ShipBuilding Industry 2018 Issue 3

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(Opening: July 2018)

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SB I VOL. 12 ISSUE 3 | 2018

ShipBuilding i n d u s t r y

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SBI 2018 | VOLUME 12 | ISSUE 3

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editor’s note

Back on Track When neW, promising technologies see the limelight in other industries, it often takes a little While before their benefits are assessed, optimised, and exploited in the maritime industry.

After the recent market fluctuations faced by the industry, it seems only natural that shipowners are more inclined to invest their funds in an emerging technology once its high return on investment has been proven.

According to the white paper that Trelleborg’s marine systems operation released earlier this year, automation technology that enables big data collection and analysis is one of those worthwhile investments. In the paper, Trelleborg’s marine systems operation’s President Richard Hepworth states that this is a time of huge change for our industry: “The advancement of automation, and the exponential rise in data it brings, mean disruption on a scale that ‘shipping’ has never seen before. Those that invest now in the architecture that empowers collaboration between smart assets, will be best equipped to face the future.”

Major innovations are taking place in maritime automation, and not just with regard to big data. In this issue of ShipBuilding Industry, we take a closer look at the latest developments in ShipBoard Automation & Marine Electronics.

Another sector that is definitely back on track is green technology, such as hybrid and electric propulsion. The technologies in this field are advancing on a daily basis, making investments in the sector more attractive than ever – not just from an environmental point of view, but from an economic perspective as well. The Electric & Hybrid Marine World Expo, which will take place this coming 27 - 29 June in the Amsterdam RAI, is expecting over 4,000 attendees for that exact reason.

This issue of ShipBuilding Industry furthermore covers the latest on decom & heavy lift vessels, Ship Reports, and updates on alternative fuels and hybrid power.

Yara Rood editor YARA@YnfPuBlISHERS.coM

| Read more on shipbuilding-industry.eu

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

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contents SBI

ISSUE 3

DECOM & HEAVY LIFT VESSELS

26 The Age of Transition

2018

30

37

46 Scaldis’ Fully Self-Propelled Crane Vessel GREEN SHIP TECHNOLOGY, HYBRID PROPULSION & BATTERY SYSTEMS

16 Alternative Fuels and Technologies 24 Hybrid Power Update from ABS 34 Electric Mobility Gains Momentum 40 From Automation to Green Propulsion

26 12

NAVCOM

44 The Importance of Resilient PNT

QHSE

37 100 Years of Marine Distress Signals

SHIPBOARD AUTOMATION & MARINE ELECTRONICS

20 A Future-Oriented Automation Platform 54 LNG Requires Tailored Automation Systems SHIP REPORTS

12 Werkendam

30 Future of The Fjords

34

50 Kabanbay Batyr & Karasay Batyr

TRADE SHOW

8 Electric & Hybrid Marine World Expo 2018

REGULARS

1 Editor’s Note 4 News in Brief 57 People 59 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 12-3.indd 3

On the Cover Nauryzbay Batyr, one of six tugs that De Hoop Shipyard is building for Caspian Offshore Constructions, during construction at De Hoop Shipyard’s facilities in Foxhol.

Read more on page 50.

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news in brief Robert Allen Develops New All-Electric Pilot Boat Pilotage services vary throughout the world, some requiring considerable time at sea and others involving short trips between which the boat is tied up at the dock. Robert Allan Ltd has developed a new all-electric pilot boat that is ideal for short-run applications of 5nm or less that leave time between jobs to recharge the batteries. The RALly 1600-E is an aluminium version of its steel predecessor. It boasts a fully-electric twin screw drivetrain and a substantial bank of high-energy density batteries that are recharged from shore power. Twin small auxiliary generators provide ‘get home’ and range extension capability, but these are usually not running.

The vessel has a top speed of 20 knots and runs quietly and emission-free. The environmental impact of both operations and operating costs are significantly reduced.

Fast RoPax Ferry Launched In a ceremony held at Damen Shipyards Singapore, the new Damen Fast RoPax Ferry 4812 was launched. The vessel will be operated by TMA Express (Transporte Marítimo de Angola) and operate on Angola’s Atlantic coastline between the capital Luanda and Cabinda, around 400 kilometres to the north via Soyo. This ferry is the latest addition to Damen’s state-of-the-art Fast RoPax Ferry range. Built in aluminium, the vessel is fast, comfortable and fuel-efficient, with a top speed of 20.5 knots and a range of 815 nm. 60 passengers can be carried on the upper deck, while the lower deck can carry up to ten cars or the equivalent and nine containers.

Total cargo capacity is 123 tonnes.

ALE Performs Heavy Land-Based Crane Lift ALE recently performed an extremely heavy land-based crane lift using a jib whilst working on Total’s Egina FPSO module integration project in Nigeria. The FPSO module ‘S2’ weighed a total load of 2,810t and was lifted using ALE’s unique AL.SK350 crane and heavy-duty jib for the project in Lagos, Nigeria. The large capacity land-based crane was rigged in its biggest configuration with a 124m a-frame main boom, 49m ballast radius, and the 38m jib for additional outreach, along with a heavy winch system and 4,000t ballast. For Total’s Egina project, ALE was contracted to lift and install six modules from the yard onto their final position on the FPSO. The lift weights were between 335t and almost 3,000t.

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news in brief Liebherr Celebrates HLC Production Start Liebherr-MCCtec Rostock GmbH celebrated the production start of the HLC, Liebherr’s biggest offshore crane. The boom is 160m long and the crane itself has a height of 90m. Assembled on a huge pedestal, the crane has a lifting height of up to 180m. The crane has a lifting capacity of 5,000t at more than 30m outreach. The manufacture of Liebherr’s first HLC is now ready to go into the final phase – the production. The so-called ‘flange laying ceremony’ marked the beginning of this milestone. As the name suggests, a huge flange with a diameter of more than 15 metres was set by representatives from the parties involved. The customer DEME and its subsidiary GeoSea, as well as shipyard owner COSCO travelled to Rostock to be present at the initial work start.

Seabourn Ovation Launched Seabourn Cruise Line recently launched its latest ship ‘Seabourn Ovation’ at a festive christening ceremony in the harbour of Valletta in Malta. The ceremony consisted of a series of festive events, including a live performance by the ship’s godmother Elaine Paige. Seabourn Ovation is the fifth ultraluxury vessel that joins the Seabourn fleet, and the second of two ships designed by design icon Adam D. Tihany. Just like its predecessor Seabourn Encore, the ship only has suites with ocean views and private verandas. Together with modern design elements and innovations in line with Seabourn’s reputation for understated elegance, the ship has an extra deck with new extensive public spaces and a brand-new outdoor restaurant.

Piriou Secures Omni Stern Tug Order Boluda France has just ordered a new series of tugs from Piriou shipyard. The new series of tugs, which will have a 77t bollard pull and measure 30.30m in length, will be put to service in French harbours. The vessels will be built to the Omni Stern Tug (OST) 30’ design, issued from the range of tugs designed by Piriou. The ’OST 30’ is a multipurpose tug developed for ‘push pull’ type towage and harbour assistance operations, as well as deep sea operations. With a hull length of 30.30m, it is also equipped to assist vessels in access channels. The OSTs will be outfitted with two aft azimuth propellers (Azimuth Stern Drive), driven by two marine mediumspeed turbocharged four-stroke diesel engines, freshwater cooled with box cooler refrigerants. | Read more on shipbuilding-industry.eu

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

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news in brief Piening Propeller Installs First PCPs A five-bladed PCP has been installed, for which Piening adjusted the existing blades enabling further use. Piening furthermore designed and developed a specialised seal to prevent sand from penetrating the hub, which required another adaptation to Piening’s original design; the addition of a second sand barrier.

The basis of Piening´s PCP design is the use of composite elements in all friction areas, allowing easy replacements during servicing and the hub no longer needs to be disassembled. Shipowners can decide to use water, instead of oil, for hydraulic pitch control to comply with environmental regulations.

The aforementioned environmental benefit was also the reason for the Polish navy to opt for the PCP to repower its training vessel Iskra. A specifically designed two-bladed propeller allows for feathering during sailing and is actuated by water hydraulics through a radial WD box.

Photo courtesy of Piening.

Piening Propeller has completed its first projects with Piening Controllable Propellers (PCPs), when the Germany company retrofitted two five-bladed PCPs to Rohde-Nielsen’s hopper dredger Thor R and one two-bladed PCP to ORP Iskra, a Polish navy vessel.

Piening Controllable Propellers were certified by DNV GL in 2016, and the design was patented in the first quarter of 2017. In September 2017, the PCP was awarded the ‘Environmental Award of the Economy 2017’ by the Study and Funding Society of the Schleswig-Holstein Economy Association in Rendsburg, Germany. i. www.piening-propeller.de

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The installed PCPs on the hopper dredger, type PCP 5-705 with a 2.5m diameter, greatly reduce the need for expensive and time-consuming repairs. During sand excavation, sand corrodes the bearing clearance in propellers, thus causing a need for frequent replacement of the bearing shells for the hubs. To install new bearing shells, the entire hub needs to be disassembled. To prevent that, Piening made adaptations to its variable pitch propeller design to meet Thor R’s specific needs.

The company will deliver complete PCP systems, including ZF gearboxes, to the German Federal Police for three OPVs that are currently being built at the Fassmer shipyard. Wateractuated PCPs will also be supplied for a hydrographic catamaran under construction in Finland and an icebreaker that is presently being built in Poland.

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July

August

September

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

05-06-18 10:47

news in brief Amadeus Queen Launched Shipyard De Hoop has recently delivered its fifteenth river cruise vessel to Lüftner Cruises. Named Amadeus Queen, the new vessel follows the award-winning model of the Amadeus Silver ships, but offers further innovative developments. For this ship, the yard decided on a completely new re-engineering, based on lessons learned from previous vessels. This new flagship of Austria’s river cruise specialist will continue to advance Lüftner’s goal – to provide high-quality and highly comfortable river cruises in Europe. Sustainability was an imperative issue in this vessel’s (re)design, which was built at the ‘De Hoop’ shipyard. Absolute priority was given to achieving an optimum reduction in both the ship’s energy consumption and air pollution.

Autodocking Technology Tested Wärtsilä has successfully carried out testing of its innovative autodocking technology. The tests were carried out with the ‘Folgefonn’, an 83m long ferry owned by leading Norwegian operator Norled. The vessel has hybrid propulsion and is already fitted with a Wärtsilä wireless charging system. The installation of autodocking on a ferry is a world first. At no time during the autodocking tests did the captain need to take manual control. This autodocking technology delivers notable benefits to operators, such as improved safety since there is less chance of human error, less wear and tear as the thrusters are efficiently utilised, and greater efficiency in docking which allows more time at berth.

Damen Introduces New Fast Crew Supplier Damen Shipyards Group will introduce a new model to its Fast Crew Supplier range. The FCS 2710 builds on the success of the FCS 2610. The FCS 2710 retains the twin hull and axe bow design of the Damen FCS 2610. However, as the offshore energy industry has evolved in recent years, so have its requirements for crew transfer vessels and the regulations that govern them. Damen has designed a vessel that preserves much of the fundamental design of the 2610, but delivers the additional capacity and performance sought by operators today. The FCS 2710 achieves this in part by being one metre longer than its predecessor, as well as one metre higher. The new vessel will be displayed for the first time at the Seawork International exhibition and conference in Southampton, UK. | Read more on shipbuilding-industry.eu

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

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ElEctric & Hybrid MarinE World Expo 2018

Electric & Hybrid Marine World Expo 2018 Venue Hall 18, rai amsterdam europaplein 24, 1078 GZ amsterdam the netherlands Opening hours Wednesday 27 June Thursday 28 June

10:30 am– 6 Pm 10:30 am –7 Pm*

Friday 29 June

10 am – 4 Pm

*free drinks party from 5:30-7 PM

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ElEctric & Hybrid MarinE World Expo 2018

Electric & Hybrid Marine World Expo 2018 will take place from 27-29 June.

Dedicated to Electric & Hybrid the InternAtIonAl exhIbItIon oF electrIc And hybrId mArIne ProPulsIon systems, technologIes, And comPonents

From 27-29 June 2018, the AmsterdAm rAI wIll be showcAsIng the very lAtest And next-generAtIon electrIc And hybrId marine propulsion technologies, components, and solutions during this year’s edition of the electric & hybrid marine world expo.

T

he international trade fair focusses solely on these green propulsion technologies and components, which have gained great momentum in recent years. with exhibitors from all over the world, a visit to electric & hybrid marine world expo is a must for propulsion system designers, ship owners and operators, boat builders, engine manufacturers, naval architects, and military fleet operators and chiefs.

High Expectations

electric & hybrid marine world expo is the largest exhibition and conference worldwide exclusively dedicated to sustainable marine propulsion systems and with the current development rate in this sector, this year’s event is expected to welcome more product launches than ever before. over 4,000 attendees are expected to participate in this fifth edition, which will see more than 130 exhibitors from over fifteen countries showcasing their new propulsion technologies. with leading vendors set to exhibit, including Kawasaki heavy Industries, Abb, wärtsilä, siemens, mitsubishi turbocharger and engine europe, as well as industry-leading technology and component suppliers such as Aspin Kemp & Associates, hbm, torqeedo, cavotec, and more, the show offers something for everyone in the electric & hybrid industry.

Full Conference Programme

As was the case at previous editions, electric & hybrid marine world expo also features a three-day conference programme with hundreds of delegates, more than 40 well-known engineering speakers, and numerous leading maritime academic institutions in north America, europe, and Asia are expected to attend. various elements of electric and hybrid propulsion will be discussed such as thermal battery management, new class notations regarding electric & hybrid propulsion, improved safety of lithium-ion batteries, optimal energy management, and efficient fuel cell systems. on Friday 29 June, the electric & hybrid marine Awards 2018 will be presented live in the technology Presentation Area at 1:15 Pm.

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Photo courtesy of Electric & Hybrid Marine World Expo

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

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Green Propulsion GreenBattery

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Serial and parallel hybrid World wide service network Class type approved

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ElEctric & Hybrid MarinE World Expo 2018

Last year’s edition of the event welcomed over 4,000 visitors and 130 exhibitors.

Photo courtesy of Electric & Hybrid Marine World Expo

Marine Maintenance & Autonomous Ship Technology

Furthermore, the expo also hosts the marine maintenance world expo and conference, as well as the Autonomous ship technology symposium, which brings together ship designers, fleet owners, naval architects, classification societies, equipment suppliers, and research organisations to discuss the legal, technological, and regulatory developments necessary to make autonomous ships a reality. marine maintenance world expo and conference is hosted as an integral part of electric & hybrid marine world expo, so visitors and delegates will also be able to see more next-gen maintenance and repair technologies than ever before.

Successful Previous Edition

last year’s edition welcomed over 4,000 attendees and 130 exhibitors. these recordbreaking numbers demonstrated yet again that the interest in hybrid and electric propulsion in the maritime industry is on the rise. 60 conference papers provided ample knowledge of the various innovations in the field. visitors to the world expo were

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united in their praise of the diversity of products on display, as well as the networking opportunities that the expo presented. the show was also significant for the sheer amount of new technologies and products that was launched and presented. renk, for example, showcased its new mArhy (marine hybrid) concept, which enables two-stroke engine users to harness electrical energy for either propulsion or power generation. mAn rollo used the exhibition to reveal that it had supplied two mAn d2676le424 engines, each generating 382kw at 1,800rpm, for the rPA8, the Port of rotterdam’s new hybrid patrol boat. elsewhere on the show floor, the switch announced that it had delivered its first dc-hub to wightlink in the uK for installation into the ferry operator’s flagship new-build diesel-electric ferry. the 90m new-build vessel is part of wightlink’s eur 50 million ‘Investing for the Future’ programme, which is scheduled to begin operation in the solent strait in the summer of 2018.

electric & hybrid marine world expo covers the following components and technologies: • electric/hybrid propulsion technology and systems • energy storage solutions, including lithium-ion technology • electric motors • Permanent magnet motors • electric outboards • cooling systems • drive control systems • brushless motors • Ac/dc motors • super-capacitors • converters • Inverters • electric/hybrid control systems • electric pod/bow/side thrusters • diesel/electric generators • battery charging systems • Fuel cell technology • lng/hybrid propulsion • test and measurement tools • simulation software • ship-to-shore power

i. www.electricandhybridmarineworldexpo.com

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ship report

VAN OORD’S FIRST LNG-POWERED CRANE VESSEL

Werkendam MARkING A MILESTONE ANNIVERSARy WITH THE LAuNCH OF ITS FIRST LNG-POWERED VESSEL, DuTCH INTERNATIONAL DREDGING AND OFFSHORE contractor Van Oord has cemented itself as a world leader in the global dredging and offshore marine industry.

All photos COuRTESy OF VAN OORD

V

an Oord has successfully taken receipt of its new crane vessel, Werkendam. This is the first LNG-powered vessel in the Van Oord fleet, and will significantly contribute to further modernisation of the company, as well as mark a new generation of dredging vessels in general.

Van Oord has its roots in the Werkendam and Biesbosch regions. Gradually evolving over time, it is today an international marine contractor specialising in dredging, oil & gas infrastructure and offshore wind.

Celebrating its 150th anniversary in 2018, the namesake vessel is a representation of the company’s past success and history, as well as a symbol of the future.

Werkendam will generally be deployed to Netherlands-based projects undertaken by subsidiary Paans Van Oord, where her first job will be in the port of Rotterdam.

Van Oord’s 150 th Anniversary First unveiled in February 2018, Werkendam’s delivery and christening took place in April 2018 with a two-day event on the quay of the Biesboschhaven Zuid harbour. Coinciding with Van Oord’s milestone 150th anniversary, Werkendam was the chosen location; the cradle of the company. Pia van Oord, the wife of Govert van Oord (the grandson of forefather Govert

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van Oord, who, as an entrepreneur, laid the foundations of the current Van Oord in 1868), had the honour of naming the vessel.

Van Oord’s First LNG-powered Vessel Werkendam was built at the Neptune yard in Hardinxveld-Giessendam. The construction of the 68m-long and 11.4m-wide crane vessel took 12 months.

Boasting a hopper capacity of 700m³, the vessel also features a four-rope grab crane with a lifting capacity of 20t at 2m and 25t at 16m.

Fully powered by three 475kW LNGpowered generators fuelled from a 38m³ tank, with gas oil as a back-up, Werkendam features a storage tank on the aft deck, and can store enough LNG on board to sail and operate for fourteen days without having to refuel. In comparison with diesel, LNG emits 80% less particulate matter and 70% less nitrous oxide.

“Energy efficiency is one of the top items on our sustainability agenda,” said Jaap de Jong, Staff Director of the Ship Management Department at Van Oord. “To reduce our carbon footprint, we are researching the use of alternative fuels, such as LNG and biofuel.”

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ship report

SPECS Length 68.40m Breadth overall 11.40m Hopper capacity 700m3 Propulsion 2 x 550kW Bow thruster 450kW LNG-powered generator 3 x 475kW LNG tank 1 x 38m3 Spud poles 2 x, electric-powered Crane four-rope grab crane Lifting capacity 20t at 20m and 25t at 16m

Werkendam is Van Oordâ&#x20AC;&#x2122;s first LNG-powered vessel. The company recently ordered another two LNG-powered vessels.

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See video references here: igus.eu/retractable-thrusters igus GmbH Spicher Str. 1a 51147 Köln Tel. +49-2203-9649-800 info@igus.eu Visit us: ONS 2018, Stavanger | SMM Hamburg – Hall B6 Booth 322 | TOC America/Panama ®

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ship report Werkendam was built at the Neptune yard in Hardinxveld-Giessendam.

Pia and Govert van Oord at Werkendamâ&#x20AC;&#x2122;s naming ceremony, for which Mrs van Oord was the patron.

Smart Features Thanks to smart features, the vessel will use less fuel and emit less CO2 without compromising operational production. The Werkendam will be equipped with various sensors and energy storage systems, which will monitor the energy consumption of almost all of the equipment and systems on board and will even make it possible to store and reuse overcapacity, when operating the crane, for example.

A few weeks after Werkendam was launched, Van Oord announced the order of another two LNG-powered trailing suction hopper dredgers with a hopper capacity of 10,500m3 each. keppel Singmarine Pte Ltd will build the vessels at its yard in Singapore.

The order is in line with Van Oordâ&#x20AC;şs innovative investment programme. The new hoppers will replace existing vessels and fit in with Van Oordâ&#x20AC;&#x2122;s aim of making its fleet more economical and energy efficient.

Both vessels will be delivered in 2021. Each has a hopper capacity of approximately 10,500m3 and measures 138m in length and 28m across the beam.

The vessels will be equipped with one suction pipe with submerged e-driven dredge pump, two shore discharge dredge pumps, five bottom doors, and a total installed power of 14,500kW. They will have accommodation for 22 persons. i. www.vanoord.com

Artist rendering of the two LNG-powered vessels Van Oord recently ordered. www.s h i p b u i l d i n g -industr y.eu

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Green Ship TechnoloGy

Alternative Fuels and Technologies FOr GreeNer sHIPPING

CLAssIFICATION sOCIeTy DNV GL HAs IssueD A NeW WHITe PAPer AssessING A rANGe OF ALTerNATIVe FueLs AND TeCHNOLOGIes. eNTITLeD â&#x20AC;&#x2DC;ALTerNATIVe FueLs AND TeCHNOLOGIes FOr GreeNer sHIPPINGâ&#x20AC;&#x2122;, THe PAPer exAMINes THe PrICe, AVAILABILITy, reGuLATOry challenges, and environmental benefits of alternative fuels and technologies, including LNG, LPG, hydrogen, fuel cells, and hybrid and battery technologies, and compares them with the use of conventional fuel with scrubbers and new low-sulphur alternatives. The following text summarises the major findings.

Drastic Change in Future Fuel Mix

The decision of the International Maritime Organization (IMO) to limit the sulphur content of ship fuel from 1 January 2020 to 0.5% worldwide, and the recently adopted ambition to reduce GHG emissions by 50% by 2050 will drastically change the future fuel mix for maritime applications. As shown in figure 1, the combined amount of heavy fuel oil (HFO) and marine gas oil (MGO) consumed by ships accounts for no more than 25% of the total global diesel fuel and petrol production (figures from 2016). This is roughly equivalent to the amount of energy consumed using liquefied natural gas (LNG) which stands at 24%; however, LNG represents only a small portion (approximately 10%) of the overall gas market.

Image courtesy of DNV GL

Figure 1: Ship fuel consumption is much lower than diesel and gas oil consumption.

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Assuming an installed base of about 4,000 scrubbers at that time, no more than 11% of ship fuel usage will be high-sulphur fuel, as calculated by DNV GL. The latest estimate assumes that only 1,000 to 1,500 scrubber installations will be carried out between now and 2020. This raises the question as to whether highsulphur fuel will even be available if only 4,000 or even less ships can use it. The next question is at what price HFO will be available.

Most Promising

Among the proposed alternative fuels for shipping, DNV GL has identified LNG, LPG, methanol, biofuel, and hydrogen as the most promising solutions. Among the new technologies, the classification society believes battery systems, fuel cells, and wind-assisted propulsion offer potential for ship applications.

According to DNV GL, fuel cell systems for ships are under development, but it will take time for them to reach a degree of maturity sufficient for substituting main engines. Battery systems are finding their way into shipping, though on most seagoing ships their role is limited to efficiency and flexibility enhancement. Finally, wind-assisted propulsion, while not a new technology, will require some development work to make a meaningful difference for modern vessels.

When it comes to CO2 emissions, LNG is the fossil fuel that produces least of it. However, the release of unburned methane (so-called methane slip) could reduce the benefit over HFO and MGO, because methane (CH4) causes 25 to 30 times more greenhouse gasses compared with CO2. Nevertheless, engine manufacturers claim that the tank-to-propeller

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Green Ship TechnoloGy

Among the proposed alternative fuels for shipping, DNV GL has identified LNG, LPG, methanol, biofuel, and hydrogen as the most promising solutions.

Photo courtesy of DNV GL

SHIPPING BECOMES GREENER AND MORE COMPLEX

Shipping becomes cleaner and more complex.

Selected items from regulatory timeline towards 2030

IMO GHG strategy

Key ports in Chinese area – 0.5% sulphur

All ports in Chinese area – 0.5% sulphur

Chinese area – 0.5% sulphur

0.5% global sulphur cap

IGF Code in force

EU CO2 monitoring, reporting and verification

Global fuel consumption data collection system

EEDI phase 2

2017

2018 California sulphur regulations to lapse

2019

?

2020 Chinese ECA(s) application

EEDI phase 3

Baltic/North Sea NECA

2021–2024

?

Short-term GHG reduction measures

2025+

?

EU ETS includes shipping

EEDI phase 4

?

?

Adopted In the pipeline, or possible

Image courtesy of DNV GL

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ULTIMATE CYBER PROTECTION PREVENT THE CYBER-CRIMINAL FROM TAKING CONTROL OF YOUR SHIP • • • • •

The only multi-layered cyber defence solution for maritime use Proven to protect all ship critical PC-based systems Proven to block all internal and external cyber attacks Zero human intervention required Integrates with all existing ship systems and software

For more information, visit: www.navaldome.com 1 8 | S B I 2 0 1 8 | Volum e 12 | Issue 3

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Green Ship TechnoloGy CO2 EMISSIONS OF FUEL ALTERNATIVES IN SHIPPING Oil fuel (HFO) TTP – Tank to propeller

Oil fuel (MGO)

WTT – Well to tank

LNG (from Qatar used in Europe) LNG (from Qatar used in Qatar) LPG Methanol (from CH4) Methanol (from black liquor) Biodiesel Biogas (97% methane – liquefied) Hydrogen (liquid – from CH4) Hydrogen (liquid – from water) 10

20

30

40

50

60

70

80

90

100

CO2 emissions; g/MJ

Source: DNV GL calculations CO2 emissions of fuel alternatives in shipping.

(TTP) CO2-equivalent emissions of Otto-cycle dual-fuel (DF) and pure gas engines are 10% to 20% below the emissions of oil-fuelled engines.

The carbon footprints of methanol and hydrogen produced from natural gas are larger than those of HFO and MGO. The cleanest fuel is hydrogen, which is produced using renewable energy. Liquefied hydrogen could be used in future shipping applications, but because of its very low energy density, its storage volume is large.

This may prevent hydrogen from being used directly in international deep-sea shipping.

In a sustainable energy world, where the entire energy demand is covered by renewable CO2-free energy sources, hydrogen and CO2 will be the basic ingredients for fuel production, most likely in the form of methane or diesel-like fuels produced in a Sabatier process. This is a reaction between hydrogen and carbon dioxide at elevated temperatures – optimally 300 to 400°C – and pressures in the presence of a nickel catalyst to produce methane and water. Alternatively, the Fischer-Tropsch process might be appropriate. This is a series of chemical reactions that convert a mixture of carbon monoxide and hydrogen into liquid hydrocarbons.

Realistic Candidates

Environmental and price challenges are driving the interest in alternative ship fuels, but the number of realistic candidates is small. DNV GL believes LNG, LPG, methanol, biofuel, and hydrogen to be the most

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promising candidates. Among them, LNG has already overcome the hurdles related to international legislation, and methanol and biofuels will follow suit very soon. It will take a while before LPG and hydrogen are also covered by appropriate new regulations within the IMO IGF Code. The existing and upcoming environmental restrictions can be met by all alternative fuels using existing technology. However, the IMO target of a 50% reduction of GHG emissions by 2050 is ambitious, and will likely call for widespread uptake of zero-carbon fuels, in addition to other energy-efficiency measures. Fuel cells can use all available alternative fuels and achieve efficiencies comparable to, or better than, those of current propulsion systems.

However, fuel-cell technology for ships is still in its infancy. The most advanced developments to date have been achieved by projects running under the umbrella of the e4ships lighthouse project in Germany, with Meyer Werft and ThyssenKrupp Marine Systems heading the projects for seagoing ships.

Wind-assisted propulsion could potentially reduce fuel consumption, especially when used for slow ships, but the business case remains difficult. Batteries as a means of storing energy can be considered as an alternative fuel source in the widest sense.

They have major potential for ships deployed on short and regular voyages, and can be used to boost the efficiency of the propulsion system in any ship. However, in deep-sea shipping, batteries alone are not a substitute for the principal fuel used on board. Finally, with low-sulphur and

Photo courtesy of Dykstra Naval Architects

DNV GL believes wind-assisted propulsion offers potential for ship applications.

alternative fuels becoming more widely available, the well-known combined cycle gas and steam turbine technology represents a viable alternative for highpower ship propulsion systems. i. www.dnvgl.com/alternative-fuel

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ShipBoard a utomation & marine electronicS

A Future-Oriented Automation Platform UlSteinâ&#x20AC;&#x2122;S X-ConneCt

UlStein BlUe Ctrl AS hAS develoPed A fUtUre AUtomAtion PlAtform thAt AllowS itS USerS to work SmArter And more effiCiently.

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he newest subsidiary company of the Ulstein Group is part of the companyâ&#x20AC;&#x2122;s initiative on ship automation and digitalisation. Ulstein Blue Ctrl AS has its origins in Ulstein Power & Control AS, which has a history of developing alarm monitoring systems for the maritime industry. A few years back, they decided it was time to develop something new: a more future-proof automation platform. After an initial period of mood boards, brainstorm sessions, and research, they came up with a

wish list and a clearer vision of the product they wanted to develop.

A Future in Software

in a business oriented on hardware-based technology, Ulstein started to believe that the future in automation systems was not in hardware but in software. they envisioned a single system, a single tool that would allow them to configure everything that interacts with external systems on board. the company decided that its new

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Ulstein put a lot of time into figuring out the most user-friendly and appealing user interface design to support efficient use of the system.

Acta Auriga

Acta Marine’s offshore wind support installation vessel Acta Auriga.

one of the most recent deliveries of X-Connect was to Acta marine’s offshore wind support installation vessel Acta Auriga, which was delivered in the first quarter of 2018. Acta Auriga was built based on the Ulstein SX195 design. Ulstein delivered the full automation package (Ulstein iAS based on X-Connect), as well as the power management and control systems (Ulstein Power), maritime communication system, integrated bridge solution (Ulstein Bridge), and distribution and electric propulsion systems.

Acta Auriga is furthermore equipped with a motion-compensated SmSt gangway, operated by a Bachmann controller.

Photo courtesy of Ulstein Group ASA

Ulstein X-Connect is divided into different software segments for propulsion, machinery, navigation, alarm systems, ballast system, and so on.

Photo courtesy of Ulstein Group ASA

automation platform should be based on open source software, and that its application and further development should also be entirely open. the enterprise discussed ideas with different companies, searching for a hardware supply partner that could help bring it to life. Ulstein had two decisive criteria for manufacturers, which were that the individual components were certified to ieC 60945 or could be easily certified, and that the supplier could provide a PC-based

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Photo courtesy of Ulstein Group ASA

controller that allowed simple data exchange with its software. Ulstein found this unique combination at Bachmann. in terms of technology and software, Bachmann is often a step ahead of the competition. Using Bachmann’s m1 controller as a basis, Ulstein created an automation platform that can integrate any number of function units and can be adapted to special customer requirements. the platform was named Ulstein X-Connect.

Scalability

Ulstein X-Connect is a universal digital platform for marine automation, control, and monitoring, combining highperformance software and hardware. the platform became the back-bone architecture of Ulstein’s new automation system. there is a lot of equipment on board a ship. most of the equipment is either interfaced or controlled from the Ulstein Automation System. Both smaller and larger systems, such as thrusters or engines, are easier to

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Image courtesy of Ulstein Group ASA

configure into an X-Connect application. As soon as it is connected to the X-Connect network, the network knows what it is, where it is located, and whether it is ready for use.

X-Connect was designed with larger ships in mind, as Ulstein mainly builds larger vessels.

But since the platform is set up very flexibly, it can be adapted to meet the requirements for most segments and for vessels of any size. Since its launch in 2017, the system has been installed among others on rock installation vessels, where it processes data from 5,000 ios, as well as on tugboats with a mere 300 ios providing data. installation on a cruise ship commences in August, further proving the platformâ&#x20AC;&#x2122;s scalability.

and redundancy requirements are met. each system segment is autonomous and can be added or removed.

Single Segmented Platform

Reducing Manhours and Costs

X-Connect is one single platform, but it is segmented. it is divided into different control segments for propulsion, machinery, navigation, alarm systems, ballast system, and so on. the data that these segments provide is available on the operator stations through a modern graphical user interface, where each component alarm and signal can be monitored and controlled. the modular and distributed architecture of Ulstein X-Connect enables efficient process handling. By dividing the system into different segments, reliability is increased,

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By dividing the system into different segments, reliability is increased and redundancy requirements are met.

the components are predefined and can be configured with the correct parameters. it is also prepared for changes for instance during the installation process or during a vesselâ&#x20AC;&#x2122;s construction. X-Connect allows those changes to be implemented without a lot of costly engineering hours. when a shipbuilder just wants to make some minor modifications to the system, he will surely appreciate not receiving a giant invoice for it.

Data Distribution Standard

Before X-Connect was developed, Ulstein delivered between 15-30 automation systems a year. each of those installations required a lot of engineering hours. with X-Connect, Ulstein went from an engineerable system to a configurable system. reducing costly engineering manhours was the main driver to develop the platform. the efficiency of the overall product combined with a state-of-theart user experience will benefit the market in general.

X-Connect is an object-oriented system that can be checked component by component.

to provide all the data from the extensive network to the user interface quickly, X-Connect works with the data distribution Standard (ddS), a communication protocol that is perfectly suited for distributed networks and can easily handle large data sets. ddS integrates the different parts of the system with a standardised data-centric and event-driven data transport. the data space can handle huge amounts of data at high speed. All applications connected to the data space can communicate data through it. the system relies on standard modules such as for pumps and valves, as well as on the ballast water system.

Configure, Plug & Play

Automation systems were previously quite complex, as different software systems

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needed to communicate with each other. one type of software would control the ios and PlC coding, and it would be connected to hardware that was made to match the PlC-software. different software was used to create a user interface, usually with Scada systems.

X-Connect is much more integrated. the controller application, io application and the graphical user interface are the backbone of X-Connect and these features communicate with each other seamlessly.

Ulstein reduced the number of tools and interfaces, so the system runs smoothly and simply. All functionality in the system is predefined and configurable, supporting the work philosophy of configure, plug & play. different systems, functionality, and data sources are seamlessly integrated. Adding, removing, and replacing components to the system is easy. the Ulstein X-Connect software runs on any industrial PC, so use of the system is not confined to particular hardware.

Image courtesy of Ulstein Group ASA

X-Connect integrates a user-centric and consistent interactive graphical user interface.

Graphical User Interface

the amount of sensors, actuators, and available data on vessels is rapidly increasing. to ensure efficient usage, the control systems need to efficiently and transparently present the gathered information to the user. Ulstein put a lot of time into figuring out the most user-friendly, appealing user interface design and ended up deciding on a clear, multi layered, and interactive graphical user interface. key words during the design process were cool, clean, and clear. in 2017, Ulstein’s marine Automation Systems – Ulstein iAS and Ulstein AmS, based on the X-Connect architecture – together with eGGS design, received the norwegian doGA award for design and Architecture.

Photo courtesy of Eggs Design/Ulstein Group ASA

Ulstein IAS

Bachmann also played its part in the success of the Ulstein iAS. Ulstein iAS is the first solution based on Ulstein X-Connect.

X-Connect allows for solution flexibility and scalability, which is perfect for an iAS. the characteristics of the platform enable the highly efficient adding, changing or removing of system components or functionalities throughout the entire project phase and after the system is delivered on board the vessel. Changes or modifications on already running systems are without risk of failure, due to standardised and predefined functionality.

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Continuing Process

Ulstein did not only select a standard software platform to develop X-Connect, the company also decided to use a standard network configuration. it used open technology, not something proprietary.

X-Connect is ready for the future, but also ready for today. nonetheless, building such a platform is an ever-continuing process.

X-Connect is a finished product, but as technology evolves, so does the platform.

All future automation solutions from Ulstein will be based on the same architecture.

i. www.bachmann.info i. https://ulstein.com/company/ulstein-powercontrol-as

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Hybrid ProPulsion & battery systems

Photo courtesy of Shutterstock

ABS will research the application of alternative energy sources such as fuel cells and wind and solar power in the maritime industry.

Hybrid Power Choices on the Increase for Maritime The mariTime indusTry is increasingly invesTigaTing The poTenTial for hybrid power as a storage and delivery solution for when either short or long-term auxiliary power is required. words by mr domenic carlucci, manager machinery, elecTrical & conTrols, corporaTe Technology, aT abs

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he American Bureau of Shipping (ABS) is an industry leader in providing guidance for the safer development and deployment of hybrid power and supports its adoption with a strategy that focusses on the three areas of use covering storage, distribution, and generation.

This strategy began with the establishment of the Advisory on Hybrid Electric Power Systems in February 2017 and continued with the Lithium Battery Guide in May 2017.

The Advisory on Hybrid Electric Power Systems takes a measurable approach to evaluating potential advantages and disadvantages, challenges and level of readiness for the primary hybrid energy storage and generation systems, and

components most suited for marine and offshore applications.

Supercapacitor Guide

The most recent addition to the publication series was the Supercapacitor Guide in November 2017. Use of supercapacitors is of increased interest when fast energy delivery is required during a peak power condition, such as when using thrusters. ABS produced the Guide to provide requirements and reference standards to facilitate effective installation and operation of on-board supercapacitors. Its purpose is to establish safety guidelines for owners, operators, shipyard builders, designers, and manufacturers.

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Hybrid ProPulsion & b attery systems

A key variable in energy storage planning is an appropriate risk assessment.

The Supercapacitor Guide delineates types of supercapacitors, including electrochemical capacitors and lithium-ion capacitors, and subsequently defines requirements for design, construction, and installation of supercapacitors in marine and offshore applications.

As a commercialised energy storage device, supercapacitors have a high-power density and a fast charging and discharging process to augment other power sources and can greatly improve the efficiency of traditional energy sources.

This technology is continuously evolving with respect to materials and design. As such, alternative arrangements or new supercapacitor technologies can be considered provided it can be demonstrated, either by service experience or a systematic analysis based on sound engineering principles, that they meet the overall safety standards of the Guide and abs rules.

The Future of Hybrid Power Solutions

When we look into the wider future of hybrid power solutions for shipping, we can foresee a growing interest in applications that are achievable today and in those that will be possible in the future.

As supercapacitors provide high density short-term power, they could for instance be used to start up a generator or motor on a vessel, which could consequently draw auxiliary power from lithium-ion batteries for the majority of its voyage. These combinations of energy storage technologies provide significant advantages for hybrid deployments.

A ship with hybrid power approaching an ECA could switch from some of its conventional generators and use batteries for a planned time period.

Hybrid power could also be used to improve overall efficiency of auxiliary installations.

Instead of the practice of inefficiently running two generators at 50% load, it is

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possible to run one at 80% and keep a â&#x20AC;&#x2DC;spinning reserveâ&#x20AC;&#x2122; of hybrid power, reducing the overall fuel consumption while also reducing wear on generators.

Current hybrid installations tend to be retrofits to existing vessels to create an OPEX benefit. In the future, vessel designers could conceivably replace some generator capacity with hybrid power, requiring fewer units and thus creating a CAPEX reduction.

Appropriate Risk Assessment

Power management systems coupled with battery and capacitor management systems also provide an appropriate safety layer for vessel operations. Because the typical operating environment in the maritime industry will differ from that considered when a supercapacitor system was originally designed, ABS would normally recommend a review of the environmental and operational aspects prior to adoption.

A key variable in energy storage planning is an appropriate risk assessment. This assessment supports the development of proper safety measures and is also used to confirm safeguards and reassure crew that they can perform their regular tasks in proximity to a containerised supercapacitor installation.

Photo courtesy of ABS

Mr Domenic Carlucci, Manager Machinery, Electrical & Controls, Corporate Technology, at ABS.

Alternative Energy Sources

Ferries making short runs can already be all-electric powered, with rapid charging technology enabling them to maintain planned passage speed and use fast rerecharging in port to prepare for the return journey.

The ABS hybrid power publication strategy continues in 2018 with the release of its next guide, covering DC Power Distribution.

Our future work will also focus on energy generation from alternative sources, including fuel cells, wind and solar power and their application in the maritime industry. i. ww2.eagle.org

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DECOM & HEAVY LIFT VESSELS

The Age of Transition Hansa Heavy Lift features a 500-metric tonne carousel on deck.

Photo courtesy of Hansa Heavy Lift

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DECOM & HEAVY LIFT VESSELS

THE OFFSHORE INDuSTRy IS IN A STATE OF FLux, WITH LEADING PLAyERS uNSuRE OF WHERE TO INVEST THEIR RESOuRCES AND ENERGy, BuT WITH THE RISE OF RENEWABLES, AND ADVANCES IN NEW HEAVy-LIFT TECHNOLOGy, THERE ARE, ONCE AGAIN, SIGNS OF GROWTH IN THE MARKET. WORDS BY JuLIA ZALTZMAN

T

he offshore industry has been through one of the worst crises in history over the past three years.

A drop in oil prices has led to a drop in offshore support vessel (OSV) day rates, which means that many of the offshore production platforms have turned uneconomical and are expected to be decommissioned. In turn, exploration and production companies have reduced their rig counts drastically, causing demand for OSVs and their services to plunge. Excess rig capacity has hit platform supply vessels, and anchor-handling tug supply vessels the hardest.

However, on the upside, many offshore oil and gas fields, particularly in the Gulf of Mexico and North Sea regions, are approaching their maturity, with multiple decommissions expected in the near future.

Now that decommissioning activity has become cheaper, some decommissioning project platforms, which were delayed in the past, are being reconsidered. In addition, pooling resources has become an attractive option, while a steep increase in activity in the renewables market has seen opportunities in the installation of offshore wind farms and salvage operations rocket.

Better Together

February 2018 saw RollDock and SAL Heavy Lift, two leading players in the heavy-lift market, join forces for roll-on/roll-off and float-in/float-out heavy-lift cargoes. Both are well known for their work in the offshore oil and gas and related sectors. The pool will consist of a combined fleet of six vessels and will be managed by RollDock with SAL providing specialised heavy break bulk cargo support. Five of the vessels come from the existing RollDock fleet (S-class and ST-class vessels) and one from SAL (Combi Dock I).

SAL’s managing director Martin Harren said of the arrangement: “We quickly saw the advantages of working together. Through a consolidation, we will see a better utilisation of the vessels.” SAL Heavy Lift was acquired by Harren & Partner in 2017.

In April 2018, Hansa Heavy Lift moved subsea

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equipment to assist with the development of the Offshore Cape Three Points Integrated Oil & Gas Development Project off the coast of Ghana.

“Due to the high amount of cargo units, crews had to overcome very tight stowage with precise positioning,” said Tom Kroeger, Project Engineer, Hansa Heavy Lift. “This was particularly the case for the 500-metric tonne carousel on deck, which needed to be stored in a specific position to cover all supporting girders of the hatch cover to ensure sufficient loadspreading.» Kroeger added as everything had been prepared well in advance and due to strong cooperation with all parties, all engineering operations had run “particularly smoothly”.

Chinese Market

When counting all asset sizes (i.e., including low-end tonnage), the Southeast Asian market is the largest OSV market in the world. The Asian OSV market has

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Hansa Heavy Lift moves subsea equipment for major oil project off coast of Ghana.

Photo courtesy of Hansa Heavy Lift

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DECOM & HEAVY LIFT VESSELS

Due to the high amount of cargo units, Hansa crews had to overcome very tight stowage with precise positioning.

Photo courtesy of Hansa Heavy Lift

Due to be delivered in Q1 2020, the design was developed in collaboration with ulstein Design and Solutions BV, featuring ulstein’s x-BOW hull form – which will be a first for a heavy-lifter – and fitted with two offshore mast cranes with a lifting capacity of 2,200 tonnes and 400 tonnes, respectively. Jumbo anticipates that the vessel will find work in the offshore wind energy market, installing turbine foundations and will also be able to install/decommission infrastructure in the offshore oil and gas industry and install moorings systems and floating structures in deeper water. It also anticipates that the vessel will install subsea structures, foundations and flexlay tie-backs.

Four Multi Cat 2608SD workboats and four Pusher Tugs 2612SD were part of the 19-vessel order that Damen delivered to AAS Amur Assets Shipping Limited.

Next Generation Photo courtesy of Damen

been negatively impacted by continued high-supply growth within the region. As a result, the use of OSV, along with OSV day rates in the region have been under pressure. The market is dominated by local vessel owners and locally flagged ones and is highly competitive.

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Owner/operator of heavy-lift vessels, Jumbo, signed a letter of intent with China Merchants Industry Holdings late last year for the detailed engineering and construction of a dynamic positioning class 2 heavy-lift crane vessel, recently named Stella Synergy.

In December 2017, Dutch company OOS International announced it its intention to build the world’s largest semi-submersible crane vessel, the OOS Zeelandia. A signed memorandum of understanding with China Merchants Industry Holdings (CMIH), a subsidiary of Hong Kong’s China Merchants Group, for the basic design and construction of a new semi-submersible crane vessel took place last year.

According to OOS, its next generation SSCV

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DECOM & HEAVY LIFT VESSELS

Boskalis’ BOKA Vanguard, the world’s largest semi-submersible heavy lift vessel.

Photo courtesy of Boskalis

will be suitable for platform removal and installation in deep water. Léon Overdulve, CEO and founder of OOS International, said: “These immense volumes that go beyond the capacity of our current fleet will be of great value to the decommissioning and subsea installation market based on client demands concerning the removal and installation of a high number of platforms.”

In addition, in 2016, OOS International signed a contract with major partner China Merchants Industry Holdings for building two new SSCV’s, the OOS Serooskerke and OOS Walcheren, which can be used for dismantling, lifting and removal of platforms. Both vessels will be equipped with two heavy lift Huisman cranes with a total crane capacity of 4,400t and a sizeable hotel capacity of 750 persons on board of each. Delivery is expected in 2019.

New Build Vessels

A raft of new builds have been announced in recent months, further supporting the rumour of growth in the industry. CDC Scotland Ltd’s first vessel from its design portfolio, the OOS Multi Activity unit (MAu) Luctor et Emergo, a DP2 self-propelled jackup, is designed for a wide range of services

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with cross-over capabilities from offshore oil and gas to renewables. It will be based on the award-winning CDC Chameleon, a multipurpose vessel, with capability from well completions to P&A and decommissioning, which is offered as a ‘blank canvas’ to be adapted to suit the specific needs of each vessel owner.

In 2017, Boskalis converted one of its semisubmersible heavy lift vessels into a selfpropelled crane vessel, including a 3,000t revolving crane. The available deck space of 165m x 43m is unique in its sort, and when combined with a high capacity crane makes Bokalift 1, which entered service in February 2018, desirable in today›s market. In addition, in May 2018, preparations were underway for Boskalis’ BOKA Vanguard, the world’s largest semi-submersible heavy lift vessel, to break records by loading a 90,000t floating production, storage and offloading platform.

Damen has successfully delivered a 19-vessel order to AAS Amur Assets Shipping Limited, a joint venture set up by Combi Lift GmbH to support its role in the construction of the Amur Gas Processing Plant “Gazprom” 150km from Russia’s border with China, while Orion, DEME’s next

Photo courtesy of Jumbo

Jumbo’s class 2 heavy-lift crane vessel, recently named Stella Synergy.

generation 5,000mt DP3 offshore crane vessel, will feature an unrivalled combination of exceptionally high transport and load capacity, impressive lifting heights and green technology. The vessel will be built at COSCO in China and is set to be delivered in 2019.

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SHIP REPORT

The hull of Future of The Fjords mirrors the zigzagging mountain paths she sails beside.

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SHIP REPORT

Zero-emission Vessel DeliVereD to the FjorDs

Future of The Fjords

tourist ship owner anD operator the FjorDs has taken DeliVery oF a Vessel it belieVes sets new stanDarDs For enVironmentally responsible passenger transport. all photos courtesy oF the FjorDs Future of The Fjords seats up to 400 passengers.

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SHIP REPORT

F

uture of the Fjords, a 42m long carbon fibre 400 paX all-electric catamaran, commenced operations on 15 may 2018. the vessel will make around 700 round trips annually along the spectacular unesco world heritage listed fjord route between Flåm and gudvangen. it is the first vessel of its kind to offer completely emission-free transport through the beautiful, yet fragile, western norwegian landscape.

Mission Accomplished Future of the Fjords is the sister ship to Vision of the Fjords, a diesel-electric hybrid launched to international acclaim in 2016. although both ships are designed and constructed by norwegian shipyard brødrene aa, with hulls that mirror the zigzagging mountain paths they sail beside, they are in fact two very different vessels. rolf sandvik, ceo at the Fjords, explains, “it is our mission to safeguard the vulnerable environment we give access to, while providing the absolute optimal experience for our passengers. with Future of the Fjords, that mission has been accomplished.”

“Vision of the Fjords was an important development for us, but we had the ambition to take it one step further and replace the diesel-electric propulsion with all-electric – thus eradicating all noise and emissions for the entire route. taking this delivery is a very proud moment for us, and for our progressive owners Fjord1 and Flåm as. the Future has arrived!”

Power Dock the eur 15 million vessel is propelled by two 450kw electric motors, enabling cruising speeds of 16 knots along the 90 minute voyage. another first, the Fjords has, in partnership with brødrene aa, developed a unique charging solution called the power Dock. this 40m long, 5m wide floating glass fibre dock will sit in the water at gudvangen, housing a 2.4mwh battery pack. the dock charges steadily throughout the day via a connection to the local grid network, which does not have the capacity to directly charge the Future of the Fjords. the innovative solution allows the vessel to stably, efficiently and cost-effectively ‘refill’ in just 20 minutes. the dock also stores consumables and fuel for sister vessels. it furthermore allows black water to be offloaded for treatment on land, making Future of the Fjords the only passenger vessel not to discharge sewage directly into the fjords. “we can’t wait to welcome our first passengers on-board for the trip of a lifetime,” sandvik concludes. “we now hope Future of the Fjords can become a benchmark for environmentally responsible vessel operators worldwide, ushering in a new breed of clean, green, and spectacular passenger transport.” i. www.thefjords.no

A 40m long, 5m wide floating glass fibre Power Dock will sit in the water at Gudvangen, housing a 2.4MWh battery pack.

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Future of The Fjords is the first vessel to offer completely emission-free transport through the beautiful, yet fragile, western Norwegian landscape.

Rolf Sandvik, CEO at The Fjords.

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SHIP REPORT

SPECS Length Width LW below Materials Class El-moto Propeller Battery pack Battery capacity Performance

42m 15m 150t Carbon fibre sandwich composite DNV GL light craft 2 x 450kW CPP propeller 1,800kWh 2 x 900 kWh 18 knots at 760kW (with pax)

Route El-consumption

Flåm-Gudvangen, 20nm < 700 kWh per trip, eqv to 80 litres of diesel 400

Seats

Power Dock

Charging capacity DC charging Battery pack of Tank capacities Bio/Diesel Sewage Main dimensions

2,400kW 1,000V 750kWh 42m3 20m3 40m x 5m

Can also be used for tender boats from cruise vessels and other small vessels.

The Fjords

The Fjords is dedicated to moving passengers. Operating a fleet of seven tourism and transport vessels on the western Norwegian fjords of Nærøyfjord, Sognefjord, Hjørundfjord, Geirangerfjord, and Lysefjord, the company aims to connect customers not just to their destinations, but also to the unique natural beauty that surrounds them. The Fjords is co-owned 50/50 by Fjord1, Norway’s largest ferry company, and Flåm AS, which works to promote Flåm’s world-class tourism opportunities.

The Fjord1 Group

Bridge on board Future of The Fjords.

The Fjord1 Group is one of the major transportation companies in Norway. The core operational area for the company is sea-based transport by ferries and passenger vessels. Fjord1 provides ferry transport on a total of 18 different routes, using 29 vessels. The company has already won six large tenders with low or zero-emission operations. Fjord1 has ordered 25 new battery powered ferries within two years. The first three vessels have already been delivered, with the remaining 22 ferries to be delivered in 2018 and 2019.

The company is also active in catering services, as a travel agency, and in property management. Fjord1 AS is owned by Havila AS and the County Council of Sogn and Fjordane.

Flåm AS

Flåm AS is a leading provider of tourist attractions in the fjords and mountains of western Norway, and global marketing and sales arm of the Flåm tourist business cluster which includes world class attractions such as the Flåmsbana railroad and The Fjords› cruises around UNESCO world heritage fjords. Flåm AS is owned by SIVA (a Norwegian state business development company), Aurland Municipality, and Aurland Savings Bank.

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Green Ship TechnoloG y, hybrid propulSion & baTTery SySTemS

Watertaxi Rotterdam’s Plug-In Hybrid Watertaxi.

WATeRWAy elecTRificATion

Electric Mobility Gains Momentum AS elecTRic MoBiliTy gAinS MoMenTuM in The TRAnSpoRTATion SegMenT, iT iS AlSo AcceleRATing in The MARine MARkeT. AccoRding To dr christoph Ballin, ceo of Torqeedo, a german company that makes integrated electric propulsion systems, the drivers for waterway electrification are regulatory, technology, and market forces. all photos couRTeSy of ToRqeedo

Regulatory Drivers

Just as they are doing with land-based transport, cities around the world are moving to reduce carbon and other emissions from water craft. Amsterdam, for instance, has implemented a phased schedule to make its canals and waterways completely emission-free. Most tourist boats under 10m should already be fully electric, and all skippered, large canal cruise boats must be emission-free by 2025. Twostroke outboard motors from before 2007 are no longer permitted. The city is also taking steps in creating a public charging infrastructure for electric vessels.

Technology Drivers

The marine industry is a beneficiary of the heavy investments made in electric propulsion for land-based transport. Some of the world’s largest car manufacturers have announced plans to convert their entire production from combustion to electric or hybrid drives within the next couple of years. Volvo will cease production of non-electric cars in 2019, Jaguar Land Rover will electrify its entire vehicle line by 2020, and Mercedes-Benz plans to do the same by 2022.

The automotive industry, with its impressive economies of scale, is pushing the technical

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boundaries for batteries – the primary barrier to widespread acceptance of electric mobility. The energy density in batteries is likely to continue to advance over the next few years.

Since most docks and terminals already have shore power hook-ups, recharging is less of a barrier for marine watercraft than for land vehicles. Torqeedo is leveraging automotive battery advances, as the company has signed an agreement with BMW to marinise and integrate i3 and i8 automotive lithium batteries with its deep Blue systems.

Electric propulsion provides unique advantages over gas or diesel systems for slower vessels, or those with shorter running times.

Market Drivers

in addition to the environmental arguments, there is an economic argument for electric propulsion for certain types of boats and usage patterns. Surely, a purely electric drive system is currently unsuitable for vessels travelling at high speeds for long periods of time. it does, however, provide unique advantages over gas or diesel systems for slower vessels, or those with shorter run times. And hybrid solutions – although costlier in terms of initial capital expense – can push larger boats at higher speeds for longer times. Solar panel recharging can also considerably extend the range.

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Green Ship TechnoloG y, hybrid propulSion & baTTery SySTemS

electric motors intrinsically offer superior performance over internal combustion propulsion in terms of torque at slow speeds.

According to dr Ballin, the higher capex of electric or hybrid propulsion versus a comparable engine running on fossil fuels is offset by lower opex in terms of fuel savings, reduced maintenance costs, and increased uptime. dr Ballin comments, “electricity prices are less expensive and much more stable than fuel prices, eliminating fuel cost volatility. if a boat’s annual fuel costs exceed euR 4,600, electric propulsion can yield a return on investment in just a few years.

After that, the savings really start to kick in.”

Electric Revolution The first solar/electric passenger ferry in the Netherlands commenced operations at the Port of Harlingen in late 2017.

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The use of electric and hybrid propulsion is rapidly expanding. The city of Suzhou in

eastern china recently deployed a fleet of 177 electric vessels, all powered by Torqeedo, to clean up trash and debris in its extensive canals and waterways.

Back in 2016, Watertaxi Rotterdam added a plug-in hybrid Watertaxi (phW) to its fleet.

The phW is powered by a Torqeedo deep Blue 50kW electric motor, with an integrated energy management system. Two 20kW generators keep the batteries charged when operating at speeds up to 13.5 knots on the River Meuse in the city centre.

The operator claims that the hybrid vessel is 70 percent more fuel-efficient than the other fifteen water taxis in the fleet.

Also in the netherlands, the first purposebuilt solar/electric passenger ferry commenced operations at the port of harlingen in late 2017. The vessel has a

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Green Ship TechnoloG y, hybrid propulSion & baTTery SySTemS

The Queen Elizabeth Dr is the largest 100% electric passenger vessel in Canada.

Dr Christoph Ballin, CEO at Torqeedo.

unique integrated propulsion system with two independently controlled Torqeedo 4kW counter-steering pod drives fore and aft, providing an extraordinary level of manoeuvrability. The ferry can be driven in a 90° angle to port or starboard, and perform a 360° circle in either direction within its own 8.5m length. The 48V lithium batteries are automatically charged via the twelve rooftop thin-film solar panels, and the boat can plug into shore power during stopovers for an additional recharging boost.

Intangible Benefits

for passenger transport especially, electric propulsion offers intangible benefits. By

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reducing the exposure of guests and crew to noise, exhaust, vibration, and fumes, they will optimally enjoy their time on board. in the city of San Antonio, Texas, a fleet of 43 electric passenger vessels are deployed on its iconic River Walk downtown canal system. each 8m vessel is driven by a Torqeedo electric propulsion system, including a 10kW electric outboard and sixteen lithium batteries, with a built-in shore power connection for fast recharging.

The barges, which seat up to 40 passengers, cruise at about four knots and operate up to twelve hours without recharging, according to the vessel operators.

Larger Vessels

The largest 100% electric passenger vessel in canada, the queen elizabeth dr, sails along ottawa’s scenic Rideau canal. The nearly 23m excursion boat is powered by two Torqeedo deep Blue 50kW outboards – one at each end, since the vessel is too long to turn around in the narrow waterway. The vessel makes up to eight 90-minute tours at 4.5 knots per day. The operator reports a rapid Roi. The electric power system was about euR 73,900 more than comparable gas-powered outboards, but the higher original cost is offset by euR 21,350 per year in reduced operating expenses, providing a break-even point in 3.5 years.

Because the high-torque electric motor provides sufficient power to drive a much larger propeller capable of moving extremely heavy loads, electric propulsion can suit larger vessels as well. A case in point is a company operating dredging barges in inland gravel pits in germany. The quarry owner, kaspar Weiss gmbh, specified the zero-emission electric system for its dredges to provide a highly efficient green solution to protect the local groundwater and keep the air clean. The 44m barges, which haul loads up to 120t, are powered by Torqeedo deep Blue high-voltage systems.

The vessels typically move 500-600m at a speed of about three knots, open their trap doors, then return and plug in the chargers – between 1-10 times per day.

Torqeedo also provided the integrated allelectric propulsion system for Spain’s first solar-powered passenger ferry, which will enter service this summer. The aluminium catamaran with deployable and retractable sliding solar panels has no auxiliary engine and will operate solely on solar energy and batteries.

“There’s a sustainability revolution underway,” adds dr Ballin. “it’s time to get on board.” i. www.torqeedo.com

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QHSE

QHSE

Tampered life-saving items being used without care or conscience for ship’s crew’s safety in distress or emergency situations could literally be a matter of life and death.

Photo courtesy of Survitec

Combining Fireworks, Aircraft Engineering and Line Throwers

100 Years of Marine Distress Signals Pains Wessex has been a leading supplier of marine distress signals for well over 100 years. The brand evolved from three very different companies: fireworks business James Pain & Sons, the Wessex Aircraft Engineering Company (WAECO) and Schermuly, the manufacturer of the first rocket-powered line thrower.

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A Short History of Pains Wessex

The origins of the Pains Wessex name can be traced right back to 1620, when reference was made in the London Gazette to a “Gunpowder seller” by the name of Pain. Little is recorded of the company in the early days, but in 1850, James Pain & Sons was formed in Brixton. The first recorded move by the company into marine pyrotechnics was in 1873, when they took out a patent for a marine distress flare.

James Pain and Sons continued to expand, manufacturing both fireworks and, increasingly, commercial pyrotechnics. In 1965,

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QHSE Pains Wessex has been a leading supplier of marine distress signals for well over 100 years.

These are life-saving devices and cutting corners and regulations puts lives at risk.

Photo courtesy of WesCom Signal and Rescue

The MOB MK9 produces dense orange smoke for 15 minutes and features two self-contained, inversion switched, LED lights which far exceed SOLAS requirements.

Photo courtesy of WesCom Signal and Rescue

Compact Lifebuoy Marker Makeover The Compact Manoverboard Lifebuoy Marker (Mk 9) is the latest Pains Wessex product to feature a major upgrade, with a more compact LED and powered by lithium batteries. The MOB MK 9 used to be a much larger unit. Now, at 375mm, it can fit in a lifebuoy.

The MOB MK9 produces dense orange smoke for 15 minutes and features two self-contained, inversion switched, LED lights which far exceed SOLAS requirements. Ships are required to carry 2 markers, one mounted on each bridge wing with the brackets supplied and attached by line to a 4kg lifebuoy. The signal is used to mark the position of a man overboard by day or night. It can be automatically deployed by releasing the attached lifebuoy, or manually activated.

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Safe to use on petrol or oil-covered water, the unit can be automatically or manually deployed from the stainless-steel mounting bracket. Including the bracket, the MOB lifebuoy marker weighs 3.8kg.

Some large tankers and oil rigs need to mount this marker at heights in excess of the SOLAS 30m requirement. To satisfy this need, the MOB MK 9 has been tested up to 60m, double the SOLAS regulations, which makes it suitable for use on oil and gas rigs. It conforms to all worldwide approval standards.

The marker has individual LED light pods for quick installation and testing and a new retaining clip to prevent accidental deployment in rough seas. Its single-piece stainless steel bracket allows it to fit existing installations.

James Pain and Sons Ltd merged with the Wessex Aircraft Engineering Company Ltd to form Pains Wessex Limited.

WAECO was set up at High Post, near Salisbury, Wiltshire, in 1933 to manufacture a range of pyrotechnic products for the War Office. They included wind direction smoke generators, chemical and lachrymatory naval smoke generators.

Go back to 1897 and the final third of the original Pains Wessex companies was making history. That year, Schermuly, a Surrey-based firm specialising in marine pyrotechnics and life-saving equipment, produced the first practical ship-to-shore rocket-powered line throwers, signal flares and allied search and rescue appliances. It specialised in manufacturing pyrotechnic devices used during World War II. In 1973, Pains Wessex Ltd acquired Schermuly, consolidating its position in the pyrotechnics market. Pains Wessex ceased fireworks production in 1976 when it was decided that this product no longer complemented its now specialised marine and military pyrotechnics activities.

Schermuly’s Newdigate site was closed and production moved to Pains Wessex in 1980. In the early 2000s, Pains Wessex and Comet merged manufacturing, taking place in the Comet factory based in Bremerhaven, Germany.

The Forefront of Marine Safety

In August 2012, leading marine solutions services specialist Drew Marine, acquired Chemring Marine, which manufactured the Pains Wessex and Comet brands.

Following this, in October last year, the Wilhelmsen Group signed an agreement to acquire the Technical Solutions business from Drew Marine, which did not include Drew Marine Signal and Safety, under which the Pains Wessex, Comet, Oroquieta and Aurora brands are manufactured and marketed. The new name, WesCom Signal and Rescue, came into effect on 16 October 2017. Under its

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QHSE

The Compact Manoverboard Lifebuoy Marker has individual LED light pods for quick installation and testing and a new retaining clip to prevent accidental deployment in rough seas.

Photo courtesy of WesCom Signal and Rescue

new name, the company employs the latest technology, ensuring that the world’s leading marine distress signals are at the forefront of marine safety.

Distributors and clients, including prominent search and rescue groups, such as teams from the Royal National Lifeboat Institution (RNLI), have toured the company’s Bremerhaven factory to see how products are manufactured.

WesCom Signal and Rescue has an ongoing programme of product research, development and innovation as well as distributor training. A strong focus on performance and safety considerations is a given, but the look and feel of products is regularly updated and improved. The company continuously seeks ways to reduce both product size and the level of explosive content, while achieving the same or better results.

German Engineering

The EUR 2 million fully automated line at the WesCom Signal and Rescue manufacturing facility in Germany has the capacity to produce around 1.4 million red hand flares a year. By using the most

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sophisticated manufacturing techniques available, the highest levels of quality and safety are ensured. Automation allows for greater quality control and is much safer for staff. The explosive composition is automatically fed into the machine from an outside process shed, where it is pressed. It is a huge piece of equipment that takes up two large rooms. In between is a blast wall and a small aperture, that is always closed.

This means that if anything goes wrong in the process shed, it doesn’t damage the production line. “It really is an extraordinary piece of German engineering,” says Chris Feibusch, Global Head of Marketing and Communications at WesCom Signal and Rescue. “To provide some sort of comparison, I recently visited a pyrotechnic factory in China where the pyrotechnic compound was spooned into the flares by a team of operatives on a production line! Clearly, quality is almost impossible to control with this type of manual process.”

These are life-saving devices and cutting corners and regulations puts lives at risk.

“Fake or cheap replicas of these products just can’t have this level of quality built in,”

Chris Feibusch, Global Head of Marketing and Communications at WesCom Signal and Rescue

Mr Feibusch continues. “Tampered lifesaving items being used without care or conscience for ship’s crew’s safety in distress or emergency situations could literally be a matter of life and death. It is imperative for buyers to remain vigilant – never accept safety-at-sea equipment if you have any doubts about its authenticity.” i. www.wescomsignal.com

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Green ShIp TechnoloG y, hybrI d propulSIon & baTTery SySTemS

Praxis exPands Playing field

From Automation to Green Propulsion Photo courtesy of Praxis Automation

53 years ago, Praxis automation started out building alarm and monitoring systems. throughout the years, the comPany significantly exPanded its areas of exPertise.

storage system, high power inverter, and more.

This is not merely a new line of products; it put the automation company directly onto the electric, battery-driven propulsion market.

ShipBuilding Industry sat down with Praxis Automationâ&#x20AC;&#x2122;s Commercial Director Benjamin van Dam for an inside look at the production process at the companyâ&#x20AC;&#x2122;s headquarter in leiderdorp, the netherlands.

words by yara rood

I

n 2016, Praxis introduced a new production line: green Propulsion. the green Propulsion line includes a steerable electric thruster, electric motor and generators, battery energy

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Q: Why did Praxis decide to venture into the electric propulsion market?

A: From the outside, starting up a propulsion line as an automation company might seem like sidetracking.

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Green ShIp TechnoloGy, hybrId propulSIon & baTTery SySTemS

Each individual component is checked and numbered at the hardware testing department.

Praxis develops, manufactures, and supplies complete vessel automation, navigation and hybrid or electric propulsion systems.

Photo courtesy of Yellow & Finch Publishers

GreenEMS energy management system.

We decided to investigate at the foundations of electric propulsion. What exactly is a battery? How is a thruster built up? Basically, it is all electronics. The inside of a battery is full of circuit boards. It was surprisingly similar to what Praxis was already doing anyway.

We had already been manufacturing electric motors for a long time, including their controls. And we have always supplied propulsion controls, everything from the lever on the bridge to the actuator controlling the fuel supply. All we needed to do was upscale to much more power.

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Q: What is the Praxis philosophy?

A: Praxis develops, manufactures, and supplies complete vessel automation, navigation and hybrid or electric propulsion systems. Both hardware and software are fully developed by the company itself. Every time we release new software, it follows a hearty r&d process. the source code is our own, we program the application. Once we establish that the software functions on all components and there are no errors, it is launched on the market. Our software is designed in such a way that project-specific engineering consists mostly of configuration, rather than programming. Still, any PLC programmer can work on the system as we use international standards for programming.

We also produce our own hardware. other automation companies apply different sets

of hardware and software for different applications. Whether it is for propulsion controls, alarm or ballast monitoring, cargo handling or dynamic positioning, our applications are always based on the same platform of hardware and software. This is what makes Praxis unique.

Q: How does the Green Propulsion line ďŹ t into that uniformity?

A: The Green Propulsion line seamlessly fits in with the other Praxis products.

Integration is key. Producers of four important components are active on the hybrid propulsion systems market: batteries, motors, inverters, and automation. Then there are the system integrators who put all those aspects together and supply the full package. Praxis does all of this. The reason we can do it all, is because we have designed all those parts to match.

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Green ShIp TechnoloG y, hybrI d propulSIon & baTTery SySTemS

There is still a manual aspect to producing circuit boards.

Photo courtesy of Yellow & Finch Publishers

so whether there is a problem in the general pump controls in the engine room or in the battery, in propulsion or automation controls, they are all in the same fully integrated network. And although they are integrated, these systems are stand-alone. If I would cut the wires between different controllers, the different systems would still function independently.

There is hardly any integration work, which is what usually costs a lot of time and energy. Working with one single party is great added value for a customer. the green Propulsion line is 100% Praxis design. it is quite a complex product, but we still decided we wanted it to be fully developed and manufactured in-house, as we offer 20 years of support on our systems.

If we outsourced the production process, we would not be able to guarantee this.

Q: Can you overcome the technological changes of the past two decades when supporting the older versions of your products?

A: Replacing an old automation system with a modern version is basically the way to go, there is no doubt about it. Technology is advancing at a bizarre pace, so 20 years makes a huge difference.

But in some situations, replacing one defective circuit board on an old system is preferred. The average lifespan of a ship is about two decades. If you need to refit your

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automation system after 15 years, then this is a radical procedure. you need to strip the entire ship to reach the wiring. The installation costs are very high. Moreover, the ship cannot be deployed during refitting, so it is not creating any profits. All in all, it is a large investment for a shipowner.

Merely replacing a small component can be a better alternative in those circumstances, even if the system is outdated. Some of the circuit boards were developed in the Nineties, so they consist of severely outdated components. And yet the production date of their spare parts at Praxis is March 2018. I do not think there are other automation suppliers that do this.

Q: Does that mean you still need to produce those elements in the old-fashioned way?

A: Nowadays, the production line for circuit boards at Praxis is fully automated. A large part of the components can be soldered onto the motherboard by a machine via Surface Mounted Device (SMD) soldering.

These days, more and more can be done with smd soldering. but some components are still manufactured conventionally, by hand or by robotic soldering. There is still a manual aspect to it.

Q: How does a shipowner know what component needs to be replaced on board of a vessel?

A: Each individual component is checked

and numbered at the hardware testing department. the serial numbers are registered in a track & trace system, which is later linked to the ship. That way, we know exactly which component ends up in what position on which ship. When a test shows that something is not functioning properly, we actively approach customers and tell them what system and which serial number they need to replace on board of their ship.

Q: What trends do you foresee in the future of automation?

We have noticed an increased focus on connectivity in automation. Naturally, it is important to provide assistance locally. Praxis has offices and partner organisations in 40 locations that provide spare parts and service engineers worldwide. That is connectivity in the traditional sense. But local systems are increasingly transferred to â&#x20AC;&#x2DC;the cloudâ&#x20AC;&#x2122;. Fleet management is gaining importance.

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Green ShI p TechnoloGy, hybrI d propulSIon & baTTery SySTemS

The production line for circuit boards at Praxis is fully automated.

Photo courtesy of Praxis Automation

We have developed an application called Ship View that allows shipowners easy access to information on board their vessel.

The automation system on board of a vessel sits on huge volumes of data. That is where our focus lies for the future. Another important aspect is user experience. People today interact with screens in a completely different way than they did a few years back. Everybody has become so used to touchscreens. We aim to further implement this tablet-like user experience in our products this year.

Q: And what about the future of green propulsion?

A: there are three sectors that are particularly suited for electric or hybrid propulsion: yachts, tugboats, and ferries.

Ferries can charge at both destinations of their fixed routes. Tugboats have an even better operational profile for diesel-electric

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Benjamin van Dam, Managing Director at Praxis Automation.

Photo courtesy of Yellow & Finch Publishers

propulsion, because they go from stand-by to requiring additional propulsion power.

Another reason why tugs and ferries are suitable for green propulsion is that they often operate in populated areas, where local governments stimulate the transition to environmentally-friendly alternatives with public procurements.

Recent Green Propulsion Projects In the yachting industry, there are two important reasons why shipowners opt for greener types of propulsion: energy consumption and low noise levels. When Praxis recently outfitted two yachts with Green Propulsion in Turkey, the focus was on low noise levels. Praxis supplied the batteries, electric engines, and generators for the vesselâ&#x20AC;&#x2122;s propulsion, as well as all automation on board, including the navigation system and the energy management system to control everything electrically.

One of the vessels, which is currently being built at Green Naval Yards in Antalya, is outfitted with serial hybrid propulsion, combined with the Praxis Green Pod azimuth thruster. The electric motor in the thruster is the propellerâ&#x20AC;&#x2122;s only power source.

The other yacht is under construction at Sarp Yachts, also in Antalya. For this project, Praxis has supplied an electric motor that is parallel mounted with a diesel engine.

Praxis also supplied a complete parallel-hybrid propulsion system for a diesel-electric catamaran ferry in Norway, which will sail between the mainland and a museum island. The ferry is set to commence operations in the third quarter of 2018.

i. www.praxis-automation.com

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NAVCOM

The ImPoRTANce of ReSIlIeNT PNT IN commeRcIAl ShIPPING

Trusted Navigation

PNT is the foundation of trusted navigation.

cybeR-ATTAcKS cAN come IN mANy GUISeS, AcTING AS A RoUTe foR fRAUdSTeRS To foRGe INvoIceS oR AlTeR cARGo mANIfeSTS To hide illicit goods. As the threats become more sophisticated, poor cyber security could compromise commercial vesselsâ&#x20AC;&#x2122; safety through interference with navigation accuracy. words by SeAN mccRySTAl, SeNIoR mARITIme mARKeTING mANAGeR AT oRolIA All photos coURTeSy of oRolIA

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Global Navigation Satellite Systems

Positioning and timing have been the foundation blocks for navigation since man first took to the oceans. Since the development of the Global Navigation Satellite System (GNSS) in the late 1970s, position, navigation and timing (PNT) based on satellite input has been vital to many critical systems on board vessels. This allows receivers to determine their location to a high-degree of precision (within a few meters) by using time signals transmitted from space. The maritime industry relies on trustworthy PNT in transport infrastructure, navigation, communications, search and rescue applications, fishing operations, regulation and recreational boating.

As an example of its significance, UK government research in 2017 identified that a five-day loss of GNSS would cost the UK maritime economy over a billion pounds.

This highlights the fundamental value of the signal in core marine operations, and the growing realisation that GNSS as a source of PNT needs to be both protected and irrefutable, leading to the birth of what is referred to as Resilient PNT.

Vulnerability

Global Navigation Satellite Systems are the primary PNT reference sources, but their signals are very weak when they reach earth. They have well-known vulnerabilities and limitations that require protection and mitigation. The systems can be disrupted by unintentional interference and the unencrypted signal in civilian use is susceptible to attack.

Intentional interference can be the denial of access to satellite signals or jamming, so a vessel cannot determine its exact location.

Spoofing, also known as advanced jamming, is the creation of additional signals that provide misleading PNT information, so the vesselâ&#x20AC;&#x2122;s position or time reference is no longer accurate.

Resilient PNT

Resilient PNT is the convergence of traditional PNT technology with nontraditional and emerging technology to

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NAVCOM

Poor cyber security could compromise commercial vessels’ safety through interference with navigation accuracy. improve the reliability, performance and safety of mission-critical applications. data inaccuracy, unavailability or instability can impact the safety and economic viability of vessels at sea. Resilient PNT can detect vulnerabilities in GNSS, such as spoofing or jamming incidents, issue alerts to the vessel, and provide alternative sources of navigation and positioning.

Alternative navigation signals such as Satellite Time and location (STl) offer an encrypted signal that is a thousand times stronger than GNSS and resists jamming and spoofing. STl, which operates on the Iridium satellites, is available worldwide. Although not as accurate as GNSS, it provides 30-50m accuracy that can serve as a check to the GNSS indicated position or time. When combined with an Inertial Navigation System (INS), it can provide valuable range and doppler updates to the inertial measurements, reducing drift and maintaining a proper navigation solution, even during extended periods of GNSS denial.

Navigation Protection Devices

Where available, eloran provides another diverse alternative signal for Navigation

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Protection devices (NPds). It is literally at the other end of the spectrum from GNSS: low frequency instead of microwave; highpower pulse instead of low power spread spectrum; and terrestrial, instead of spacebased. The jammer required to block GNSS is very different from the one designed to block eloran, adding resiliency to navigation.

Similarly, NPds are an emerging product category that addresses the concerns about trust in the navigation information being provided. An NPd typically includes a monitoring component, such as orolia’s NPd broadShield, which monitors GNSS receptions, analyses the signals, and alerts the pilot on the bridge. The device functions independently of the vessel’s navigation system and interfaces with the ecdIS display, if one is available, to provide real time indication of alerts and positional discrepancies. for vessels that are not equipped with an ecdIS, broadShield can also send alarms or warnings in other forms.

Threat Detection

Three typical detection scenarios exist that would indicate a problem. The NPd activates on the presence of additional signals in the GNSS band or anomalous behaviour of the signal. It determines that its navigation solution does not match the ship’s GNSS guidance solution due to equipment malfunction or malicious signals, or it identifies that the navigation solution differs from the GNSS constellations and its alternatives sources, such as STl or eloran.

There is a growing realisation of the risks of unsecured maritime PNT. Recent examples of attacks on vessel positioning and navigation systems include the widely known black Sea spoofing of GNSS/AIS

reported positions in 2016, concerns surrounding high profile navy collisions, and jamming of fishing vessels attributed to North Korea.

PNT resilience becomes even more significant when considering the exponential growth of maritime connectivity, living in an always-connected world, and the need to share sensitive data. Global shipping is leveraging the value of big data, so as maritime connectivity quality increases with the adoption of vSAT (estimated to be installed in 6,500 vessels by 2026, according to SeS Networks) and the growth of satellite coverage, fleet owners are better able to integrate global fleets with onshore operation, and are under growing pressure to adopt these solutions or face losing their competitive edge.

Satellite Time and location offers an additional signal authentication tool through geo-location. STl’s encrypted signal means the vessel has an irrefutable PNT source, which in turn can authenticate communication or network access, as you can trust the vessel was in a certain location at a certain time and that communications to and from the vessel are genuine. This offers a huge scope in cyber security, protection network access, and in big data solutions that are rapidly changing the capabilities of the maritime industry. PNT is the foundation of trusted maritime navigation and with the latest technological advancements adding resilience, safer shipping can now also extend trust to cyber security and secure communication. i. www.orolia.com

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Decom & Heavy Lift vesseLs

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Decom & Heavy Lift vesseLs

ScaldiS’ Fully SelF-ProPelled 4000t dP2 crane VeSSel

Gulliver Heralding a new age in HeaVyliFt crane VeSSelS, tHe deliVery oF gulliVer in aPril 2018 SolidiFieS tHe rePutation oF botH ScaldiS and Vuyk engineering aS leaderS in tHeir Field. words by Julia ZaltZman All photos courteSy oF ScaldiS

Gulliver features two skidding cranes with a lifting capacity of 2,000t each.

gulliver, a fully self-propelled dP2 heavy-lift crane vessel constructed by royal iHc for Scaldis Salvage and marine contractors, was delivered in april 2018. iHc managed the complete scope of work including the design, procurement, ship construction in china and commissioning. when the vessel was mechanical complete she was transferred from china to rog rotterdam to finalise the commissioning activities and acceptance tests. the successful sea trials and 4,000t load test proved the vessel is now ready for operations.

Scaldis is a dynamic, innovative and customer-focused international offshore contractor specialising in marine heavy lifting works. Formerly known as rambiz 4000 and renamed gulliver in april 2016, the new vessel was ordered to further support and expand Scaldis’ services. these include the installation of offshore infrastructures and decommissioningdeconstruction activities for the oil and gas industry, as well as the installation of offshore wind farms, civil projects and salvage works.

Functionality at the Fore

at an overall length of 108m and sporting lloyd’s classification, gulliver is no ordinary ship. She has a moulded breadth and depth of 49m and 8m, respectively, and an operating draft of 4.9m and gross tonnage of 22,400t. gulliver possesses all of the key assets of Scaldis’ other heavy lift vessel

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Decom & Heavy Lift vesseLs

At an overall length of 108m and sporting Lloyd’s classification, Gulliver has a moulded breadth and depth of 49m and 8m, respectively, and an operating draft of 4.9m.

The four azimuth thrusters (aft and forward thrusters with a propulsion power of 1,720kW and 1,505kW, respectively) and the DP2 system remove the need for anchoring while conducting installations in deep water, although Gulliver is also equipped with a powerful four-point mooring system.

Crucially, however, this means that work can be carried out in zones where many pipelines and cables already lie on the sea bed. The propulsion system provides a transit speed of 7 knots.

These new developments extend the possibilities of the vessel, furthering its uniqueness in the field, and enabling it to be used for specialised marine related heavy lifting work in challenging situations, such as the construction of bridge components and clearing subsea obstacles.

Rambiz but improves on the former designer with the addition of upgraded workability, increased lifting capacity, enlarged deck space and the introduction of a helideck.

Capable of accommodating up to 78 people, Gulliver features two skidding cranes with a

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lifting capacity of 2,000 ton each. The position of the cranes can be moved by 25m on the ship, allowing for the deck space to be used to transport and then relocate cargo at a later stage. An 1000t fly jib can be mounted on top of the boom of each crane.

In-House Design

Rotterdam-based design firm Vuyk Engineering (part of Royal IHC) worked in close collaboration with Scaldis’ in-house team to draw up detailed designs that leverage Scaldis’ extensive heavy lift

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Decom & Heavy Lift vesseLs experience. Already deemed a leader in its field, the application of the combined lattice and box structures for the lifting appliances and also the use of high strength materials is what makes Gulliver a stand-out project for Vuyk. By designing a powerful and rapid ballast system that can follow the hoisting operation exactly, allowing jobs to be completed quickly and continuously, Vuyk has reaffirmed its experience and expertise, furthering its already impressive track record in the design of heavy lift vessels and lifting appliances.

In addition, extensive calculations by Vuyk proved that skidding of the cranes is possible at sea. The ship and the cranes are an integrated design which allows the maximum load to be hoisted in extreme sea states. This exemplifies why combined in-house knowledge is invaluable on large-scale marine engineering projects, such as Gulliver.

The vessel is also equipped with an additional carrying capacity of 3,000t, as well as a ‘moonpool’ (or wet porch) to enable the use of a separate remotely operated vehicle (ROV) for inspecting and supervising installation work on the seabed.

Future-Proof Vessels

The vessel was built under full responsibility and coordination of Royal IHC in Qidong at the Hongqiang shipyard (a specialist in offshore engineering, shipbuilding and bridge construction) near Shanghai, and the crane installed at Huisman in Xiamen, both of which are located in the People’s Republic of China. An agreement was signed in January 2015 to finalise the construction and delivery of the vessel. The keel-laying ceremony took place in February 2016, and the final delivery was on 20 April 2018.

Classified as Ship Right (ACS (B)) thanks to its ballast tank being coated with anticorrosion materials, Gulliver’s fuel tank capacity is 1,342m³, while its water ballast capacity is 11,316m³. The vessel can store 935m³ of fresh water and includes a watermarker capable of holding 20m³ a day.

Although primarily ordered by Scaldis to further expand its capabilities within the installation of offshore infrastructure and decommissioning activities in deep water for the oil and gas industry and the installation of offshore wind farms, Gulliver can also be used for the construction of bridge components and clearing shipwrecks, and more importantly, has set a benchmark for what can be achieved within the realms of DP2 heavy-lift crane vessels.

Gulliver can also be used for the construction of bridge components and clearing subsea obstacles.

The four azimuth thrusters and the DP2 system remove the need for anchoring while conducting installations in deep water.

i. www.scaldis-smc.com

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SHIP REPORT

firSt tugS delivered to caSpian offShore conStructionS

Kabanbay Batyr & Karasay Batyr

Launching of Karasay Batyr at De Hoop Shipyard’s headquarters in Lobith.

All photos courtesy of De Hoop Shipyard

With the handover of Kabanbay batyr, Shipyard de hoop commenced the delivery of Six tugS to caSpian offShore conStructionS. after successfully completing sea and river trials at the end of March, Kabanbay Batyr was handed over to Blue Water and immediately began her maiden sea voyage to Kazakhstan.

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SHIP REPORT

Shipyard De Hoop Shipyard De Hoop is a successful Dutch designer, engineer, and builder of custom-built vessels. The company has a medium-sized shipyard headquartered in Lobith, in the east of the Netherlands, with 250 to 500 employees depending on the workload. The yard offers slipway facilities for vessels up to 200m in length and locally has a combined quay length of 450m – and another 200m in the Rotterdam harbour area – available for outfitting.

Shipyard De Hoop has an impressive track record in designing and constructing custom-built ships, comprising seagoing and inland vessels, river cruise and passenger vessels, as well as high-end work and accommodation vessels for the offshore industry and renewables market. With its own design and engineering department, the company is able to build a complete ‘turn-key’ ship.

Shipyard De Hoop will celebrate its 130th anniversary on New Year’s Eve of this year.

S

ister vessels Karasay Batyr and Bogenbay Batyr followed suit, with sea trials commencing in April and May respectively and departure to Kazakhstan shortly after. The remaining three tugboats in the series will be consecutively delivered at regular intervals, with the final handover taking place in June 2018.

Kazakh language. Kabanbay was one of the Kazakh warrior commanders who participated in the fight against Jungar invaders, while Karasay, another famous batyr leader, contributed in the wars with Dzhungars in the 17th century and participated in the Orbulak battle.

Kazakh Warriors

The series of six consists of four larger tugs and two smaller ones, built after two different (De Hoop in-house) custom iceclassed designs. Kabanbay Batyr, Karasay

All six vessels are named after famous Kazakh warriors. ‘Batyr’ is an honorific term meaning ‘brave warrior’ in the

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Six Tugs, Two Designs

Batyr and Bogenbay Batyr are the first of the larger tugs, measuring 29.15m by 10.73m. The vessels feature azimuthing stern drive propulsion units and a bollard pull of 42t. Their primary task is to assist with the ‘straight line’ transport of components and supporting equipment to the Tengiz Oilfield.

The two smaller vessels, which are 24.80m by 10.73m, also accommodate azimuthing stern drives, but have the additional provision of a bow thruster and feature a bollard pull of 30t. They will be assigned as

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SHIP REPORT

The primary task of Kabanbay Batyr and Karasay Batyr is assisting with the ‘straight line’ transport of components and supporting equipment to the Tengiz Oilfield.

harbour tugs and will predominantly be assisting during precise manoeuvring actions. Both designs are characterised by a special hull, with a shallow draught and large diameter propellers. Construction of the four larger ships takes place at De Hoop’s headquarters in Lobith, while the smaller two are built at the company’s Foxhol facilities.

Vital Link in Transport Chain

The deck equipment on the 80m2 deck area of Kabanbay Batyr includes a fully hydraulic, foldable knuckle boom marine crane from the Sormec FB series, with a telescopically extendable boom.

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The order was granted to De Hoop last year, after which the design, engineering, and construction started immediately, due to the very short lead-time. The tugs are intended for the Tengizchevroil (an amalgamation of Tengiz Chevron Oil, or TCO) project of Caspian Offshore Constructions (COC) for the further development of the Tengiz Oilfield. The tugs will primarily be tasked to assist with the transportation of offshore platform components, barges, and vessels, along a channel – through the shallow waters of the Caspian Sea – to the offloading facilities at Prorva. They will provide further support inside the offloading facility, with other port-related work, to ensure all cargo will be safely and efficiently delivered. Due to the special requirements for operating in the CaTRo (Cargo Transportation Route) channel and at the offloading facilities in Prorva, Dutch offshore tycoons Van Oord and Blue Water

Shipping play a prominent role in providing material and equipment to the consortium (approximately 250 modules in total, with an average footprint of 30 x 30m). As such, these six tugs are a vital part of the entire logistical set-up in the CaTRo and at Prorva.

Shipyard De Hoop’s relationship with COC already dates back to 2006, when they built their first shallow-draught tugs Iskander and Alpamys, which were also intended for the Caspian Sea and Kazakhstan. COC came back to De Hoop for the implementation of the integrated Future Growth Project-Wellhead Pressure Management Project (FGP-WPMP), which was designed to further increase the total daily production from the Tengiz reservoir.

Shipyard De Hoop focused on developing reliable and economic vessels with a high level of comfort for the crew, while remaining low in operating expenses (OPEX). Kabanbay Batyr and her sister ships each provide overnight accommodation for a total of nine crewmembers, while the harbour tugs accommodate ten. In this series, De Hoop’s experience with luxury cruise vessels is reflected in the high standard of accommodation, including low noise and vibration levels. The vessel’s design, its propulsion configuration, and a sophisticated insulation (floating interior!) and climate control system have resulted in pleasantly low sound levels.

ASD Tugs – Yard Numbers 481 u/i 484 Using two Mitsubishi S16R-MPTAW-2 main engines rated at 1650rpm and providing 1380kW, Kabanbay Batyr and her sister vessels can achieve a service speed of 12.8 knots. The economical speed lies just above ten knots. The engines directly drive two Schottel SRP 360FP rudder propellers with ‘nozzled’ propellers. These main thrusters are slightly recessed, limiting the minimum operational draught to only 2.80m.

The auxiliary equipment consists of two Veth 116kW (at 1500rpm) generator sets, with Sisu 49 CTAG (C0201) diesel engines.

The deck equipment on the 80m2 deck area includes a fully hydraulic, foldable knuckle boom marine crane from the Sormec FB series, with a telescopically extendable boom for 3MT at an outreach of 10m. The aft deck accommodates a Kraaijeveld towing winch and a crucifix bollard for 45t of pulling force, combined with a Mampaey quick-release towing hook. Foredeck features a 15t crucifix, as well as two Kraaijeveld barge coupling winches and a Kraaijeveld anchor winch.

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SHIP REPORT

Nauryzbay Batyr, one of the smaller tugs, during construction at De Hoop Shipyardâ&#x20AC;&#x2122;s Foxhol facilities.

Kabanbay Batyr and Karasay Batyr (pictured) are the first of the larger tugs, measuring 29.15m by 10.73m.

The two smaller vessels will be assigned as harbour tugs and will predominantly assist during precise manoeuvring actions.

SPECS Principal particulars Harbour Tugs Overall length 24.80m Moulded length 22.60m Length between perpendiculars 23.20m Beam overall 10.73m Moulded beam 10.00m Depth 4.60m Draught, design 2.80m Propulsion power 2x 1040kW Bow thruster power 1x 70kW Bollard pull 30t Speed, max.

12.5 knots GT 269GT Accommodation Twin-berth cabins Single-berth cabins Tank capacities Fuel oil Fresh water Sewage

ASD Tugs 29.15m 26.86m 27.42m 10.73m 10.00m 4.60m 2.80m 2x 1380kW N.A. 42t 12.8 knots 336GT

5x 2 N.A.

3x 2 3x 1

50t 22t 20t

80t 25t 25t

Yard numbers / IMO / names 481 - 9841031 482 - 9841043 483 - 9841055 484 - 9841067 485 - 9841079 Nauryzbay Batyr 486 - 9841081 Otegen Batyr

Kabanbay Batyr Karasay Batyr Bogenbay Batyr Raiymbek Batyr

i. www.dehoop.net

The bridge on board Kabanbay Batyr.

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Shipboard a utomation & marine electronicS

AUTomATioN iS Key iN TRANSiTioN To LNG

LNG Requires Tailored Automation Systems AccoRdiNG To A ReceNT SURvey by GeRmAN TRAde FAiR oRGANiSeR HAmbURG meSSe ANd coNGReSS, 44% oF SHip owNeRS ANd opeRAToRS SAy THAT LNG iS THeiR Top cHoice AS AN ALTeRNATive To coNveNTioNAL SHip FUeLS FoR NewbUiLd oRdeRS. word by bøRGe NoGvA, ceo AT HøGLUNd mARiNe AUTomATioN All photos coURTeSy oF HøGLUNd

T

Børge Nogva, CEO at Høglund Marine Automation.

he burgeoning interest in LNG-fuelled vessels coincides with a global increase in demand for LNG, particularly in Asia.

According to recent data from Shell, global LNG demand grew by 29 million tonnes to 293 million tonnes in 2017, with LNG buyers continuing to demand greater flexibility through shorter and smaller contracts. This is not only driving growth in the LNGcarrying fleet, but changing it: the greater flexibility needed in the market is increasing the proportion of the fleet that is made up of smaller carriers and floating storage and regasification units (FSRUs).

This seismic shift in the global fleet offers a unique opportunity to not only increase its efficiency and environmental compliance, but also represents a chance to dramatically increase the reliability of its automation.

Optimised for Unique Needs

As new vessels in the LNG segment emerge (both carrying and fuelled by LNG), it becomes increasingly important for automation providers to cooperate with owners, builders, and operators, in order to ensure that the automation systems they provide are reliable, future-proof, and optimised for the unique needs of these vessels.

For LNG-fuelled vessels, the benefits of automation are broadly similar to those of their conventionally-fuelled cousins.

Noticeable differences are mainly due to the fact that vessels using LNG need to be

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adapted to account for its unique properties.

Automation is also a vital requirement for vessels that transport LNG. LNG carriers and bunkering vessels use boil-off gas in their engines, which is processed through a fuel gas control system. This requires additional interfacing between the gas plant and the rest of the ship, drastically increasing the complexity of the automation required. in addition, increased flexibility for refuelling LNG vessels has become a priority.

Specialised bunker vessels are beginning to appear in ports around the world to meet this need. in addition to using boil-off gas in their engines, bunkering vessels must extract vapor from ships receiving LNG. This requires additional interfaces between the gas plant and the rest of the ship, which demands further tailoring of the automation system.

Close Collaborations

For automation professionals to deliver significant benefits to shipping, new collaborations must be formed to achieve a greater level of detail in the ship specifications for electronic systems. Ship owners, designers, and equipment manufacturers should define what data is necessary for them, by specifying the end goals that big data should contribute to. of the small number of LNG bunkering vessels that currently exist, Høglund automation solutions are used on three of

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Shipboard a utomation & marine electronicS

LNG bunkering vessel Bernhard Schulte will be delivered from Hyundai Mipo this year.

Høglund works closely together with its partners to design automation systems from scratch.

them. This includes Shell’s specialised LNG bunkering vessel cardissa, built at STX in Korea, Sirius Shipping’s Seagas, and bernhard Schulte’s LNG bunkering vessel, which will be delivered from Hyundai mipo this year. on all of these vessels, Høglund worked closely together with its partners to design the automation systems from scratch, with ongoing support throughout the design, build, and testing phases.

Høglund is trying to raise awareness of the significant benefits of improving specification requirements. For 25 years, the company has integrated information from various sources on board, with a focus on the logging of data that can be presented on a playback basis for easy review and analysis. Their system delivers all the necessary data of a vessel’s operation and performance to its owners via remote connection. it is time for ship owners and operators to work together with designers to find a balance between large integrated systems,

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in which all elements are linked into an overarching iAS, which can be expensive, and fragmented systems, where access to data and the ability to finetune is limited.

Achieving this balance should result in a sensible systems integration that reduces the number of processors and software types. Such integration does not merely increase access to valuable data, but also facilitates upgrades and replacements. i. www.hma.no

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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

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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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People def.indd 56 SM18_AZ_223x297_ShipBuilding.indd 1

linkedin.com/company/smmfair

twitter.com/SMMfair #SMMfair

youtube.com/SMMfair

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e

PEOPLE Peter McNaney

Klas Bendrik

Palle Wredstrøm

Benoît Loicq

Chief Technical Officer

Chief Digital Transformation

Marine Division Manager

Director

appointment at

appointment at

appointment at

DNV GL

HANS BUCH A/S

appointment at

CHARTCO

Global supplier of maritime digital data and compliance services ChartCo has announced the appointment of Peter McNaney as the company’s Chief Technical Officer (CTO). With a strong technical background spanning over thirty years, Mr McNaney has extensive experience at director and board level. He will be instrumental in progressing the marine industry’s digital journey.

Klas Bendrik has been appointed as Chief Digital Transformation Officer at DNV GL to support its digitalisation and IT strategy.

Mr Bendrik will be a member of DNV GL Group’s Executive Committee and report to Group President and CEO Mr Remi Eriksen. Mr Bendrik joins DNV GL from Gartner, where he fulfilled the position of Executive Partner and Vice President heading up Sweden and Denmark for Research & Services.

On 1 April 2018, Hans Buch A/S welcomed Palle Wredstrøm as Division Manager for the Marine division, where he will be in charge of developing sales and associated services, as well as product and customer portfolio within the marine, meteorology, and railway segments.

Mr Wredstrøm is a trained machine engineer who has held various positions in the marine industry.

SEA Europe, the Shipyards’ and Maritime Equipment Association of Europe, has appointed Benoît Loicq (BE) as their new Director, responsible for Technical and Environmental Affairs. Mr Prior has extensive professional experience in technical and environmental issues. Prior to joining SEA Europe, he spent nine years working on similar matters with the European Community Shipowners’ Associations (ECSA).

Andrew Semprevivo

Sylvia Boer

Henrik Sørensen

President & CEO

President

CEO

SEA EUROPE

Koos-Jan van Brouwershaven CEO

8

18 15:21

appointments at

appointment at

appointment at

SEAKEEPER

WISTA

HOYER

appointment at HEEREMA MARINE CONTRACTORS

Seakeeper, Inc. welcomes Chicago-based Madison Industries as a new majority owner. Andrew Semprevivo, Seakeeper’s current Chief Operating Officer, will now serve as President and CEO and continue to lead Seakeeper and run company operations alongside Bob Moser, Vice President of Manufacturing & Engineering, and Rebecca Smitha, Vice President of Finance.

Damen’s Head of Communications, Sylvia Boer has recently been appointed as President of the Netherlands chapter of the Women’s International Shipping and Trading Association (WISTA).

Ms Boer has been a WISTA member since 2008 and joined the organisation’s board in 2013.

WISTA has 3,000 members in 40 countries from diverse maritime-related organisations.

Henrik Sørensen became the new CEO at Hoyer on 1 June 2018.

Mr Sørensen comes from a long career at Wärtsilä, where he served in various functions, the latest of which was Director of the Pump Division. Mr Sørensen brings extensive experience in Hoyer’s key segments, such as Marine, Water & Wastewater and Oil & Gas. He has a background as a civil engineer, combined with different management and leadership educations.

Heerema Marine Contractors has appointed Koos-Jan van Brouwershaven as Chief Executive Officer. Mr van Brouwershaven joins Heerema Marine Contractors (HMC) from sister company Heerema Fabrication Group (HFG), where he has worked as Chief Executive Officer since 2013. He also remains CEO of HFG. Mr van Brouwershaven started his career as a trainee at Heerema Offshore Services in 1986.

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5 8 | S B I 2 0 1 8 | Volum e 12 | Issue 3

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outfitters HCO Filter Technology Approved

Green Pin Tycan Chains Green Pin Tycan chains are made from Dyneema fibre and are up to eight times lighter than steel, yet just as strong. Green Pin Tycan is light and soft to the touch, offering both safety and efficiency. It is manufactured by multinational DSM in the Netherlands and is the premium brand for Ultra High Molecular Weight Polyethylene (UHMWPE.) The fibre is applied in products ranging from body armour to sports equipment. Even long lengths of chain can now easily be handled by just one person. The chains have been thoroughly tested in the testing facility and in real life circumstances. Green Pin Tycan is qualified by DNV GL for both lashing and lifting operations. Heavy lifting companies like Mammoet already use the Green Pin Tycan chain. i. www.tycan.com

The Alfa Laval Moatti 290 filter for hydraulic control oil (HCO) has now been approved by MAN Diesel & Turbo on its modern two-stroke engines.

The decision follows validation tests aboard three Stena Bulk IMOIIMAX vessels. The Alfa Laval Moatti 290 filter is a high-performance solution suited to the new generation of MAN Diesel &Turbo two-stroke engines, in which hydraulic control systems have replaced traditional camshafts.

The valves of these systems are actuated by a small flow of lube oil, which must be very finely filtered without creating additional pressure drop. The new filter achieves this using Alfa Laval Atrium technology, which provides a great increase in filtering surface within a compact space. i. www.alfalaval.com

Tsubaki Chains Tsubakiâ&#x20AC;&#x2122;s BS/DIN GT4 chain is an enhanced BS/DIN European premium chain, derived from fourth generation developments in chain design. Key design features include a grooved bush to hold lubricant near the point of contact, seamless bushes with precise cylindrical profile, centre sink rivets for easy disassembly, and a ring coined connection link to ensure transmission capacity. The product is available in chain sizes from RF06B up to RS48B in simplex, duplex, and triplex versions. As well as chains manufactured to BS, DIN, and ANSI specification, Tsubaki also makes PC and stainless-steel chains, which are particularly useful in applications in marine and other corrosive working environments. Tsubaki has specially designed and tested chains that will provide a long and trouble-free operating life and contribute to productivity and profitability for operations that require sanitary conditions, exposure to corrosive chemicals or extreme temperatures. i. www.tsubaki.com

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outfitters Twiflex’s Hydraulic Brake Packages Twiflex has launched a range of compact hydraulic brake packages which are designed to meet the challenging braking requirements experienced in a wide variety of industrial applications. The standard brake packages are pre-assembled onto specially designed pedestals for ease of mounting and installation. The brake packages can be further customised to meet specific customer requirements. The high-specification hydraulic power unit features a fully-integrated hand pump for manual release of the brake in the event of power failure, pressure gauge, and a built-in terminal box to simplify the electrical connection. One of the key feature of the Twiflex hydraulic brake packages is the compact dimensions, addressing applications with limited space available. A wide range of braking force ratings provide superior performance in diverse applications. In addition, the integrated nature of the Twiflex solution ensures component compatibility and optimised performance, while minimising the installation time and maintenance burden. i. www.twiflex.com

Demag LDC-Q Quadro Chain Hoist Fitted with four load hooks, the Demag LDC-Q quadro chain hoist allows different load handling attachments to be lifted and transported at the same time. The available LDC-Q sizes enable a safe and efficient handling of loads weighing up to 3.2t.

The Demag LDC-Q quadro chain hoist can be used for a wide variety of handling requirements in production and logistics applications. With the four load hooks, LDC-Q units can handle and transport customer-specific load handling attachments or flat components and feed materials to the relevant workstations. The basis for this broad range of applications is the technology offered by the LDC-D double chain hoist and some dedicated characteristics. For control of the Demag LDC-Q quadro chain hoist, operators also benefit from DSC/DSE control pendants with their lowfatigue actuation force for improved ergonomics. i. www.demag.nl

Liebherr Relaunches CBO Series Liebherr-MCCtec Rostock GmbH has relaunched its well-known CBO series at the Offshore Technology Conference in Houston (USA). With the CBO series, Liebherr introduces its seventh offshore crane series to the market. To meet different customers’ needs, the compact board offshore crane series comprises several models with different crane configurations, such as boom length, lifting capacity, and other crane features. With a lifting capacity of up to 100t, the CBO series is appropriate for general purpose applications in the oil & gas industry. Being compact, the new series fulfils the requirements for maintenance and supply work wherever operating radius and space on deck is restricted. Crane replacement further supplements this scope. i. www.liebherr.com

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outfitters Lilaas LE90

ExxonMobil’s New Hydraulic Oils ExxonMobil’s new Mobil SHC Aware HS (Hydraulic System) Series hydraulic oils are formulated to offer protection, even in challenging marine operating environments. The oils meet the US Vessel General Permit2 (VGP) requirements for Environmentally Acceptable Lubricants3, making them ideal for operators in US inland and coastal waters. The new oils’ balanced formulation helps to offer a range of performance benefits, including protection across a wide temperature range, superior lowtemperature start-up, high resistance to oxidation and thermal damage, as well as excellent shear stability, all of which help to ensure a long operating life. The Mobil SHC Aware HS Series oils have passed the EatonVickers 35VQ25 pump test and also meet Denison HF-1, HF-2, and HF-6 specifications. i. www.exxonmobil.com/en/marine

The Lilaas LE90 is a compact space saving lever that is flush mounted without any parts under the mounting plate. The device is available as a single or double control lever. Three interchangeable LED Illuminated scales are standardly delivered in the box (5v or 24v). Three pre-adjusted and easily interchangeable switch modules can optionally be built in.

Users can configure brakes and detents. Adjustment screws allow the adjustment of friction, handle detent point, and block movement aft.

Finally, the lever’s handle offers interchangeable custom logo space. This control lever is one of several models developed and manufactured by Lilaas AS, and has been fully tested and controlled. i. www.elmabv.com

JRC Radar JMR-5400 Alphatron Marine and JRC are pleased to announce the first trials with the new JRC radar JMR5400 in the Spanish market. The trials took place onboard fishing vessel Novo Alborada, a 40m bottom trawler with port base in Vigo, Spain. The model tested during the trials was the JMR5425-7, featuring a newly designed 25kW scanner.

The high performance JMR-5400 radar significantly improves short-range detection and discrimination of targets presented on high brightness displays with intuitive icon-based operation. The system runs on the latest JRC-designed signal processing technology, allowing radar images to effortlessly run faster and more efficiently than ever before. Alphatron Marine and JRC have confirmed they have received the first orders for the JMR-5400 series radar. i. www.alphatronmarine.com

Veth Integrated L Drive Delivered The first Integrated L-drive has just been delivered to Damen Shipyards’ Volt Processor, a fish farm service vessel of 43.27m. The Volt Processor uses 750kW of electric power for delousing operations and other service at Norwegian salmon farms. Electric propulsion has the advantage of being redundant, and is also suitable for Dynamic Positioning.

Because the PM Motor is integrated in the slewing bearing, combined with the special mounting method, the alignment of the headsets, and the adjustments to the control box, the Veth Integrated L-drive is extremely compact. Besides space, the hydrodynamic design and efficiency are other important benefits of the Veth Integrated L-drive. The water-cooled Permanent Magnet (PM) Motor is more efficient and produces less noise than an air-cooled asynchronous motor. In particular, the part load efficiency is higher. At 25% load, the improvement in efficiency with a PM Motor is 5.2%. The Veth Integrated L-drive generates less noise, as there is no gear transmission in the ship. The electrical steering further reduces noise production. The Veth Integrated L-drive is available with power ranging from 300kW to 2,350kW. i. www.veth.net

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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 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 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

05-06-18 11:01

YELLOW & FINCH PAGES

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

yellowpages SBI 12_3.indd 63

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

SMM Hamburg Focus Germany Cranes, Hoisting & Lifting Gear Deck Equipment & Machinery

Deadlines

Copy deadline Advertisement deadline

28 June 2018 19 July 2018

Subjects can be changed without prior notice.

S B I 2018 | Vo l u me 12 | I s s u e 3 | 6 3

04-06-18 14:57

word on the sea Van Oord’s new subsea rock installation vessel Bravenes

Photo courtesy of Van Oord

Yellow & Finch Publishers’ Marco Geels

Photo courtesy of Yellow & Finch Publishers

A New Level of Innovation close to offshore structures. ShipBuilding ShipBuilding Industry was invited Industry will add a comprehensive ship

by Van Oord to visit the brandreport of the Bravenes in the next issue of new subsea rock-installation ShipBuilding Industry. vessel Bravenes on 22 May 2018.

This unique vessel brings a new Posidonia, one of the world’s most prestigious level of innovation to subsea rock ShipBuilding Industry maritime events, took place from 4 - 8 June installation. The ship was designed is also a media in Greece and ShipBuilding Industry was in Europe and built by Sinopacific once again media partner of this high-profile Shipbuilding’s Ningbo Shipyard in partner for SMM 2018 exhibition. Two other shows we will visit in China. Thanks to a movable fallpipe in Hamburg.

June are the Electric & Hybrid Marine World tower, the Bravenes is equipped to Expo and Marine Maintenance World Expo, perform three different types of rock both held simultanuously at the Amsterdam RAI. In total, installation on the sea bottom, namely the fallpipe through over 130 marine technology companies will exhibit, with over the moon pool, a fallpipe over the side or tremie pipe over the 4,000 attendees from all over the world. side. This final ship configuration allows the vessel to install rock very close to offshore platforms, wind turbines or deepShipBuilding Industry is also a media partner for SMM 2018 sea cables and powerlines. To avoid collisions, it is of great in Hamburg. Contact us to share your news and discuss importance that the ship remains stable and in its place at all advertising opportunities for the SMM issue. times, even in high waves and rough weather conditions. To See you in Hamburg! guarantee pinpoint accuracy, the Braveness is designed with dynamic-positioning systems DP2 and DP3, and four thrusters Marco Geels at the front and two at the rear, holding the 154m long and marco@ynfpublishers.com 28m wide vessel in place and allowing it to safely operate

| Read more on shipbuilding-industry.eu

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