast water treatment system.
Amendments
At the 71st session of IMO’s Marine Environment Protection Committee (MEPC), draft amendments to the BWM Convention were approved. The draft amendments clarify when ships must comply with the requirement to meet the so-called D-2 standard (draft amendments to section B.) Other draft amendments to (section A and D) make mandatory Image courtesy of Martin Pettitt
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Ballast Water & emissions
Image courtesy of IMO
Complying with the BWM Convention.
The MEPC recently adopted a new strategy to reduce GHG emissions.
From 2020, the limit for sulphur in ships’ fuel oil will be reduced to 0.50% m/m. Experience-Building Phase
With the BWM Convention’s treaty coming into force, and the approval of a first set of amendments at the 71st MEPC session, there is now increased emphasis on its effective implementation and enforcement. The experience-building phase will enable port states, flag states, and other stakeholders to gather, prepare, and submit data, the analysis of which will allow a systematic and evidence-based review of the requirements of the convention and the development of a package of amendments to the convention.
Approved Ballast Water Management Systems
Image courtesy of Roberto Venturini
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The BWM Convention has, to date, been ratified by 69 countries, representing 75.11% of world
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Balla st Water & emissions
merchant shipping tonnage. Ballast water management systems must be approved by the administration, taking into account the guidelines for approval of ballast water management systems. These systems need to be approved by IMO. for an entire list, updated in August 2017, of the various systems that have received basic approval, please visit IMO’s website.
Emissions
The main type of ‘bunker’ oil for ships is heavy fuel oil, derived as a residue from crude oil distillation. Crude oil contains sulphur which, following combustion in the engine, ends up in ship emissions. Sulphur oxides (SOx) are known to be harmful to human health, causing respiratory symptoms and lung disease. In the atmosphere, SOx can lead to acid rain, which can harm crops, forests, and aquatic species, and contributes to the acidification of oceans. IMO regulations to reduce sulphur oxide (SOx) emissions from ships first came into force in 2005, under Annex vI of the International Convention for the Prevention of Pollution from Ships (known as the MArPOL Convention.) Since then, the limits on sulphur oxides have been progressively tightened.
Sulphur 2020
from 1 January 2020, the limit for sulphur in fuel oil used on board ships operating outside designated emission control areas will be reduced to 0.50% m/m (mass by mass). This will significantly reduce the amount of sulphur oxides emanating from ships and should have major health and environmental benefits for the world, particularly for populations living close to ports and coasts.
of ambition to reduce gHg emissions and guiding principles; to include candidate short, mid and long-term measures with possible timelines and their impacts on states, as well as to identify barriers and supportive measures, including capacitybuilding, technical cooperation, and research & development. According to the ‘roadmap’ approved by IMO Member States in 2016, the initial strategy is due to be revised by 2023. Continuing the momentum on this issue, the committee will hold the fourth Intersessional meeting of the Working group on reduction of gHg Emissions from Ships later in the year. This working group is responsible for developing a programme of follow-up actions of the Initial Strategy, as well as advising the committee on how to
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Uniform Implementation
At every session, the MEPC will consider the development or revision of various guidelines and guidance documents. i. imo.org
Invasive Species Asian Kelp (undaria pinnatifida)
Better known as wakame, this edible seaweed is commonly used in Japanese and Korean cuisine. While native to cold-water coastal areas of Japan, Korea, and China, it has found its way to New Zealand, Australia, Argentina, Mexico, the US, the UK and Southern Europe.
Image courtesy of CSIRO
Cholera (vibrio cholera)
Port areas near the mouths of rivers are prime breeding ground for cholera bacteria, especially in countries where sanitation is poor and water has been heavily polluted with raw sewage. By attaching themselves to waterborne microscopic organisms, the bacteria can enter ballast water and be transmitted to new areas around the world. When ingested in drinking water, strains O1 and O139 of the bacteria can cause cholera in humans. Image courtesy of CSIRO
European Green Crab (carcinus maenas)
GHG Emissions Strategy
During the most recent (72nd) session of the IMO’s MEPC on 13 April 2018, which was attended by more than 100 IMO Member States, the committee adopted an initial strategy on the reduction of green House gas (gHg) emissions from ships. The initial strategy envisages gHg emissions to peak as soon as possible and, compared to emission levels in 2008, to reduce the total annual gHg emissions by at least 50%, while pursuing efforts towards phasing them out entirely. The initial strategy provides a framework for member states that sets out the future vision for international shipping, the levels
progress reduction of gHg emissions from ships and reporting to the next session of the MEPC (MEPC 73), which will meet on 22-26 October 2018. IMO has already adopted global mandatory measures to address the reduction in gHg emissions from ships. The organisation is also executing global technical cooperation projects to support the capacity of states, particularly developing states to implement and support energy efficiency in the shipping sector.
Another species colonising Australia is the European green crab, which has found its way from its original habitat in the north-east Atlantic Ocean and Baltic Sea to the Antipodes, South Africa, South America, and both the Atlantic and Pacific coasts of North America. Its introduction to the US in the 1950s has cost the American fishing industry millions of dollars because the green crab preys on scallops and other commercially important shellfish. Image courtesy of CSIRO
North Pacific Seastar (Asterias amurensis)
Image courtesy of CSIRO
Native to Japan, North China, Korea and far eastern russia, this starfish is capable of tolerating many temperatures and wide ranges of water salinities and is often found in estuaries and intertidal zones. Spawning between July and October, the female is capable of carrying up to twenty million eggs that hatch and live as planktonic larvae for up to 180 days. The species has since been introduced to south-eastern Australia and Tasmania, most probably after having been carried as larvae in ballast water, causing damage by eating the eggs of the endangered handfish.
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ship report
the Brand-new Green rpa 8
An Asset to the Port of Rotterdam All Photos courtesy oF Xavier haZenBosch â&#x20AC;&#x201C; tales on Fire
Shipyard Kooiman recently delivered a much-awaited new patrol vessel to the port of rotterdam.
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he ship, called rpa 8, is a hybrid patrol vessel that uses both diesel and diesel-electric to propel forward. the innovative vessel causes considerably less wave action and is significantly more efficient than comparable vessels in this segment, making it a great asset to the port.
the commissioning of rpa 8 complies with the rotterdam port authority policy to stimulate sustainable sailing and to act as an example for worldwide energy transition. rpa 8 was designed by Kooiman engineering in Zwijndrecht. the design combines a Fast displacement hull Form (fdhf) created by van oossanen and an
underwater spoiler called hull vane. the ship has been constructed with a strong emphasis on ergonomics, a safe working environment and a first-rate panoramic view. the 25 metre long aluminium ship is equipped with two main engines of 382kw, two 175kw permanent magnet motors, and a 50kva generator. rpa 8 can reach a maximum speed of 35km/h on diesel, and 22km/h using the hybrid propulsion. the ship is also equipped with an exhaust gas after-treatment installation and soot filters.
Smooth and Economical rpa 8 consumes considerably less fuel. the hybrid propulsion system allows efficient patrolling at low speeds and reduces the number of operating hours on low-duty diesel engines.
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The brand-new RPA 8.
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ship report
Ready to go to the launch of the RPA 8.
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SPECS
Comfort and clear panoramic views, as RPA 8’s wheelhouse was designed by an ergonomist.
Type of Ship
Hybrid Patrol Vessel with underwater spoiler
General Specifics Overall length Moulded breadth Moulded depth Draft
25m 5.40m 3.10m 1.36m
Propulsion
Main engines Bow thruster Port generator Permanent magnet motors Max. speed (diesel) Max. speed (hybrid)
2 x 382kW 1 x 55kW 1 x 50kVA 2 x 175kW 35km/h 22km/h
Accommodation
Crew: max. seven people
Tank Capacities
Fuel Drinking water Black and grey water Waves
a special wing profile of the ship underwater ensures less waves, which is better for quay walls, other ships, as well as for fuel consumption. the consumption is also minimised by the aluminium hull, which is three times lighter than steel. the patrol vessel only requires 60% of its predecessor’s capacity, the rpa 1 (2x 382kw versus 2x 634kw), to reach the same speed of 35km/h. rpa 8 also uses 40% less fuel than rpa 1 & 2. the hull vane ensures a resistance reduction of 20% at 20 km/h. niels moerke, managing director of van oossanen and hull vane, explains, “Fast vessels need some form of lift in the aft of the ship to be efficient at high speeds. you can generate this lift with the hull, by creating a hard chine planing hull form, or with hull appendages such as interceptors and trim wedges. in our experience however, the most efficient way to create this lift is with a submerged wing at the transom. this allows us to design the vessel to be much more efficient at a cruising speed of 20 km/h, while still achieving a maximum speed of 35 km/h.” rpa 8 also makes use of the main engines’ residual heat. the hybrid propulsion guarantees that one main engine is switched off at low speed. a permanent magnet motor acts as an alternator and drives the other screw via the other permanent magnet motor and the onboard grid, so that one single diesel engine keeps everything running smoothly.
Sustainable the ship has been constructed according to the rules and regulations set by Bureau veritas. rpa 8 has a ‘green passport’
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2.6m3 0.34m3 0.57m3 RPA 8 generates waves of 29cm high in patrol vessels (20 km/h).
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SM LA M UN HA CH M IN BU G RG AT 20 1
VISIBILITY is of utmost IMPORTANCE
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RPA 8 only requires 60% of its predecessor’s capacity to reach the same speed of 35km/h. – a ship recycling document that lists the materials used in the construction of a ship throughout its working life. The vessel also has a low emission level. RPA 8 has a NOX emission of only 90mg/m3 at the maximum speed in hybrid mode (22 km/h).
Ergonomic The wheelhouse and accommodation are designed with the help of an ergonomist. By minimising the window styles, the crew has a first-class panoramic view. The air suspension under the wheelhouse ensures that the ship is extremely quiet. At 95% power, the measured noise level in the wheelhouse was only 49dB(A), which is what you normally experience at home.
Manoeuvrability
manoeuvring, she is assisted by her controllable pitch propellers, rudders with a maximum angle of 60 degrees, and a powerful bow thruster. Mr Moerke highlights, “RPA 8 is a good example of what can be achieved when a ship is designed for efficiency across the entire operational profile.”
Hybrid Fleet The innovations aboard RPA 8 will also be applied to the rest of the fleet. RPA 10 and 11 are next. These existing vessels will be converted so that they will also be able to sail on diesel and electricity. i. portofrotterdam.com i. kooimanmarinegroup.nl
Trials demonstrated that RPA 8 is extremely manoeuvrable. For slow-speed
FDHF & Hull Vane Hull Vane
The Hull Vane is a fuel saving device in the form of a fixed foil that is placed below a ship’s stern. This ’hydrofoil’ influences the stern wave pattern and creates hydrodynamic lift, which is partially oriented forward. This reduces the ship’s resistance and improves the seakeeping. The Hull Vane was invented by Dr. Ir. Peter van Oossanen.
FDHF
Van Oossanen has also developed the patented ‘Fast Displacement Hull Form’, or FDHF. It sprang from the desire to develop a hull form that is efficient over the entire speed range, and not only at a restricted speed interval around maximum speed. The FDHF is applicable to all yachts or commercial vessels and performs better than conventional displacement and semi-displacement type hull forms at all speeds up to full ‘planing’ speeds. At semi-displacement speeds, the resistance values displayed by the FDHF are 15-20% better than those of welldesigned hard chine hull forms. Other benefits include significantly increased comfort on board, with better seakeeping and wave reduction.
i. hullvane.com i. oossanen.nl
The engine room. The hybrid RPA 8 is equipped with two main engines of 382kW, two 175kW permanent magnet motors, and a 50kVA generator.
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Workboats, tugs & service vessels
Robert Allan designed the remotely-operated fireboat.
new range of unmanned firefighTing vessels
Remotely-Operated Fireboats To address The evolving safeTy and securiTy needs of modern porTs, vancouver based naval archiTecTs and marine engineers roberT allan lTd., and inTernaTional marine technology specialist Kongsberg Maritime are collaborating on the development of a radically new remotely-operated fireboat that will allow first responders to attack dangerous port fires more aggressively, while reducing risk and improving personnel safety. All photos courTesy of roberT allan lTd
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he first in the new range of autonomous fireboats will be the 20m RALamander 2000, equipped with Fi Fi 1 capability, with a total pumping capacity of 2,400m3/h with optional foam. The uncrewed RALamander will offer in-close firefighting and â&#x20AC;&#x2DC;eye in the fireâ&#x20AC;&#x2122; capability, that keeps marine firefighting professionals out of harmâ&#x20AC;&#x2122;s way. Fires involving containers, petrochemicals, shore-side structures or vessels can be attacked more quickly in situations where toxic smoke or explosion risk may delay or even prevent manned assets from responding effectively. ralamander can serve as a force multiplier with conventional firefighting assets, or be deployed on its own.
The 20m RALamander 2000 will be equipped with Fi Fi 1 capability, with a total pumping capacity of 2,400m3/h with optional foam.
The Kongsberg Maritime control & communications system will feature a robust high-bandwidth, low latency wireless link to a semiportable ralamander operator console that can be located on a manned fireboat, or other vessel of opportunity such
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Workboats, tugs & s ervice vessels By means of the Grapnel Emergency Towing system RALamander can tow a burning vessel a safe distance.
as a tug or pilot boat. In common with other Kongsberg autonomous control systems, the versatile architecture of RALamander’s control system will leave the door open to a range of autonomy levels, which are configurable or future-upgradable to suit the operator or port’s evolving needs. a retractable mast can bring one of the three monitors to a high point of attack for shipboard or dock fires. A range of auto functions is planned for firefighting, including dynamic positioning, water spray target holding, and ‘line protection’ where RALamander automatically moves back and forth along a line while directing protective spray cover on shore structures or vessels threatened by a fire. A low-profile design also makes it possible to attack under-wharf and marina fires remotely. If a burning vessel poses a threat to its surroundings, RALamander can be used to tow it a safe distance by means of its grapnel emergency Towing (geT) system.
better position to offer fire protection services to a port since personnel are less exposed to risks.
RALamander’s versatility may also offer new ways to maintain and operate a port firefighting asset. Since RALamander can be operated from a safe stand-off distance during an incident, commercial entities such as tug or pilot boat operators may be in a
Drawing together Robert Allan Ltd.’s extensive fireboat design experience and Kongsberg Maritime’s world-leading expertise in control, communications and sensing in marine applications, RALamander 2000 represents a significant step-change
The un-crewed RALamander will offer in-close firefighting and ‘eye in the fire’ capability, that keeps marine firefighting professionals out of harm’s way. and improvement in port firefighting capability and safety. With maximum flexibility built into the design from the start, the RALamander series will offer all the advantages of remotely-operated fire response in a customisable system to suit a port’s needs for capability and cost. i. www.kongsberg.com i. www.ral.ca
A low-profile design also makes it possible to attack under-wharf and marina fires remotely.
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Ship RepaiR, Refit & Maintenance
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Surface Treated Composite, such as Ecospeed, achieves a ceramic-like hard surface, which does not offer fouling protection itself, but enables frequent cleaning.
Antifouling Strategies of the Future FouLING TyPICALLy LeAdS To 30-50% moRe FueL CoNSumPTIoN (ANd ASSoCIATed emISSIoNS) ComPARed To A SmooTh huLL. ReSeARCh CALCuLATed a staggering 89% increase in fuel consumption for a slender warship with severe fouling. Words by ThIS ARTICLe IS A ComPACT veRSIoN oF The PAPeR ThAT mR BeRTRAm PReSeNTed AT The hIPeR CoNFeReNCe & eXhIBITIoN 2017.
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n comparison, many energy-saving devices have a target of 3-5% fuel savings, making efficient antifouling one of the most urgent economic and ecological necessities in the maritime industry. Numerous antifouling strategies are competing for the limelight, especially since the ban on tributyltin (TBT) in 2001.
History of Antifouling Strategies
Fouling has been a headache in shipping since ancient times. Greek texts from 300 BC describe the use of tar and wax to protect ships, and both Romans and Greeks secured lead sheathing with copper nails. The use of copper as an antifoulant was patented in 1625. Copper sheathing was commonly used in the nineteenth century, but the rapid increase in steel ships in the second half of this century ended the metallic sheathing era, as contact between copper and iron leads to galvanic corrosion. By 1850, antifouling paint was the predominant strategy. World War II brought important progress in coating technologies, including in modern ‘cold’ paints. Like most
antifouling paints nowadays, the paint released biocides which form a toxic boundary layer. A certain toxin concentration must be maintained for effective protection. Ship movements wash off the toxins. New toxins must be resupplied, with the leaching rate depending on the ship’s speed. The earlier antifouling paints were so-called contact paints. Seawater penetrates the paint film as the toxins dissolve, leaving a honeycomb structure. This increases surface roughness and thus resistance. The leaching rate decays exponentially, releasing far more poison than necessary early on and dropping below the minimum effective level long before all poison has been released. After about a year the ship’s performance will drop drastically, making a dry-dock interval necessary. A solution was provided by self-polishing copolymers (SPCs), a coating matrix that slowly dissolves in water. As the hosting matrix film (the ‘co-polymer’ in SPCs) dissolves, the surface remains smooth with an almost constant leaching rate.
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Photo courtesy of Ecospeed
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Ship RepaiR, Refit & Maintenance
The Four Stages of the Fouling Process 1. slime: within hours after immersion in seawater, a ship’s hull accumulates a microbial biofilm that consists of bacteria and single-cells organisms. This is widely considered inevitable. 2. Biofilm: slime provides biochemical cues for the settlement of algae and marine fungi, and increases the adherence to the substrate. Light slime may already increase resistance by 10%. 3. Soft fouling: green weed can grow up to 15cm long and become a few metres wide at the waterline. Scrubbing it off just triggers more vigorous growth within several weeks. 4. Shell fouling (or calcareous fouling: barnacles, mussels, tubeworms, and so on) may penetrate coatings and destroy them. This hard fouling requires forceful cleaning, which also damages coatings. Image courtesy of changeantifouling.com
Progressive fouling stages.
The Ban on TBT
Photo courtesy of Volker Bertram
Advertisement for ‘Italian Moravian’, a popular antifouling product in the nineteenth century that combined a mixture of rosin and copper compounds.
Tributyltin (TBT), a highly toxic tin compound that provided up to five years of fouling-free performance, used to be the most popular antifouling. In the 1980s, TBT was found to have toxic effects on a wide range of marine species, not just fouling organisms. environmental concerns prompted world-wide regulations, restricting the use of TBT coatings. The Imo adopted the AFS Convention in 2001, banning TBT for new applications after 1 January 2003, and as an active coating on all vessels after 1 January 2008.
Self-Polishing Copolymers
Image courtesy of Volker Bertram
Principle of self-polishing co-polymers with biocides (red) and leached layer (empty circles).
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Since the TBT ban, copper compounds became the predominant antifouling biocide, with an estimated 90% of the world fleet using them. As TBT is more effective (toxic) than copper compounds, copperbased paints require much higher leaching rates than TBT paints. In addition, various herbicides and fungicides (‘boosters’) need to be added to address plant fouling that is not affected by copper compounds. Self-polishing Copolymer (SPC) paints vary widely in price and performance, due to the matrix (host paint) and the biocides. The biocides determine the effectiveness on given species, while the matrix type determines thickness of the leached layer (during shipping operations). The leached layer resembles a dry sponge: the thicker the layer, the rougher the structure (and thus the more frictional resistance of the ship). on the top end of SPC coating, silylbased matrices offer thin leached layers. on the lower end, controlled depletion (CdP) matrices are based on rosins, i.e. natural epoxies.
The wide-spread use of copper-based SPCs has raised concerns about their toxic effects on marine communities, some of the boosters (including Irgarol 1051 and diuron) in particular. yet as long as there are no effective and affordable alternatives, it is unlikely that copper-based antifouling paints will be banned by Imo.
Low-Surface Energy Coatings
All marine fouling organisms attach themselves to the hull with adhesive slime. Low surface energy (LSe) coatings should prevent fouling, as they make slime adherence mechanically difficult. on fast moving boats, these coatings can be selfcleaning. Slower ships, especially in niches with low water speed (such as bow thruster tunnels and sea chests), still require cleaning. most LSe coatings (also known as foul release coatings or silicone coatings) are based on fluorinated silicone elastomeric, a chemical Teflon cousin. LSe coatings contain no biocides. however, like Teflon, they are mechanically sensitive, and fouling starts rapidly after the coating incurs damage. even when unscratched, the silicone film weathers and becomes less effective over time. In a case study, hempel reports that fuel savings on a large tanker were 8% in sea trials, but averaged 4% over a five-year period (between dockings).
Options Waiting in the Wings
Leaching copper and micro plastics (SPC coatings) into the oceans is not sustainable. The move towards an environmentallyfriendly shipping industry requires phasing out metals and organic biocides from antifouling paints and adopting non-toxic
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Ship RepaiR , Refit & Maintenance
Photo courtesy of Micanti
Micanti developed films with flocked surfaces (left). The micro fibres prevent settling of fouling organisms even at zero ship speed.
Image courtesy of Hempel
Roughness of SPC (left) and silicone-based coating (Hempaguard) (right).
Image courtesy of Hempel
Photo courtesy of Volker Bertram
alternatives. No convincing alternative has come out on top yet, but there are many interesting developments. Superhydrophilic Coatings (Hydrogels) Low-surface energy coatings are superhydrophobic (i.e. water repellent) and, inherently, relatively elastic. The other extreme, namely super-hydrophilic surfaces, also impedes settlement of fouling. The working mechanism of hydrogel coatings is threefold: fouling organisms do not recognise the surface of a hydrogel, and cannot displace the water molecules bound in the hydrogel-layer with their glue. Thirdly, the silicone-based matrix underneath the hydrogel layer offers very low surface energy for the fouling organisms to anchor their glue. The best-known example of this technology is hempel’s ActiGuard. Combined with a mechanism to trap biocides on the hull surface, this approach can reduce biocide leaching by a factor of 10-20 over conventional antifouling coatings. hempaguard, based on Actiguard technology, forms a biocide-activated hydrogel on the surface of the coating. The hydrogel traps the biocide during diffusion out of the film, thereby increasing the surface concentration of the biocide and prolonging its retention time in the coating matrix and on the surface. It uses a minimal amount of biocide and the biocide concentration level ensures that the silicone coating retains its properties. Pharmaceutical Antifoulants Selektope has been promoted as a non-toxic alternative to copper compounds. The working principle is ‘pharmaceutical’ as
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Working mechanism of ActiGuard.
Riblet varnish.
opposed to biocidal: barnacle larvae are stimulated to kick their legs, preventing settling on any surface. The substance is rather specific against barnacle fouling. To offer broad-band protection, it requires boosters, which come with all the issues of present-day copper-based SPC coatings.
this approach, the reapplication, long-term deterioration, and application in highcurvature areas are recurrent problems. The eu project eShaRk works on selfadhesive foils, also inspired by shark skin microstructures. Besides the surface structure reducing vortex formation, the robotised application of the foil sheets should achieve smoother surfaces and reduced application times. dutch company micanti developed films with flocked surfaces (resembling Velcro). The micro fibres prevent settling of fouling organisms even at zero ship speed. during tests in the marin model basin, the fibres caused no increase in friction resistance and thus no speed penalty.
Nano Coatings and (Micro-)Structured Surfaces Certain surface structures make adhesion difficult for organisms. Nano coatings (known as ‘anti-graffiti’ coatings for houses), for example, are water and dirt-repellent paints. The German Fraunhofer Institute developed a riblet varnish that mimics shark skin. In
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The move towards an environmentally-friendly shipping industry requires phasing out metals and organic biocides from antifouling paints and adopting non-toxic alternatives.
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Ship RepaiR, Refit & Maintenance
Fleet Cleaner’s hull cleaning robot.
Photo courtesy of Fleet Cleaner
Regardless of the choice of coating, application methods are likely to improve. Painting robots, such as the hTC (by Palfinger hubert), claim to achieve a low macro-roughness similar to what is achieved in lab spraying conditions.
Photo courtesy of SeaRobotics.
HullBUG, SeaRobotics’ cleaning robot.
Image courtesy of Silverstream Tech
Air lubrication at the keel.
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Hull Cleaning A cost-efficient, easy hull cleaning strategy presently remains a difficult task. The development of hull cleaning robots such as Fleet Cleaner (by Fleet Cleaner) and hullBuG (by SeaRobotics) could prove to be a game changer. hull cleaning effectiveness depends on the coating applied. Surface Treated Composite (STC) coatings, such as ecospeed (by hydrex), contain tiny glass or platelets to achieve a ceramic-like hard surface, which does not offer fouling protection itself, but enables frequent cleaning. Ultrasound Transducers ultrasonic vibrations cause very high accelerations that destroy the cell structures
of algae and weed. Industrial applications of this technology are already used for yachts and workboats. however, ultrasonic antifouling requires oscillators (‘transducers’) every 6-8 m, which in turn need an electrical supply network in areas with difficult access. on larger ships, ultrasound transducers are best suited for areas such as pipes or sea chests, where outside access and power supply is easy. If current restrictions for operation in immersed environments (double bottom filled with water or fuel) are overcome, the possibilities will increase. Other Ideas many alternatives to antifouling paints that currently seem impractical or alien, could be revisited in the light of changing technology in years to come. Biogenic antifouling coatings – Research on the mechanisms of repulsion and chemical agents of sea creatures continues. Approval processes for natural biocides are lengthy and costly, however. Natural compounds
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SHIP REPAIR, REFIT & MAINTENANCE
need to be mass produced, either by chemical engineering or farming, and they need to remain active for several years to become a relevant option for shipping. Sheathing – The 1980s saw a renaissance in (metal) sheathing. Researchers found copper alloys with satisfactory antifouling results. As most sheathing systems require immersion of the complete hull in a bed of the sheathing alloy, installation costs currently make it unattractive. Air Lubrication – So far, research has merely confirmed that air lubrication at the keel has no adverse effects on antifouling. It is not yet certain that air bubbles reduce the onset of hull and propeller fouling, although evidence points towards this significant secondary effect. Regardless, it would only be applicable to the (horizontal) ship bottom. Electric protection – Ideas for electric hull protection have been around since the nineteenth century and were revived in the 1960s. Mitsubishi Heavy Industries has since commercialised the Magpet system: using electric hydrolysis, sea water is decomposed forming hypochlorite ions
(ClO-), a well-known antifouling agent. The hull shell plating’s contact surface is coated with an electro-conductive paint film. A small current is passed through the film, attracting the hypochlorite ions. The ions also react to sea water when detached from the hull, avoiding long-term contamination. The system only functions in salt water. It was not accepted by the market, possibly due to the high installation costs. UV treatment – UV radiation, widely used in ballast water treatment, has also been proposed for antifouling. The rapid attenuation of UV radiation and relatively high initial and operational costs make it rather unattractive for external applications. Radioactivity – Thallium 204, which uses radioactive elements as biocides in coatings, was shown to be effective, but only at levels that are unsafe for human handling. Extreme temperatures – Extreme heat (45-99°C) or extreme cold (cryogenic treatment) are similarly impractical suggestions for antifouling. i. www.hiper-conf.info
BIO
Photo courtesy of Hasytec.
Hasytec’s DBP Transducer, which uses ultrasound to prevent fouling.
Photo courtesy of Palfinger.
HTC application robot.
SEA
The French BWT specialist From skid to modular version A wide range of systems integration possibilities supported by engineering studies capabilities
biosea@bio-uv.com
www.ballast-water-treatment.com
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Workboats, tugs & service vessels
FIRST ART 100-46 INFIelD SUPPoRT VeSSel
RT Raven The FIRST VeSSel oF RoBeRT AllAN lTD.’S INNoVATIVe ART 100-46 INFIelD SUPPoRT VeSSel (ISV) DeSIGN wAS ReCeNTly NAMeD RT RAVeN AT A CeReMoNy AT The AlBwARDy DAMeN yard in Sharjah, UAe, where she was built. The christening ceremony was performed by long- standing ConocoPhillips Australia employee Chantelle Birtwistle.
Photo courtesy of Damen Shipyards
T
he ISV will be deployed at ConocoPhillips’ Bayu Undan field in the Timor Sea, to provide offshore services, towage assistance, personnel transfer, and standby duties. The project is managed by KT Maritime Services Australia, a subsidiary ot the Kotug Group. The Kotug Group is owner of the vessel.
Revolutionised Rotortug Photo courtesy of Damen Shipyards
RT Raven is the first vessel of Robert Allan Ltd.’s innovative ART 100-46 Infield Support Vessel (ISV) design.
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Twenty years after the first series of Rotortugs was built, RT Raven represents a number of firsts in Rotortug history. Not only is it the largest Rotortug built to date, it is also the most sophisticated: RT Raven has an anchor handling notation, Dynamic Positioning capability (DP2), a spacious accommodations area, and an aft centreline skeg, all of which are firsts on board of Rotortugs. The unique arrangement of the aft
centreline skeg was decided upon after comprehensive model testing and CFD analysis. Significant time and effort was spent on finding the right appendage configuration to achieve the optimal balance of competing attributes, including course stability, manoeuvrability, side-stepping speed, and resistance. An aft centreline skeg was ultimately selected to be fitted. This created a challenge, as a Rotortug’s aft Z-drive is located in the same location. In cooperation with Z drive supplier Schottel, a suitable arrangement was realised in which a customised thruster with extended leg length was supplied to enable the aft Z drive propeller and nozzle to extend beneath the skeg. Adding a single tunnel thruster through the skeg allowed for DP2 capability to be achieved relatively easily. The aft deck features a waterfall winch with both steel wire and synthetic ship handling
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Workboats, tugs & s ervice vessels
The aft deck features a waterfall winch with both steel wire and synthetic ship handling towline, a retractable 800mm diameter towing staple, Kooiman Delta Pins and fork, a stern roller, two tugger winches, two capstans, cargo rails, and a deck crane.
SPECS Length Beam Depth (least moulded) Draft (max.) Gross tonnage Aft cargo area Total deadweight capacity Bollard pull
46m 16.00m 6.80m 7.00m 1,246t 190m2 890t 100t
Class (Bureau Veritas)
BV: 1 Hull, Tug, Mach, Fire Fighting Ship 1 With Waterspray, Anchor Handling Vessel, AUT-UMS, Dynapos A R, Inwatersurvey, Cleanship
towline, a retractable 800mm diameter towing staple, Kooiman Delta and omega Pins and fork, a stern roller, two tugger winches, two capstans, cargo rails, and a deck crane. The foredeck features a split drum ship handling and tanker pull-back winch.
Wide Mission Variety
The RT Raven is capable of a wide variety of missions, including: • escorting, berthing and unberthing operations of lNG carriers infield (working off either bow or stern) • Tanker pull-back operations • Anchor handling • Floating hose handling operations and hose maintenance operations • Subsea support activities • Fi-Fi Class 1 capability • Pilot transfer
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• Infield personnel and equipment transfer • Security activities • Rescue and emergency evacuation capability Preliminary sea trails were completed and feedback on the vessel’s sea keeping capabilities speed and economy is excellent. The inventive RT Raven will be an impressive addition to the Kotug fleet that will further enhance the safety and efficiency of offshore oil & gas facilities support when she is deployed at the Bayu Undan field.
Rotortug Rotortug B.V. is the company specialising in the design and marketing of the worldwide patented Rotortug design. The Rotortug distinguishes itself from conventional ASD, Tractor or Voith Schneider designs by using a triangular propulsion configuration, achieving excellent manoeuvrability. The exclusive design contract with Robert Allan ltd. altered the course of Rotortug B.V. The enterprise now concentrates on the development and marketing of the Rotortug system, and has digressed from shipbuilding.
i. www.rotortug.com i. www.ral.ca i. www.kt-maritime.com
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Ship DeSign, ConStr uCtion & innovation
The Use of ComposITes In The marITIme IndUsTrY
Lightweight and Non-Corrodible
Antenna mast made of composites.
ComposITes are LIghTWeIghT, have aCoUsTIC dampIng, Can InTegraTe fUnCTIonaLITY, and reqUIre Less maintenance than steel. so why are composites not used more frequently in the maritime industry, such as for superstructures? words by arnoLd vaandrager, dIreCTor aT vabo ComposITes All photos CoUrTesY of vabo ComposITes.
W
hen aluminium was first introduced as a shipbuilding material, its situation closely resembled that of composites today. Yet despite the initial distrust and trepidation, aluminium became a widely accepted marine building material. Likewise, the question with composites is not whether they can be applied, but how and to what extent. Composite development is moving rapidly. If aeroplanes can be built of composites, it should certainly be possible to build a ship of composites.
Pros and Cons
Without a verifiable advantage, no company will opt for a new alternative instead of their familiar standard
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Ship DeSign, ConS tr uCtion & innovation
RoRo vessel built by Uljanik in Croatia, with three composite top decks.
Top deck on one of the RoRo vessels, made of a composite that fully complies to SOLAS fire requirements.
The question with composites is not whether they can be applied, but how and to what extent.” material. at present, composites are said to be more expensive than steel, but are they? In order for innovation to succeed, it should be given a fair chance. aluminium also costs more than steel, and yet its use is widespread as its other qualities make up for the costs. The same can be said about the qualities of composites: they require less maintenance than steel and realise greater fuel savings over a ship’s lifespan. The bicycle is a fine example of innovation – once made of wood, then steel, followed by aluminium, and now carbon (composite). needless to say, the first ships were also made of wood. for designers, a whole new world opens up with the shape freedom provided by composites. Composites’ light weight also has safety benefits: being struck by a 35kg door during bad weather is not nearly as bad as being struck by one that weighs 100kg.
Strategic Advantage Vabo Composites’ watertight Accedoo ship doors and hatches are all fire class certified.
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a composite is a combined material. In principle, multiplex (wood/glue) is also a
composite. however, the term composites currently refers to a combination of fibres and a matrix. The fibres can be glass, carbon, aramid, or even natural fibres. The matrix that holds the fibres together is usually polyester, vinylester, epoxy (thermosets), or a thermoplastic material. These are just a few examples. The choice and composition always depend on the desired application. even though composites are deemed new materials, their application is not new at all. over a century ago, people made boats of mud and hay, which is also a composite. The list of familiar products made of composites is infinite: bridges, floodgates, yachts, canoes, tennis rackets, swimming pools, slides, bicycles, roofs, silos, aeroplane landing gears, aeroplanes, car chassis, race cars, refrigerated trailers, spoilers, and so on. Composites are not the holy grail. The material that best suits the design should be selected for each application. nowadays, many of the composites used are hybrids, bridging the gap between the world of steel and that of composites. by combining knowledge, experience, and innovation, companies can realise competitive advantages.
Everyone Can Use Them
To apply a composite, choices need to be made in terms of fibres, resins, the number of layers, strength, and the likes. It may seem impossible to make the right choice. but when you study the logical use of composites and follow a workshop or course
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Ship DeSign, ConStr uCtion & innovation
Composites have been used in the construction of minesweepers for over forty years.
study, anyone with a little know-how can work with composites. and again, there is also an endless list of steel types to choose from. The main trick in composites is utilising a materialâ&#x20AC;&#x2122;s advantages in the design. That way, the design itself becomes an advantage. a chicken egg gets its strength from its shape and the way pressure is applied. functions such as insulation, ventilation, acoustic damping, fireresistance, and even ballistics can also be implemented in the design, making it more cost-effective along the way.
Coming Together
The composite branch is a relatively young industry that generally consists of small firms. Though a wealth of expertise has been acquired, nonetheless. private companies and organisations, such as the dutch national aerospace Laboratory (nLr) and netherlands organisation for applied scientific research (Tno), have in-house expertise on composite applications. Universities are quite familiar with the
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phenomenon, so an increasing number of graduates can handle the design aspect. slowly but steadily, the trend is shifting from individually operating companies towards companies uniting forces. In the netherlands, one umbrella branch association called CompositesnL addresses education, legislation, internationalisation, innovation regulations, and collaborations with other branch associations like netherlands maritime Technology (nmT). Cross-border collaborations are on the rise as well. Composite companies, classification agencies, universities, accredited testing institutions, and big names from the maritime sector come together in e-Lass, a european network aiming to stimulate lightweight innovations and implement changes in the current legislation, so that composites can be applied under Imo/ soLas regulations.
in Croatia is building roro vessels with composite top decks that fully comply with soLas fire requirements. damenâ&#x20AC;&#x2122;s water bus is another composite example. airborne oil & gas applies composite pipes in the offshore industry, while composite-built minesweepers have been around for forty years. There are composite pipe systems on ships, as well as composite masts, canopies, and other applications on superyachts. vabo Composites watertight accedoo ship doors and hatches are all fire class certified. The application of composites is rapidly developing, and could prove beneficial to many in the industry. after all, who would not want a lightweight ship that does not rust? i. www.vabocomposites.com
Examples in Industry
There are already abundant examples of composite applications in the offshore and shipbuilding industries. The Uljanik shipyard
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ballast water
USCG-Enforced Discharge Requirements WHIlE THE IMO HAS AGrEED TO SOME lIMITED DElAyS IN ENTry INTO FOrCE OF THE BAllAST WATEr MANAGEMENT CONVENTION, US COAST GUArD pOlICy IS EVOlVING FrOM IMplEMENTATION OF ITS DISCHArGE rEqUIrEMENTS TO ENFOrCEMENT. words by EVON lI, SENIOr ENGINEEr ADVISOry SErVICES AT ABS
S
hipowners trading in US waters have until recently been able to defer installation of a Ballast Water Management System (BWMS) on existing vessels by obtaining a USCG extension. Vessels with dry docking in 2016 or 2017 were able to obtain an extension to the next scheduled dry docking in five years’ time due to insufficient availability of USCG Type Approved BWMS. However, based on the recentlypublished USCG NVIC 01-18 circular, the six BWMS already approved by USCG should be able to cover nearly all classes of vessels and are compatible with a broad range of operational requirements. The timescale has become very limited – a year or less from the date of an upcoming drydock – unless there are extraordinary circumstances. For vessels with dry dock in 2018, the extension period has been reduced to 30 months from five years. These changes could become problematic for shipowners and operators of ‘mid-life’ vessels who are trying to align USCG compliance with the later IMO D-2 compliance date for commercial reasons. Vessels drydocked in 2016, as well as those with scheduled drydocking through 2018, with extensions, are in a better position to align US and IMO compliance dates. Vessels with
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scheduled drydocking in 2019 onwards are unlikely to align the two, meaning they would need to opt for earlier installation of a BWMS. When planning for the installation and execution of BWMS retrofit projects, owners need to make retrofit decisions that may include developing compliance timelines, extension requests, crew training and other necessary steps to meet the requirements. To help clients understand their options and obligations for compliance with IMO and USCG regulations, the American Bureau of Shipping (ABS) offers a BWMS Technology Evaluation service, supporting shipowners during the transition. The ABS service covers two key aspects; pre-selection or shortlisting of suitable BWMS and support for requesting USCG extensions. For the former, an interactive, multi-phase process uses an extensive database of BWMS including technologies, design capabilities/limitations, installation requirements, power requirements, operating considerations and restrictions on equipment use. The USCG extension support service aims to assist clients in understanding their current situation and provides guidance for applying for a USCG extension. i. www.ww2-eagle.org
Photo courtesy of ABS
A USCG inspector during an inspection on board.
Photo courtesy of ABS
Evon Li, Senior Engineer Advisory Services at ABS.
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Ship RepaiR, Refit & Maintenance
Fleet Cleaner completed its first ship hull cleaning on the HNLMS Karel Doorman, the largest vessel of the Royal Netherlands Navy.
Fleet Cleaner
Robotic Hull Cleaning
The Fleet Cleaner robot uses magnets for attachment, allowing operations both above and below the water line.
In reCent years, the potentIal that robotICs has on oFFer For the marItIme Industry Is InCreasIngly reCognIsed. one oF the areas In whICh robotIC solutions look most promising, is hull cleaning. the traditional in-water use of divers has many drawbacks: it is costly and time-consuming, especially as some ports prohibit or restrict diver-based hull cleaning, and underwater activities raise safety concerns. All photos Courtesy oF Fleet Cleaner
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Ship RepaiR , Refit & Maintenance
The Fleet Cleaner robot uses magnets for attachment, allowing operation both above and below the water line.
O
ne of the companies that was quick to realise the potential of robotics was Fleet cleaner. the netherlands-based company has developed and implemented a remotely controlled robot that removes fouling while the vessel is (un)loading at port. general progress in robotics now allows mature and cost-efficient industrial applications. the introduction of robotic cleaning in the maritime sector has seen the emergence of an array of solutions of varying maturity. different factors are driving this development. the concerns about cross-ocean contamination of invasive species that tag along on ship hulls have grown, and the performance-monitoring discussion has led to re-thinking current coating and cleaning strategies.
Capturing Fouling
the Fleet cleaner robot uses magnets for attachment, allowing operation both above and below the water line. the cleaning is based on three cleaning heads with highpressure waterjets, where the water pressure can be adapted to the coating and fouling as appropriate. the waste water is filtered, and clean water is released. the robot can capture all of the removed fouling. all waste is collected, weighed, and properly disposed of in port. the robot has consequently been certified to clean in all dutch ports while complying with their strict environmental (biofouling) regulations. as a significant percentage of the hull is curved, especially on smaller ships (up to 60%), the robot is designed to clean strongly curved ship surfaces. since the cleaning is conducted during loading and unloading and, depending on the terminal, also between vessel and quayside, all cargo operations can continue as planned, without additional downtime. another drawback of conventional hull
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Fleet Cleaner completed the first test trials in laboratory conditions on land in 2015, using a representative welded steel surface.
The cleaning robot is remotely controlled from a support ship.
cleaning is that bad weather or strong currents can delay or cancel the entire operation. this is one of the reasons why Fleet cleaner uses magnetic attachment. this extremely strong attachment keeps the operation ongoing in storms, strong currents, and above the waterline. storms
also increase turbulence in the water, which can cause poor underwater visibility. thanks to the navigation and tracking system developed in-house, which is remotely controlled from a support ship, Fleet cleaner can complete cleaning even in zero visibility.
Current Practice Versus Fleet Cleaner Solutions current practice with divers
Fleet cleaner solution
cleaning outside ports
cleaning during port time
cleaning underwater only
cleaning under water and above water
ship coating possibly damaged (brushes)
ship coating undamaged (waterjets)
Fouling released in water
Fouling captured
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Ship RepaiR, Refit & Maintenance
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Golf Fleet2018 cleaning.indd - full cover.indd 42 1
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Ship RepaiR , Refit & Maintenance
Fleet Cleaner recently provided hull cleaning for a containership of over 350m without causing any downtime, even when combined with bunkering activities.
Passing the Tests
development work on the robot started in 2014. Fleet cleaner completed the first test trials in laboratory conditions on land in 2015, using a representative welded steel surface. the tests proved that the robot performed as expected, capturing all removed fouling during the cleaning process. tests on in-water cleaning were successfully performed in groningen seaports in april 2016, when the technology was applied to barges of royal wagenborg. the tests were supervised by rijkswaterstaat (department of public works) and groningen seaports, to validate that the robotic system actually captured the removed fouling. Fleet cleaner completed its first ship hull cleaning on the hnlms karel doorman, the largest vessel of the royal netherlands navy. the robot performed both underwater and above-water cleaning. external coating experts confirmed with several coating measurements that the high-pressure waterjet cleaning did not damage the coating.
Autonomous Operations
Fleet cleaner strongly believes that robotic hull cleaning is the future. “we constantly see that our autopilot can control the robot
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Since the cleaning is conducted during loading and unloading and, depending on the terminal, also between vessel and quayside, all cargo operations can continue as planned, without any additional downtime.
better than any human operator. But we want to take this to a whole new level,” explains mr Borota, one of the chief engineers at Fleet cleaner. “to really guarantee cleaning quality, the robot must be able to autonomously clean the ship, while tracking its own path and planning its own optimal route around objects.” in 2017, the Fleet cleaner service became available 24/7 in all major dutch ports, including rotterdam, amsterdam, den
Mr Borota, one of the chief engineers at Fleet Cleaner.
helder, Zeeland, and groningen. the regular industrial service keeps adding experience and references. one of Fleet Cleaner’s recent accomplishments was the hull cleaning of containerships of over 350m without causing any downtime, even when combined with bunkering activities. i. www.fleetcleaner.com
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Ship DeSign, ConStr uCtion & innovation
One Size DOeS nOt Fit All OFFShOre reSeArch VeSSelS
Specialised Vessel Design
MOSt reSeArch VeSSelS incOrpOrAte MAny cOMMOn features, as they carry out similar work surveying the seabed, sub-seabed and oceans of the world. words by geoff dean, business development manager at osd-imt All photos courtesy of offshore ship designers
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T
hese common features include extensive accommodation for scientists and crew, laboratory spaces for processing data, dedicated areas for sonar equipment, the means to launch and recover over-side instrumentation of all types, and large working deck areas which are easily reconfigured to provide alternative arrangements.
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Ship DeSign, ConS tr uCtion & innovation
@ct: Design of OSDâ&#x20AC;&#x2122;s general purpose research vessel that was recently completed by Triyards shipyard in Vietnam.
however, incorporating individual requirements of each specialist vessel type into their design is vital: high towing capacities for seismic research, for example, or varying degrees of silent operation for fisheries vessels. one or two features will have an overriding and dominant influence on design in each vessel type.
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Vessel Types and Predominant Features Polar Research Vessels the main feature of polar research vessels is the ability to operate in extremely low temperatures, with a hull of suitable shape and strength for operating in ice. these are typically large vessels of more than 80m in length. this hull form is unlikely to be the
optimum shape for minimising bubble sweep-down or operating silently, indicating some of the challenging trade-offs required in the design of these research vessels. Fishery Research Vessels minimising radiated noise is a fishery research vesselâ&#x20AC;&#x2122;s predominant aim. the propulsion system often utilises low-speed electric motors without gearboxes and large
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Ship DeSign, ConStr uCtion & innovation
Rendering of the IMT 2003 geotechnical research vessel.
slow-turning propellers. plain bearings and resilient mountings for noise-generating equipment such as main engines and generators are also adopted. Marine research vessels range in size, from small 10m crafts to large vessels of up to 80m. the design of smaller vessels is often derived from commercial fishing vessels. Geotechnical Research Vessels the geotechnical research vessel has enhanced facilities for obtaining samples of the seabed in both deep and shallow water, often incorporating a four-point mooring system for use in coastal waters. they vary in size, from small inshore crafts to large vessels of over 100m in length. their size is determined to a large extent by the water depth in which the vessel will operate. Hydrographic Survey Vessels hydrographic survey vessels conduct surveys of the ocean floor, generally for the purpose of producing nautical charts. primary areas of operation for such crafts are in ports and other inshore areas. Many are under 50m in length, but larger multirole vessels of over 100m also exist. Oceanographic Research Vessels Oceanographic research vessels are platforms for researching the physical, chemical, and biological characteristics of seawater, climate, and atmosphere. they are equipped with cranes and a-frames for deploying over-side equipment for monitoring the water column, collecting water samples from a range of depths, and
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Rendering of the IMT 2006 fishery research vessel.
Terrain surveying and mapping were particularly important for the general purpose research vessel built for the TORI.
collecting samples from the seabed. rovs are often deployed via dedicated handling systems to assist on these missions. Seismic Research Vessels seismic research vessels, which are usually about 80m or longer, are required to tow varying numbers of gun strings and receivers. their dominant feature from a design perspective is a high towing force, often in the region of 80t in larger vessels. the deck layout is optimised for winches for the seismic strings.
The IMT 2000 Series
given such diverse requirements, one size clearly does not fit all. offshore ship Designers (OSD) has therefore developed a range of designs that incorporates all
common features, but also accommodate the specific requirements of each type. IMT 2001 General Purpose Research Vessel the basic vessel for the development of the imt 2000 series is the imt 2001 general research Vessel. this vessel is intended to carry out a range of operations, including: • rov underwater operation and monitoring • sonar measurement and mapping of topology and stratum • sonar terrain surveying and mapping • launching and recovery of anchored equipment • seismic pattern detection • piston core sampling • deep-water seabed sampling work • real-time data processing • automatic tracking
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Ship DeSign, ConS tr uCtion & innovation
Rendering of the IMT 2007 seismic research vessel.
The three-deck mounted ‘A’ frames handle an ROV and over-side equipment that is common on most research vessel types and includes items such as vibro-corers, CDT equipment, and grab samplers. There is no specified noise signature for this vessel, although the usual resiliently mounted equipment ensures low on-board noise levels. A vessel built to this design was recently completed by Triyards in Vietnam for the Taiwan Ocean Research Institute (TORI). Terrain surveying and mapping were especially important for this particular vessel’s design. The sonar survey equipment is located in a gondola which extends some 1200mm below the keel line. This location, combined with a fine ram bow, provides low resistance and excellent course-keeping, while ensuring that any bubble sweep-down is carried out clear of the survey equipment. TORI specified that this particular vessel was required to move sideways at speeds of more than three knots. To meet this requirement, azimuth propulsion units were installed aft, while two large tunnel thrusters were fitted forward. The laboratories on board are designed for handling seabed samples. Larger computer laboratories to house progressively more sophisticated equipment are increasingly prevalent on new research vessels. IMT 2003 Geotechnical Research Vessel This vessel is optimised for gathering geological samples and hydrographic surveying in shallow waters. To achieve this,
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the following features are incorporated into the design: • Shallow draught • Four-point mooring system for precise location in shallow waters • Drill and core sampling tower to permit deep samples of the seabed to be retrieved, stored, and analysed on board. • Safety features related to gas emissions from the seabed • Physical, chemical, and biological oceanography • Multi-disciplined environmental studies • Coastal hydrographic surveys • Marine geology and geophysics • Bathymetric surveys • Compliance with DNV notations Silent-A and Silent-S
maximum noise levels in the 10Hz to 100kHz frequency spectrum, dependent upon the activities being carried out.
The notation Silent-A refers to vessels using hydro-acoustic equipment and is valid for frequencies between 1kHz and 100kHz, while Silent-S specifies levels in the 3.15 to 315Hz band for vessels engaged in seismic research activities. In addition to the usual laboratories, an extra feature of this design is the ability to store up to 200 core samples of varying diameters under temperaturecontrolled conditions.
IMT 2007 Seismic Research vessel The 100m long IMT 2007 can accommodate 105 individuals. The design includes azimuth propulsion and a free-running speed of 15 knots. To tow a minimum of 16 air guns and receivers for 2D and 3D streamers requires a towing pull in the region of 70 tonnes, which is a predominant feature of this design. A twin-screw configuration suits this arrangement, as the thrust is shared between two propellers whilst maintaining a reasonably low draught. Large storage reels and seismic gun stowage dominate the deck arrangement, and a helideck is located over the stowage reel.
IMT 2006 Fisheries Research Vessel The dominant requirement for this design is a low transmitted noise signature to avoid any adverse interference with marine creatures and fishery research equipment. Most vessels of this type would be classified as Silent-F, which relates to vessels performing fishery activities and specifying
Vessels of this type are also required to tow fishing gear and, whilst they do not require the same towing force as a seismic vessel, a large slow-turning propeller offers the advantage of a moderate towing pull with silent operation. The IMT 2006 incorporates a single-screw fixed-pitch propeller driven by slow-speed electric motors and no gearbox. This arrangement provides optimum performance for all fishery-related activities. Sensitive sonar equipment that is not in continuous use is housed in a drop keel, which is lowered beneath the area where bubbles might be present.
i. www.offshoreshipdesigners.com
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Workboats, tugs & service vessels
Carrousel Rave Tugs can work with large seagoing vessels at much greater speeds than conventional tugs.
FirST CArrouSel rAVe Tug DeliVereD To MulTrAShip
Multratug 32 leADiNg ToWAge AND SAlVAge SpeCiAliST MulTrAShip hAS TAkeN DeliVery of The firsT of Two game-ChaNgiNg Carrousel rave Tugs (CrTs), whiCh will make it easier, safer and more environmentally-friendly to work with seagoing vessels at much higher speeds than conventional tugs, and without the risk of capsizing under a tow load.
T
he vessel, commissioned as Multratug 32, was delivered by the Damen Maaskant shipyard in Stellendam, the Netherlands, and will operate under lease to Multraship. Multratug 32 is 32m long, has a maximum static bollard pull of 77t, and is powered by two Voith thruster units and two ABC main engines delivering 2,650kW at 1,000rpm. Top speed is over 14 knots. The contract for both Carrousel tugs was agreed between Novatug, an innovation
Photo courtesy of Damen Shipyards
Fuel savings on the Multratug 32 are expected to amount to at least 25% on an average operation involving a seagoing vessel.
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arm of the group to which multraship also belongs, and Damen’s specialist propulsion subsidiary Van der Velden Barkemeyer gmbh in November 2015. german shipyard Theodor Buschmann gmbh in hamburg assembled the hulls, which were then moved to stellendam for fitting-out. The CrT concept was driven by safety considerations. in principle, capsizing is impossible when towing with the Carrousel, which facilitates the safe execution of manoeuvres that would be very high-risk with traditional tugs. The Carrousel system consists of a base structure surrounded by a steel ring that can rotate freely through 360° in the horizontal plane. it carries a towing winch that can tilt 45° vertically, so that the winch can always be aligned with the towing line, providing optimal control. As a result, CrTs can work with large seagoing vessels at much greater speeds than conventional tugs, which means that the vessels are easier to steer. This a major step forward in both efficiency and safety. Thanks to the ingenious tug design, which effectively maximises the use of the kinetic energy available in the towed vessel, rather than merely using the tug’s own engine
Photo courtesy of Damen Shipyards
power, the same towing force can be achieved at much lower levels of fuel consumption than with a traditional tug. The fuel savings are expected to amount to at least 25% on an average operation involving a seagoing vessel. Multraship has been using sustainable eco2Fuel+ diesel from De Pooter oil on multratug 32 since trials began, reducing the emissions of soot and particulate matter by a further 16.5% and reducing carbon emissions by 44.7%
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Workboats, tugs & s ervice vessels
SPECS Length (overall) Breadth (overall) Max. draft Air draft Gross tonnage Net. tonnage Max. bollard pull Max. speed
31.90m 13.20m 6.30m 16.60m 494t 148t 77t 14.1 knots
Propulsion
Main engines Total power Propulsion Fifi type Total capacity Fifi monitors
2x ABC 12VDZC 5,300kW at 1,000RPM 2x Voith Schneider propeller (VSP) 32R5EC/250-2 2x Main engine driven pump 2,700cbm/h 2x 1,200cbm/h – water/foam 1x 300cbm/h – water spray
Deck Lay-Out
Deck space 170 Carrousel towing system CTS-250 Towing winch 1 hydraulically driven double drum two speed pull Type CRT 200 Capacity Pull 20t at 10m/min Brake capacity 200t Towing hook aft GSH-65 Capstan DMT – AMC-E22 K2 Deck crane Palfinger PK4501M 1,000 kg/4.5 m
The ingenious design of the tug effectively maximises the use of the kinetic energy available in the towed vessel, so the same towing force can be achieved at much lower levels of fuel consumption.
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compared to regular diesel. Damen is currently building a second, identical CRT for Novatug. Delivery is expected in May 2018. The vessel has already been reserved for Multraship. Novatug also plans to market smaller versions of the CRT. I. www.damen.com I. www.multraship.com
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SHIP REPORT
The multi-purpose TSHD DC Orisant at the Royal IHC shipyard in Krimpen aan den IJssel.
The FirsT CompleTe Diesel eleCTriC AggregATe DreDger
DC Orisant Early this yEar, thE multi-purposE 5,450m3 TrAiling suCTion hopper drEdgEr (tshd) dC orisant was suCCEssfully namEd and launChEd by royal ihC. The ceremony was performed by ms ria den herder at ihCâ&#x20AC;&#x2122;s shipyard in Krimpen aan den ijssel, the netherlands. All photos CourTesy oF royAl ihC.
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SHIP REPORT
The DC Orisant will be the first complete diesel electric aggregate dredger on the market.
T The versatile gravel hopper with full system redundancy is suitable for both the dredging and offshore wind market.
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he vessel was built by royal ihC for a joint venture between Den herder (reimerswaal Dredging) and group de Cloedt. the construction contract was awarded to royal ihC in august 2016, and the keel-laying took place on 17 July 2017.
Operational Reliability
DC orisant was developed with one key characteristic in mind: operational reliability. DC orisant boasts full system redundancy at every level, with a focus on maximising flexibility and minimising downtime in the unlikely event that a component fails. The vessel is equipped with state-of-the-art technology, including an advanced power management system (pms) that powers four generators with varying torques for optimum fuel economy, and maximum reduction of Co2 emissions allowing her to sail at the most economical speed in all situations.
the versatile gravel hopper is suitable for both the dredging and offshore wind market. This is due to its integrated design and the high standard of dredging equipment on board. the dredge installation has been configured to dredge marine aggregates (sand and gravel) for the construction industry, but the vessel is also highly suitable for performing other projects, such as maintenance dredging and beach nourishment. moreover, the dynamic positioning (dp) 2 installation will allow the dC orisant to perform support activities during the construction of offshore windfarms, as it enables high-precision positioning of the vessel. The stud poles mounted on DC orisantâ&#x20AC;&#x2122;s stern and bow allow the duty officer to moor the vessel from the control position, even when mooring facilities on shore are
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smm-hamburg.com /trailer
the leading international maritime trade fair
53
ha 33´ 47 ˝ mb N, 9 ur ° 58´ 3 g 3˝ E °
setting a course 4 – 7 sept 2018 hamburg 3 sept
Maritime Future Summit
4 sept
TradeWinds Shipowners Forum
5 sept
gmec, global maritime environmental congress
6 sept
Offshore Dialogue
6–7 sept
MS&D, international conference on maritime security and defence Maritime Career Market
7 sept
facebook.com/SMMfair
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linkedin.com/company/smmfair
twitter.com/SMMfair #SMMfair
youtube.com/SMMfair
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SHIP REPORT
Sea trials for the DC Orisant are scheduled this summer and delivery shortly after (mid 2018).
SPECS Ship Particulars Length overall Length between pp. Moulded breadth Moulded depth Summer draught Dredging draught Dredging draught at 40 Speed Hopper capacity Offloading belt Deadweight (max)
Ms Ria den Herder during the naming ceremony of DC Orisant earlier this year.
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lacking. Since these spud poles can be extended 18 metres below the ship’s keel, the duty officer can moor the vessel or set off without the crew’s assistance. On the ship’s bridge, the duty officer controls navigation and the dredging process on ten large optimised screens, including several 46 inch screens.
Discharge Systems
DC Orisant’s dry discharge system, which has twelve buckets on a vertical bucket wheel, can scoop a layer of material from the hold in both directions at a rate of 2,500m3 per hour. The bucket wheel system subsequently dumps the material onto the shore conveyor
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using an ingenious system of conveyors. The shore conveyor, which can swivel 300° from port to starboard, has a discharge distance of 60m. The elevation of the conveyor can be adjusted and the conveyor is equipped with a control slide at the discharge end. The DC Orisant can also discharge material through the discharge pipe, rainbow nozzle, or the doors in its hull. Sea trials for the DC Orisant are scheduled this summer and delivery to her owners shortly after. Once completed, the DC Orisant will be the first complete diesel electric aggregate dredger on the market. i. www.royalihc.com i. www.dredgingreimerswaal.com
Ship Performances Max. dredging depth Suction pipe diamete Bow connection diameter Service speed Dry discharge system Dry discharge capacity Conveyor belt length Conveyor belt angle
146.3m 139.5m 23m 10.2m 7.3m 7.8m 35.0m 16.2 knots 5,450m3 60m 12,490t
35m 1,100mm 1,000mm approx. 16 knots bucket wheel 2,500m3/h 60m 300°
Ship Equipment Propulsion Inboard dredge pump Jet water Flush pump Bow thruster
4x 1,800kW E-motor 2x 2,250kW E-motor 2x 800kW E-motor 1x 700kW E-motor 2x 700kW/1,500rpm 2-K-1650 Veth Tunnel Thruster Stern thruster 1x 700kW/1,800rpm VT-900 Veth Jet Auxiliary generators 2x 3,600kW Mitsubishi, 1x 1,800kW Mitsubishi, 1x 1,350kW Mitsubishi, 1x 375kW Mitsubishi Emergency generator 1x 150kW Mitsubishi
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Ballast Water
Photo courtesy of Alfa Laval
Winning Streak for Alfa Laval’s PureBallast ALfA LAvAL wAS AmoNG ThE REciPiENTS of ThE ThiRd ANNuAL The recently launched PureBallast 3 Compact Flex.
GREEN4SEA AwARdS, which ARE PRESENTEd EAch yEAR iN coNjuNcTioN wiTh ThE GREEN4SEA coNfERENcE.
T
he awards recognise outstanding performance in fostering environmental excellence and sustainable shipping. Alfa Laval’s PureBallast was announced the winner of the 2018 GREEN4SEA Technology Award.
Photo courtesy of Alfa Laval
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PureBallast has been setting the bar since 2006, when it became the world’s first commercially available ballast water treatment system. Today, over 1,700 PureBallast systems have been sold,
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Ballast Water
including 600 systems for retrofit projects. The award affirms Alfa Laval’s commitment to ballast water treatment, but also highlights the past year’s achievements with PureBallast 3, the third generation of the company’s ballast water treatment technology.
PureBallast 3
PureBallast 3 was one of the first solutions to be type approved by the u.S. coast Guard (uScG), and became the very first solution to receive IMO type approval according to the revised G8 (mEPc.279(70)) requirements in february this year. Based on tests conducted in the third quarter of 2017, dNv GL issued the type approval certificate on behalf of the Norwegian Maritime Authority.
PureBallast 3 Compact Flex Based on loose components, the recently launched PureBallast 3
compact flex packs the leading ballast water treatment technology into a footprint up to 20% smaller, and reduces installation costs by up to 10% through its plug & play concept.
Alfa Laval’s PureBallast reactor.
Retrofit Planning
many ship owners have already decided on their ballast water treatment systems, and have retrofits in the pipeline. Alfa Laval has been working with retrofits for a decade, so it has well-established procedures in place. As well as building up knowledge and procedures for the upcoming retrofit period, the enterprise has also invested heavily in personnel working with ballast water treatment. having a strong service network in place is vital, as this concerns a cooperation with customers for the vessel’s entire lifetime.
Photo courtesy of Alfa Laval
i. www.alfalaval.com
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BALLAST WATER Photo courtesy of Nickolay Khoroshkov
Optimised Filtration Mesh for Ballast Water Systems FOR MARITIME SHIPPING, BALLAST WATER IS A NECESSARY EVIL. IT IS USED AS COMPENSATION FOR MISSING OR SHIFTED CARGO, TO MAINTAIN THE REQUIRED DRAUGHT OF THE VESSEL AND ENSURE THE STABILITY REQUIRED.
Fine Filtration
A
ccording to the World Wide Fund For Nature (WWF), up to 7,000 organisms
are drawn on board with ballast water and discharged into new habitats every hour where they may cause massive damage to the economy, ecology, and to human health. To protect against these dangers, the International Maritime Organization (IMO) laid down strict regulations for control and treatment of ballast water in ships over 400GT. From September 2017 onwards, new ships must uphold the so-called D-2
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Standard. In the territorial waters of the USA, ships are only allowed to operate if they have been certified by the US Coast Guard (USCG).
One of the stages of effective treatment is fine filtration in the 10 to 50μm range, for which Gebr. Kufferath AG (GKD) developed their Optimised Dutch Weaves (ODW) and Reversed Plain Dutch Weaves (RPDW). To comply with the D-2 standard, manufacturers of onboard ballast water treatment systems use a two-stage approach consisting of mechanical separation, followed by chemical or physical disinfection. After preliminary removal of larger organisms using a hydrocyclone, a fine filtration stage removes all organisms with sizes ranging from 10 to 50μm, and
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BALLAST WATER
According to WWF, about twelve billion tons of ballast water are transported across the oceans and discharged in ports of destination per year.
To comply with the D-2 standard, manufacturers of onboard ballast water treatment systems use a two-stage approach consisting of mechanical separation, followed by chemical or physical disinfection.
The multi-layer filters usually have pore sizes between 10 and 50mm. Image courtesy of GKD
GKD – World Wide Weave As a privately owned technical weaver, GKD Gebr. Kufferath AG is the world market leader in metal, synthetic, and spiral mesh solutions. Three independent business divisions bundle their expertise under one roof: • Industrial mesh (woven metal mesh and filter solutions); • Process belts 3 (belts made of mesh and spirals); • Architectural meshes/transparent media façades (façades, safety and interior design made of metal fabrics).
Multi-layer Dutch Weaves ensure an efficient treatment of ballast water.
With its headquarter in Germany and five other facilities in the US, South Africa, China, India, and Chile, as well as branches in France, Spain, Dubai, and representatives worldwide, GKD is close to markets anywhere in the world.
Photo courtesy of GKD
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BALLAST WATER
For the separation of particles >mm, ballast water treatment systems employ filter cartridges and disks.
Image courtesy of GKD
Photo courtesy of GKD
a subsequent stage of chemical disinfection is performed. The expectations that ship operators have of ballast water treatment systems are correspondingly high. These systems require filter media that combine the necessary fineness with high throughput rates and long service life, with a low tendency to clog and which are easy to clean. Another crucial requirement for operational reliability is an absolutely dependable filtration rate. The Optimised Dutch Weaves and Reversed Plain Dutch Weaves, made of Super Duplex (1.4410), Hastelloy (2.4602), Monel 400 (2.4360), SS 904L (1.4539) or SS 316L (1.4404), offer a solution. The specially structured meshes owe their high performance to the customised tailoring of filter media materials to the particular system, both in terms of resistance to corrosion, chloride ions, and heat, as well as in non-stick and anti-fouling properties. The slot-shaped pore geometries on the mesh surface are smaller than the pores inside the mesh. This ensures that particles of the
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specified separation range are reliably separated on the surface of the wire mesh, while smaller particles pass through.
IMO Compliance
In addition to selecting the appropriate filter media with defined absolute pore sizes, GKD also determines the optimal layout of the various layers inside the filter package. Constructions with or without woven wire drainage mesh between the perforated base plate and the fine filtration mesh are both possible; integrating a layer of drainage mesh increases the flow rate. Thanks to this construction and customised design, the Optimised Dutch Weaves and Reversed Plain Dutch Weaves comply to the strict regulations regarding ballast water treatment of the IMO convention – by offering the advantage of substantially higher flow rates, precise separation, and reliable efficiency in a demanding physical environment. i. www.gkd.de
After removal of larger organisms, a fine filtration stage removes particles with sizes ranging from 10 to 50mm.
Image courtesy of GKD
CFD-simulation of an Optimised Dutch Weave.
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people Tuomo Valkonen
Andreas Ullrich
Philip Bannerman
Chief Financial Officer
Global Market Leader
Regional Director Americas
Wenche Helgesen Anderson
appointment at
appointment at
appointment at
burEau VEriTas
radio Holland
appointment at
EVaC group
Evac Group, a leading provider of integrated waste, wastewater, and water management systems for the marine, offshore, and building industries, has appointed Tuomo Valkonen, as new Chief Financial Officer (CFO), effective as of 1 May 2018. Mr Valkonen will be based in Espoo, Finland. Mr Valkonen has a Master’s degree in Economics and more than 20 years of experience in various financial roles.
Bureau Veritas has appointed Andreas Ullrich as Global Market Leader Passenger Ships & Ferries. This is a key role involved from the concept stages through the operational life of projects helping to ensure that clients are able to make the best commercial decisions based on technical understanding to mitigate risk and promote safety. He holds a degree in Naval Architecture from the university of Rostock and has nearly three decades of classification experience.
As of 1 April 2018, Radio Holland Group appointed Philip Bannerman as Regional Director Americas. Mr Bannerman will be responsible for all offices and activities of Radio Holland in the Americas region, which covers USA, Canada, Curaçao, Panama, Brazil, and Trinidad & Tobago. Mr Bannerman is a Senior Business Development Executive with 20 years of experience in the international maritime, cruise, and energy industries.
Current Group Executive Vice President Wenche Helgesen Andersen has been appointed new Managing Director of Kongsberg Maritime’s (KM) operations in China. Ms Helgesen Andersen assumed the position on 1 March 2018. Her current areas of responsibility, besides HR and security, will be transferred to other members of the corporate management team.
Hans Petter Blokkum
Theo Bruijninckx
Bob Fogerty
John-Paul Hemingway
Group Executive Vice President HR
CEO
Technical Director
CEO
KongsbErg
appointments at
appointment at
appointment at
HuisMan
oEM HTl group
appointment at
KongsbErg
Hans Petter Blokkum has been appointed new Group Executive Vice President at Kongsberg Maritime, responsible for HR and security. He comes from the position of Chief HR Officer within the same company. He holds more than 30 years of experience within the HR area, and has broad int. experience. Prior to joining Kongsberg in 2010, he held the position of HR Director at Dresser Rand, where he was responsible for Europe, Middle-East, and Africa.
Huisman has appointed Theo Bruijninckx as the company’s new Chief Executive Officer, effective immediately. The appointment follows the decision of Joop Roodenburg to step down as the company’s CEO to fulfil the role of president. Mr Bruijninckx, a Business Economics and Postdoctoral Controller graduate, joined Huisman as Chief Financial Officer and member of the Board in May 2017.
OEM HTL Group has appointed Bob Fogerty as Group Technical Director. Formerly holding the position of Group Training Director at HTL, Mr Fogerty’s new role is a natural progression. After working as a Field Service Engineer with Hedley Purvis and career developments in various senior management positions, Mr Fogerty can now utilise his 28 years of industry expertise at HTL Group.
John-Paul Hemingway has been appointed as CEO of SES Networks, succeeding Steve Collar who officially takes on his new position as President & CEO of SES. In his new function, Mr Hemingway will join the Executive Committee of SES. Mr Hemingway previously served as SES Networks’ Executive Vice President of Product, Marketing & Strategy, where he was responsible for business development, strategy, product development, management and marketing.
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People def.indd 59
sEs nETworKs
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outfitters BlueBox SA Removes Oily Water Discharge Risks
WLubeMon Offers a Wireless Lubrication Monitor Assalub’s WLubeMon monitors that the right amount of lubricant is fed to the bearing at the right time – the fundamental criterium for any reliable lubrication system. The independently operating system can monitor all types of grease lubrication systems, including manual lubrication. The Assalub LubeMon meter has been available for some years already, but with cable transmission – which has the disadvantages of high cable installation costs, as well as cable damage risks. The WLubeMon comprises a precision grease meter that measures the amount of lubricant fed into the lubrication point. It wirelessly communicates with a control unit on a regular basis. The system provides alarms for statistics, log functions, and for volumes that are too high or too low. The control unit can monitor up to 20m, and can carry up to 75m. i. www.assalub.com
Alfa Laval has introduced the BlueBox SA: a tamper-proof oil content monitor (OCM) and data recorder. The original BlueBox was an integral part of Alfa Laval’s PureBilge separator. Based on this solution, the company has introduced the stand-alone BlueBox SA for upgrading an existing oily water setup. MEPC regulations require clean water tanks to be equipped with a standalone OCM to verify the water’s purity before discharge. The BlueBox SA OCM records all key operational data, including GPS position, alarms, and any unlocking of the cover, and stores it for 18 months. All components are housed in a lockable metal box. When the oil content has exceeded the set 5 or 15ppm limit, the system prevents the overboard discharge valve from opening. Likewise, when the door of the BlueBox SA is opened, the event is logged and the valve automatically switches to recirculation. i. www.alfalaval.com
Viega Seapress Simplifies Installation Work Viega Seapress offers a pipe system specifically developed for shipbuilding applications. The system accelerates and simplifies installation work on board of ships. Viega Seapress complies with high material requirements and can be installed easily, safely, and quickly, thanks to the cold press technique. Pipelines are not connected by welding or groove, but with a press fitting and press machine, making fire hazardous situations or lugging around gas bottles redundant. Depending on the size, between 30-70% of assembly time can be saved with Viega Seapress. A Seapress XL design is also available, allowing pipe installations in sizes 15 to 108 to be squeezed. The fittings of the Seapress system consist of a copper-nickel-iron alloy with a small amount of manganese added, meeting the stringent requirements for seawater applications. i. www.viega.com
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outfitters Hydraulic Safety Bucket Anyone who has ever taken on bleeding the air from a hydraulic installation and depressurising it, knows what is involved with ensuring their own – and their environment’s – safety. The Hydraulic Safety Bucket offers a safe solution. The Hydraulic Safety Bucket is a metal bucket, sealed with a transparent lid which has an integrated Minimess coupling. As it can be sealed, any direct contact with aerosols is avoided. The barrier formed between the oil spray and the person virtually eliminates injury risks. Due to the transparent lid, the process can easily be observed. Emptying the bucket is an easy task. Furthermore, it is possible to secure several different types of attachments to the bucket, so several hoses can be simultaneously air bled or depressurised. By adapting the attachments, the Safety Bucket can also be used for other liquids.
Hubba X4 Global, Data Router for the Maritime Industry Buzz Wireless has launched Hubba X4 Global, the first multiband, multiprotocol, dual SIM, LTE data router specifically designed for the maritime sector. Buzz Wireless is one of the leading providers of 3G and 4G mobile communications platforms for the leisure and commercial marine markets. Many countries have their own allocated frequency bands and system variants, which are often incompatible. For the maritime industry, a global solution in one box did not exist. The new Hubba X4 Global helps vessels stay connected across multiple networks up to 20 miles offshore in range of shore based mobile networks. For vessels travelling further offshore, the Hubba X4 Global has an automatic switch for automatically selecting the vessel’s VSAT system when out of mobile range. i. www.buzzwireless.co.uk
i. www.hydraulicsafetybucket.nl
PureSOx Simplifies SOx Compliance A new connectivity programme for Alfa Laval’s PureSOx scrubbers promises both simplicity and even greater reliability in SOx compliance. With nearly 100 systems in operation and in compliance, Alfa Laval PureSOx is already a trusted solution for meeting the SOx limits posed by Emission Control Areas (ECAs) and the 2020 global sulphur cap. The new PureSOx connectivity programme builds on the new Alfa Laval Remote Emission Monitor (ALREM), a data reporting and storage device that is part of all new PureSOx orders and that is also available for retrofit. The first service in the PureSOx connectivity programme is one that simplifies proof of compliance, available on all vessels that have ALREM installed. Rather than analysing scrubber compliance data themselves, customers receive graph-based reports via the Alfa Laval Touch Control system onboard. i. www.alfalaval.com
www.s h i p b u i l d i n g -industr y.eu
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THE YELLOW & FINCH PAGES
AncoferWAldrAm SteelplAteS Bv P.O. Box 190 4900 AD Oosterhout, The Netherlands t +31 (0)162 491500 f +31 (0)162 429806 e sales@aws.dillinger.biz I www.ancoferwaldram.com Over 100,000 tons of quality heavy steel plates in stock AncoferWaldram Steelplates B.V. (AWS) is a stockholding wholesaler and steel service center, specializing in the supply of hot-rolled heavy carbon steel (quarto) plates, and profiled parts for more than 40 years now. Over the years, AWS has developed into a business that sets the standard for its industry. Plates from stock or profiled parts The choice is yours! It is the combination of comprehensive stocks of over 100,000 tons of heavy carbon steel plates plus the sophisticated profiling plant that gives AWS a decisive lead in experience, product range and customer service.
Art4 technIcAl SyStemS Bv Nieuwegracht 9-11 3763 LP Soest – The Netherlands t +31 (0)35 582 2468 f +31 (0)35 642 4860 e Info@art4.nl I www.art4.nl contact: Mr Paul Schraven Art4 Technical Systems BV is an independent Dutch company. We design, build and deliver fully turnkey solutions for hydraulic and electrical systems for customers worldwide.Our clients use the hydraulic and electrical systems for various end products such as:Mobile drives, transport conveyers, winch drivers, jack up platforms, cranes, both on-shore and off shore, a-frames, special equipment, fairground attractions.The systems can be custom built to fit the specifications of the product they are used for.
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crAmm hlS Bv PO Box 186 9100 AD Dokkum, 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.
emIgreen B.v. Parabool 111 3364 DH Sliedrecht, The Netherlands 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 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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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. We are fully authorised to perform Safety Surveys and issue Statutory & Class Certification including ISM, ISPS and MLC audits. We provide services for any type or tonnage of vessel worldwide.
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 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!
pIenIng propeller Am Altendeich 83 D-25348 Glueckstadt, Germany t +49 (0)4124 9168-0 f +49 (0)4124 3716 e pein@piening-propeller.de I www.piening-propeller.de contact: Mathias Pein Noise reduction relies upon the quiet operation of a yacht´s propulsion system. Piening Propeller fulfils its briefs in: Consideration of all hydrodynamic aspects during the design and an accurate manufacturing of propellers and shafts. The company is approved by all common classification societies. Repairs and adjustments of propellers are done with the same care as new builds. Piening Propellers scope of supply includes: Propellers from 500 mm upwards Shafts up to a several length of 12,000 mm Sterntubes with sealings and bearings Gearboxes type ZF
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 www.s h i p b u i l d i n g -industr y.eu
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RBi Marine Consultancy provides full-service 24/7 worldwide. This is the core of our business. We advise, manage and carry out projects with expertise and experience; a result of years in supporting the Marine industry both locally and internationally. Our business conduct inspection, surveying, new-build, repairs, refurbishment, regular maintenance, fleet management, site management, owner representative, and of course project management. Our network contains more than just that. Together with established partners we provide delivery of genuine marine parts, blasting and painting, welders, fitters and sorts of craftsmen. For more details please call us or view our website: www.rbimarineconsultancy.com
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 – – – –
rBI mArIne conSultAncy De Ruyterstraat 62 4335 GN Middelburg The Netherlands t +31 (0)6 190 358 20 e info@rbimarineconsultancy.com I www.rbimarineconsultancy.com contact: Ruud Bimmel
Electric & Hybrid Marine World Expo Amsterdam Green Ship Technology Hybrid Propulsion & Battery Systems ShipBoard Automation & Marine Electronics Decom- & Heavy Lift Vessels
Deadlines
Copy deadline Advertisement deadline
Please contact us for availability 17 May 2018
Subjects can be changed without prior notice.
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word on the sea Geert-Jan StĂśver (left), General Manager Aventics B.V., and Jorlan Peeters (right), Managing Director at HyTEPS.
Yellow & Finch Publishersâ&#x20AC;&#x2122; Marco Geels
Exclusive Exposure I hope you enjoy reading this second issue of ShipBuilding Industry of 2018. As always, our goal is to keep our readers up-to-date with current events in the world of shipbuilding. This year, we will showcase launches of new marine products, projects, and developments, just like we have been doing for the past eleven years. We will continue to publish the latest innovations in following issues, so please do not hesitate to contact us about sharing your news.
dinner and drinks. Thanks again Jorlan Peeters, Managing Director at HyTEPS, for the invitation.
Please let me remind you that in our next we will offer exclusive exposure business Our goal is to keep our issue, opportunities for Electric & Hybrid Marine readers up-to-date with World Expo 2018, with a bonus distribution at the trade show. Other themes in this issue will current events in the include Decom & Heavy Lift Vessels, Shipboard world of shipbuilding. Automation & Marine Electronics, Green Ship Technology, and Hybrid Propulsion & Battery Systems. Let us capture the undivided attention of your existing and potential business relations. On 19 April, I attended the well-organised seminar Dry Air Together with my colleagues, I am more than happy to assist & Clean Electricity, a joint event of HyTEPS and Aventics, you with, and advise you on, your marketing communication with support from Frans Assink from Thales and Prof. Dr. Ir. needs. In case you would like to receive more information for Cobben from the Technical University Eindhoven. During your 2018 media plans, you can download our Media Kit 2018 this informative afternoon, participants were given insight from our website, or just contact me. into the possibilities and benefits of optimising the quality of the air environment and electricity on yachts. A selected Marco Geels group of approximately 30 shipyards and suppliers attended marco@ynfpublishers.com the seminar. At the end of the day, we all enjoyed a nice
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Experience the progress.
hybrid marine
WORLD EXPO 2018
27 / 28 / 29 JUNE 2018
AMSTERDAM, THE NETHERLANDS
Marine Maintenance World Expo, the global exhibition dedicated to vessel maintenance and repair technologies and services
THE WORLD’S LARGEST
MARINE PROPULSION
EXHIBITION AND CONFERENCE! Hosting...
w w w. El e ct ric an d H y b ri d Mari neWo r l d E xp o .c o m
Liebherr Heavy Lift Ship Cranes With capacities ranging from 120 tonnes to 600 tonnes, the Liebherr CBB cranes cover all the main area of the heavy lift segment. Above that range the delivery program includes new developments up to 1250 tonnes SWL. One of the main advantages of CBB cranes is their low self-weight. This has a positive effect on the stability of the vessel as well as cargo handling –simultaneously increasing safety and performance.
ship.port.crane@liebherr.com facebook.com/LiebherrMaritime www.liebherr.com
SBI 2018 | VOLUME 12 | ISSUE 2
STANDARD TSHDS THE RIGHT TOOL FOR THE RIGHT JOB
SB I VOL. 12 ISSUE 2 | 2018
ShipBuilding i n d u s t r y
POSIDONIA 2018
STANDARDISED TRAILING SUCTION HOPPER DREDGERS In response to significant market demand, Royal IHC has further developed its product line of standardised trailing suction hopper dredgers – the IHC Easydredge® and IHC Beagle® – which are now available in a series from 700 to 8,000m3. The product range excels with its versatility and cost-effectiveness, and offers a great variety of optional extras. This enables dredging contractors to make use of a wide range of turnkey solutions for all types of operations with relatively short delivery times. SHIPBUILDING-INDUSTRY.EU
ROYALIHC.COM
Remotely Operated Fireboats workboats, tugs & service vessels
Posidonia 2018
the international shipping exhibition
Antifouling Strategies of the Future ship refit, repair & maintenance