ShipBuilding Industry 2018 Issue 5

SBI 2018 | VOLUME 12 | ISSUE 5

SB I VOL. 12 ISSUE 5 | 2018

ShipBuilding i n d u s t r y

FOCUS ON THE NETHERLANDS SHIPBUILDING-INDUSTRY.EU

Green Dredging

dredging vessels & equipment

Innovations in Shipbuilding focus on the netherlands

First-Look at Virgin Voyages’ Cruise Ships ship design, construction & innovation

DREDGING

Experience the progress.

ARMED TO THE TEETH

O U R C S D R A N G E C O M P R I S E S A R O B U S T, N O - N O N S E N S E F U S I O N O F E F F I C I E N C Y, O U T P U T A N D M A X I M A L U P T I M E , S U I T E D T O O P E R AT I O N S A N Y W H E R E I N T H E W O R L D . O U R D R E D G E R S D O N ’ T M E S S A B O U T, T H E Y J U S T S I N K T H E I R TEETH IN AND GET THE JOB DONE.

DAMEN.COM

Liebherr Heavy Lift Ship Cranes With capacities ranging from 120 tonnes to 600 tonnes, the Liebherr CBB cranes cover all the main area of the heavy lift segment. Above that range the delivery program includes new developments up to 1250 tonnes SWL. One of the main advantages of CBB cranes is their low self-weight. This has a positive effect on the stability of the vessel as well as cargo handling –simultaneously increasing safety and performance.

ship.port.crane@liebherr.com facebook.com/LiebherrMaritime www.liebherr.com

editor’s note

Firsts Doing something for the first time is exciting! As it is my first eDitor’s note, it seems fitting thAt this issue of shipBuilDing inDustry is filleD with other firsts. from innovAting new technologies to totAlly newly DevelopeD generAtions of vessels, there is A lot of interesting firsts hAppening in our inDustry.

Let’s take a few examples: AIDAnova is the world’s first completely LNG-driven cruise ship and Jan de Nul has recently launched their new generation trailer suction hopper dredger Diogo Cão, with more of these currently under construction.

Another first of its kind is the jack-up vessel Apollo, based on a new design by GustoMSC. For Croatian Uljanik shipyard, who built the vessel, this was also a first, since they have never built a platform vessel there before. Its long legs and leg-encircling crane are the main features of this offshore vessel.

Furthermore, we take a first look at the cruise ships of a new player in town: Virgin Voyages. With three vessels currently under construction at Fincantieri, it is fascinating to see what the designers have come up with.

In the Netherlands, innovation is key, as proven by new designs at Damen, a new series of tankers developed for Erik Thun AB at Westerbroek yard of Ferus Smit and the construction of the first green, fully electrically driven utility vessel in the Netherlands at Royal Niestern Sander.

The innovations are in line with the new regulations and standards involving co2 emissions. the ‘green era’ is ahead and dredgers are exploring more eco-friendly options too, such as dual-fuel and exhaust-gas-treatment systems. In our dredging special, we look at new developments in that area.

The autonomous maritime industry also has a first, now that construction has started at the Vard Brevik shipyard of Yara’s ambitious Yara Birkeland, the world’s first fully autonomous and electric container vessel. Looking ahead, more unmanned vessels will follow, as autonomous technology is evolving.

These are just a few examples of firsts these last few months, and with hundreds of more ideas currently being developed by players in the shipbuilding industry, it can be guaranteed that there are still a lot of firsts to come.

Grace Schouteren eDitor GRACE@YNFpUBLIShERS.CoM

| Read more on shipbuilding-industry.eu

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ShipBuilding i n d u s t r y

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Offshore Industry | ShipBuilding Industry SuperYacht Industry | Maritime Services directory 2 | S B I 2 0 1 8 | Vo l um e 12 | Issue 5 0283ShipBuild_EHV_23102018.indd 1 Content SBI 12-5.indd 2

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contents SBI

ISSUE 5

DREDGING VESSELS & EQUIPMENT

26 Green Dredging

2018

12

59

30 Ultra-Low-Emission Vessels

45 Conversion of a Cargo Coaster into a Hopper Dredger 53 Dredging Optimisation FOCUS ON THE NETHERLANDS

8 Innovations in Shipbuilding in the Netherlands 36 The Netherlands and EU

60 The Prominence of the Dutch Superyacht Industry

SHIP REPAIR, REFIT & MAINTENANCE

34 Resistant FKM Materials for Marine Propulsion

PAINT & COATING SYSTEMS

66

20 Preventing Corrosion One Molecule at a Time 51 Coating for Icebreakers 59 A Polished Eco-friendly Coating 64 Smart Hull Coating

62

SAFETY, SURVIVAL & TRAINING

23 Passenger Safety

42 Cybersecurity Challenges 50 Get on Board & Tackle Cyber Risks 73 Crew Training in Thailand

8

SHIP DESIGN, CONSTRUCTION & INNOVATION

16

70

Autonomous Vessels Joining Forces Getting Underwater Wings First-Look at Virgin Voyages Cruise Ships

62

38

SHIP REPORTS

12 MS VistaStar 24 Apollo 55 AIDAnova 66 Haaga

TRADE SHOW

48 ADIPEC Abu Dhabi

REGULARS

1 Editor’s Note 4 News in Brief 75 People 76 Outfitters

78 Yellow & Finch Pages 80 Word on the Sea www.s h i p b u i l d i n g -industr y.eu

Content SBI 12-5.indd 3

On the Cover On 30 June, DC Brugge was delivered to its owner at Scheepswerf Gebr. Kooiman B.V. in Zwijndrecht. The TSHD will be deployed in the granulate dredger fleet of Group De Cloedt.

Read more on page 45 – Photo courtesy of Kooiman Marine Group/Xavier Hazenbosch, Tales on Fire.

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news in brief First Conversion of RoPax Ferries to LNG MAN PrimeServ, the after-sales division of MAN Energy Solutions, has won the contract to convert two RoPax ferries belonging to Spanish operator, Baleària Eurolineas Maritimas SA, to dual-fuel operation. Sister vessels Nápoles and Sicilia are each currently powered by two MAN 9L48/60A main engines, all four of which will be converted to 9L51/60DF units that will enable them to run on LNG. The conversion of the Nápoles is due to take place in Spain between November 2018 and January 2019, with the conversion of Sicilia from October to December 2019. Sicilia operates on the Barcelona – Ibiza route, while Nápoles currently serves the Algeciras – Tanger Med route.

MARSIC300 From SICK Receives Type Approval for the Seventh Time

D

M E a ve rit n im 24 -2 ts e Sh 6 i O

pt c al e c tob ia C h e w n , i n r, w C a 20 w h 18 . s in hi a pt ec 12 .c -1 om AD 5 .c I P No n Ab E C ve m u be w Dh w a r, w bi 20 .a , 18 d i Un p e it 13 c . ed co A m ra M 15 b ET N Em o S Am 2 ve ira 0 m s te w ter 1 8 be s w d r, w am 20 .m , 1 8 e t Th st e 28 ra N d e et . c he I n 30 o m rla te N nd N r n a ove s ew t m io b w O na e w r l e l r, w . w an W o 201 o r s, r k 8 k b US b o 5 oa A at -7 Sh ts IN D ho ow M ec w .c G E X em om ua C be h w n g z i n a r, 2 w h 01 w o 8 . m u, ar C i t hin im a 12 es ho W 14 or F w e s. l B d br co ilb M u a m a w o a , r i t r y, w i 2 S m w p e 0 .b a 1 i l b in W e 9 ek oa ex hi bi ti on ce nt re .c om

SICK has received type approval from Lloyd’s Register of Shipping for its MARSIC300 shipemissions measuring device. Thanks to its certified calibration filter, the MARSIC300 does not need calibration gas and can be relied upon for high availability. Type approval from seven major classification societies, which together represent more than 90% of the world’s shipping fleet, makes the MARSIC300 the most approved emissionsmeasuring device on the market.

October

November

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December

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news in brief Eerland Shiprepair is Expanding Because of the increasing demand for ship repair in shipping worldwide, Eerland Shiprepair is expanding with an additional location in the port of Rotterdam’s Waalhaven.

The new location at pier 8 has an area of about 4,000m2 and will be operational by the end of 2018. Owner of Eerland Shiprepair, Willem Eerland, states, “We are very positive about this expansion of our company. Our own mooring place for seagoing vessels enables us to answer the growing demands of our customers.”

The Waalhaven offers deep water and mooring facilities for ships up to 250m. “It also includes a berth for a floating dry dock; the yard will host a warehouse with crane facilities and the mooring site will be equipped with a mobile harbour crane,” Mr Eerland adds. At the location, Eerland Shiprepair will continue to repair gangways and damage to hull and holds, among other steel repairs and winch revisions.

Photo courtesy of Eerland Shiprepair

Mobilisation of NDurance Complete

Dräger

Your safety

is our passion.

Niestern Sander Ship Repair has completed the mobilisation works on the NDurance, a cable-laying vessel operated by Boskalis. After a few months of talks, Niestern Sander and Boskalis chose the Eemshaven location for the mobilisation of this 99m vessel due to its strategic location. The shipyard’s planning work-sheet included installing several frames and equipment. NDurance will be deployed for cable-laying work in the North Sea.

Safety on board Dräger provides high quality service, training and rental solutions for firefighting, rescue and safety equipment for sea going vessels and offshore. We have workshops in Hoogvliet-Rotterdam and Den Helder.

FOR MORE INFORMATION: WWW.DRAEGER-MO.COM

| Read more on shipbuilding-industry.eu

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news in brief Offshore Heavy Transport Sets New Benchmark in Transport and Installation Norway-based Offshore Heavy Transport (OHT) is set to enter the offshore renewables and installation market with a unique new 216.3m-long, heavy-lift transport and installation vessel, a customised and patented Alfa Lift design developed by Ulstein Design & Solutions (UDSBV) in close cooperation with OHT. The vessel will be exceptional because of its ability to perform heavy-lift crane operations with the main deck submerged. The patent-pending design combines the benefits of a semi-submersible transport vessel with a large, 3,000mt lifting capacity main crane from Liebherr. The first vessel – with options for up to another 3 units – will be constructed by China Merchant Heavy Industry (CMHI) at its shipyard in Haimen and will be available for construction and installation activities from early 2021.

Gibdock Completes Complex Ballastwater Treatment System Retrofit

WAF 665 1386 kW at 1800 rpm

REINTJES Gearboxes the best choice for your vessel!

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Our service department is available for all spare parts as well as repairs. Whether it is an inspection or repair, our team of experienced service engineers is always there for you and assures you the reliability and quality REINTJES represents.

REINTJES Benelux BVBA | Luithagen Haven 2 | Unit F | 2030 Antwerpen Phone +32 (0) 3 541 92 33 | info@reintjes.be | www.reintjes-gears.com

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Gibdock has completed a complex ballast water treatment system retrofit onboard the 179m, 34,500dwt bulk carrier Zambesi. The 2013-built, DNV GL-classed vessel, owned by Hamburg-based John T. Essberger, arrived in Gibraltar for mechanical works including the removal and refitting of the vessel’s propeller, bonding of seals and the removal of the tailshaft and intermediate shaft. Gibdock technicians carried out all the necessary pipework and preparations onboard, before assembling and installing the owner-supplied UV-type ballast water treatment system. The yard worked closely on this project with Aries Marine, a UAE-based specialist in ballast water treatment retrofit engineering, which supervised this element of the drydocking schedule. | Read more on shipbuilding-industry.eu

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news in brief RAstar 3200 Tug Delivered to Kenya Ports Authority Eugene was constructed by Cheoy Lee Shipyards, Hong Kong, and features a unique hull form that gives the vessel a level of crew safety and comfort that will enable operation in conditions previously deemed unworkable. The RAstar hull form, developed and used exclusively by Robert Allan Ltd., has been proven in both model and full-scale testing to provide significantly enhanced escort towing and sea-keeping performance. The motion and acceleration are significantly less than those of comparably sized, wall-sided ‘standard’ tug hulls. The deck machinery comprises a ship-assist hawser winch forward, manufactured by MacGregor and a radialtype tow hook on the aft deck. In addition, a capstan is installed aft to facilitate line handling operations.

Bakker Sliedrecht Once Again Commissioned by Damen

Bakker Sliedrecht has been commissioned by Damen to supply all main electrical installations for the Bibby WaveMaster Horizon, such as the main switchboard, two auxiliary switchboards and three low harmonic drive systems for the dieselelectric propulsion of the vessel. The Bibby WaveMaster Horizon will be deployed by Bibby Marine Services for the maintenance and operations of a German windfarm equipped with Siemens Gamesa wind turbines in the North Sea. To guarantee a stable pinpoint accuracy, the Service Operation Vessel will be equipped with a dynamic-positioning system 2 (DP2) and with Bakker Sliedrecht’s BIMAC vessel-management system. All drive systems will be equipped with an active filter, thus saving space and energy and preventing harmonic distortion and the risk of energy losses, failure of electronic equipment and overload.

Cyberhawk Completes First ABS CLASS Survey and Inspection of an Oil Tanker Using UAVs Cyberhawk performed full class inspection across 19 tanks onboard an oil tanker at a shipyard in Singapore. This included 12 Cargo Oil Tanks (COT), two slop tanks and five ballast tanks. Attending was the American Bureau for Shipping (ABS) to ensure the quality of the inspection complied with the specific ABS rules (ESP) set for tankers. The inspection also had to satisfy the US Coast Guard’s Critical Area Inspection Plan (CAIP) as the vessel was Americanflagged and operational in Alaskan waters. Chris Fleming, CEO at Cyberhawk, comments, “UAVs and robotics in general have taken inspection to a new level thanks to the time, cost and safety benefits being demonstrated every day. Cyberhawk continues to push the boundaries of the inspection industry.”

| 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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FOCUS ON THE NETHERLANDS

Innovations in Shipbuilding in the Netherlands The fuTure of shipbuilding is exciTing. WiTh many innovaTive Technologies being developed, The indusTry is undergoing some major TransformaTions. shipbuilders are TradiTionally TenTaTive about adopting these innovations, as it requires a certain amount of internal change, which, in turn, can also give rise to a sense of apprehension. But this apparently does not apply to the Dutch.

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FOCUS ON THE NETHERLANDS

I

t can even be said that the Dutch maritime industry is a front-runner in research, development and innovation. Hundreds of ideas are being developed by the Dutch maritime (technology) sector to ensure sustainability in shipping: from emissions reduction at sea to innovative ship design, with some ideas already being put into practice and others an anticipated reality for the near future.

Emissions Reduction

Jack-up Brave Tern for a major crane refit at Damen Shiprepair Amsterdam

Photo courtesy of Damen Shiprepair

Within the industry, reducing CO2 emissions is high on everyone’s agenda. With the help of new technologies, Dutch shipyards are able to build greener vessels that comply with the new rules and regulations.

Partnerships are also being made to further the quest for improved sustainability in the industry. The long-term partnership between Boskalis Nederland and biofuel supplier GoodFuels is such an example, aiming to reduce the CO2 emissions of Boskalis’ fleet and equipment in the Netherlands by 35%.

Various trials conducted by Boskalis in cooperation with GoodFuels and Wärtsilä within their Bio programme have shown that sustainable biofuels perform well and reduce CO2 emissions by an impressive 90% compared to fossil fuels. Tests conducted on the B50 biofuel blend – 50% of which

consists of residual products from the paper industry – have shown a huge CO2 reduction, with the result that Boskalis now uses it not only for their vessels, but also for their dry earth-moving equipment and trucks.

Going Electric

Damen Shipyards Group is another shipyard that has recently entered into a partnership, having signed a cooperation agreement with Skoon Energy, a new start-up that focuses on large-scale electrification of propulsion, to further the transition to battery packs in the maritime industry.

Skoon Energy founder Peter Paul van Voorst says, “With this partnership, Damen is demonstrating its commitment to enabling sustainable solutions within the maritime industry. We’re looking forward to working together with Damen to make fully electric shipping the norm within the maritime industry.”

Together, Damen and Skoon plan to make large-scale electric propulsion a reality. They are currently in the initial stages, with the deployment of Skoon Energy’s swappable battery packs on a diesel-electric inland vessel scheduled for later this year.

In Groningen, Royal Niestern Sander is currently constructing the first green, fully electrically driven utility vessel in the Netherlands. The vessel will soon possess the latest technical developments in the field of sustainability, such as the energysaving use of residual heat, sustainable wood and paint types and a silent electric motor. In short, a smart and green vessel.

The province will use the unique vessel for shipping supervision and enforcement and for events in Groningen. The vessel is expected to be completed and put into operation in February 2019, replacing the current ship, which is now 45 years old and was built by the same yard.

Various Groningen-based subcontractors and suppliers from the maritime cluster are involved in the project, outfitting the engine room, supplying navigational and rescue equipment as well as steel, and taking care of the engineering.

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Photo courtesy of Royal Niestern Sander

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

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On 12 June, the keel of the new utility vessel of the province of Groningen was laid.

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FOCUS ON THE NETHERLANDS Photo courtesy of Damen Shipyards

Damen RSD Tug 2513 undertakes successful towing tests with Svitzer in Port of Felixstowe.

Launching of Thun Eos at the Ferus Smit shipyard in Westerbroek.

have a noteworthy technical design and are a starting point for a whole new business model for the crewing sector (read more about this on page 38).

Compact Semi-Sub Concept

Photo courtesy of Ferus Smit/Simon Marrink

Dutch Design

Dutch shipyards also innovate design-wise, and new generations of vessels are currently being developed.

At the Ferus Smit shipyard in Westerbroek, a new series of chemical tankers is being developed for Erik Thun AB. The Ferus Smit tanker has a completely revised and updated design. The Nb. 443 â&#x20AC;&#x201C; christened Thun Eos â&#x20AC;&#x201C; is the first of ten ordered, and features various modern improvements, such as LNG-fuelled propulsion and a pressurised tank installed on deck.

The new tugs that are being designed by the

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engineers at Damen Shipyard Gorinchem are another example. Their innovative design, with a reverse-stern drive-system and a new hull shape, allows for more manoeuvrability at high speeds in overcrowded ports.

Recent tests with the RSG Tug 2513, aptly named Innovation, during her voyage around Europe, have already proved successful and have been well received.

Damen has been putting various new designs on the market. The newly designed Fast Crew Supplier is another. These vessels

Damen is also working on a new concept for a compact semi-submersible. The idea behind it was to make a relatively small platform that has also a lot of lifting capability. The Dutch shipbuilding company had the decom market in mind, as they anticipate growth in that sector. While the concept started out as a decom vessel, it became a column-stabilised unit along the way, offering good stability, minimal motions and a lifting capability up to 2,000t.

The semi-sub concept, which measures 86m in length and 55m in width, is referred to as the Damen Compact Semi 8655.

Monopile installation can be performed by using a bottom-founded template, developed by eager.one, or a motion-compensated pile gripper, developed by Bosch Rexroth. The Damen Compact Semi 8655 can also conduct IMR work, light well-simulation, subsea construction, ROV and accommodation support, and possibly plug & abandonment.

Its multi-role capability guarantees it greater operability and, therefore, greater uptime.

The slot in the vessel allows for lifting operations to be performed close to the centre of motions and gravity, resulting in a high lifting capacity and operability for the size of the vessel, up to seastate 4.

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FOCUS ON THE NETHERLANDS

Artist impression of Damen’s Wind & Offshore Lifting Factory 2500 (WOLF) concept.

Artist impression of Damen’s Compact Semi 8655 during topside removal.

Photo courtesy of Damen Shipyards

Despite the multi-functionality, the vessel is quite dedicated to its functions, something which will help ensure the cost-efficiency the offshore industry is looking for.

Damen’s WOLF

Another design that Damen has recently put on the market is the Wind & Offshore Lifting Factory 2500 (WOLF), which will be available from 2020. The vessel, which is designed to measure 148m in length, with a 49m beam and a draught of 6 to 8.5m, is a

Photo courtesy of Damen Shipyards

platform that can be deployed for various offshore activities. The WOLF 2500 features a 2,500t main crane capacity, making it well-equipped for the installation of wind turbine foundations, as well as for decommissioning. Loaded service speed will be 12-14 knots. The WOLF 2500 design features three LNG storage tanks and can accommodate a crew of 80.

Finally, the Netherlands don’t only innovate vessels for sailing purposes. Dutch firm

Studio Komma is working on a groundbreaking circular housing concept designed to transform cargo vessels into luxury homes. The Marine-doc Estate is an ambitious project that will develop various sustainable communities featuring multiple retired merchant vessels converted into luxury eco-homes, with expansive green roofs and plenty of outdoor space. A perfect example of Dutch innovative thinking and how decommissioned vessels can still be of use.

Studio Komma is working on a circular housing concept designed to transform cargo vessels into luxury homes.

Image courtesy of Studio Komma

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

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ship report

Den Breejen ShipyarD DeliverS

MS VistaStar

Photo courtesy of 1AVista Reisen

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ship report

SPECS Length overall 135.00m Waterline length 129.15m Width 11.45m Height up to the main deck 3.15m Design draught 1.70m Height above WL at T = 1.96 m 6.00m Suitable decks 3 Number of passengers 202 Propulsion engines Caterpillar C32 Acert Electronic 746kW – 1,800rpm Rudder-propeller unit Veth VZ-900-CR 746kW – 1,800rpm, 360° rotation Bow thruster Veth Jet channel thruster 4-K-1200 350kW – 1,800rpm

The 135M MS viSTaSTar iS The FirST river CrUiSe veSSel DeSiGneD anD BUilT By Den Breejen ShipyarD in The neTherlanDS FOr The GerMan company pCe. The vessel was delivered this summer in Cologne and will be chartered by 1avista reisen as their new flagship.

D

en Breejen Shipyard in HardinxveldGiessendam has become an internationally operating concern, specialised in designing, developing and building both ferries and luxurious river cruise vessels, with MS vistaStar being no exception.

The vessel is equipped with two dieseldriven, flexible-mounted rudder propellers, an electric-powered bow thruster, three diesel-driven main generator sets and a diesel-driven emergency generator.

Breman Shipping Installation has outfitted MS VistaStar with air conditioning, ventilation and sanitary and sewage systems. Willemsen interieurbouw was responsible for the carpentry and alpha Design projects worked on the vessel’s upholstery. The electrical systems were installed by Seko.

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

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Solar Panels

a special feature of the vessel is found on the front deck, which is covered with solar panels. When installing the solar panels, special attention was given to the surface treatment, so the sun will not reflect into the face of the captain. The panels are less than 8cm high and contribute to the vessel’s bridge power, making it a greener system.

Design Features

MS VistaStar offers accommodation for 202 guests in roomy, 16m2 outdoor cabins, with the cabins on the middle and upper decks having a French balcony. Other features of the vessel are the spacious sundeck with shade spots, modern outdoor furniture, a putting green and giant chess board, a lounge with a panoramic view, multiple restaurants, a reception desk, an on-board boutique, a book corner and a tour desk.

Particularly attractive is the spa in the rear of MS vistaStar, a fully glazed Magrodome, with a large pool and a roof that can be opened, as well as a sauna and fitness room, among other modern features.

The new build meets modern technical and safety standards and there is also free Wi-Fi throughout the vessel. Some other state-ofthe-art novelties have been installed as well; the cabins, for instance, are equipped with a double USB-socket and an 800m LED-strip, used for light-effects around the beds,

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ship report

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ship report The fully glazed Magrodome with a large pool and a roof that can be opened.

Passenger accommodation on MS VistaStar 92 Double passenger cabins 06 Triple passenger cabins 01 Single passenger cabins

Photo courtesy of 1AVista Reisen

Image courtesy of Den Breejen Shipyard

ceilings and artwork. “Quality materials and workmanship, combined with a commitment to achieving total customer satisfaction are among our core values,” says Ilona Kamsteeg-Den Breejen, CFO of Den Breejen Shipyard.

Christening

On 29 July, 500 guests celebrated the christening of the new build in the cathedral city of Cologne. The Godmother, Serap Güler, State Secretary in the nrW Ministry of Opportunity, christened the vessel together with the children from the facilities of the SchulteSchmelter Foundation. With a strong tug on the vessel’s line, the champagne bottle was smashed on the vessel’s bow.

The christening ceremony, was attended by representatives of the owner company and the shipping company, the mayor of Cologne, nrW member of parliament Florian Braun, as well as the founder of 1avista reisen Gmbh and founder of the SchulteSchmelter Foundation, Hubert Schulte-Schmelter. The mayor of Cologne, Elfie Scho-Antwerpes,

promised the river travel industry support to improve and expand the infrastructure on the banks of the rhine in Cologne. hagen Mesters, Managing Director of 1avista Travel, says, “We are excited by the great feedback we have received on the design and features of our new MS vistaStar.

As a Cologne-based company, we are proud to have celebrated this great baptism in our cathedral city with so many guests and friends.“ After the Christening ceremony, invited guests and regular clients of the Cologne river tour operator enjoyed a tour following the skyline of Cologne. After a gala dinner, the festivities were crowned with live music and a spectacular firework display.

The river cruise vessel features nearly 100 roomy cabins.

The lounge offers a panoramic view.

MS vistaStar will be used by 1avista reisen for the european river-cruise market. After her maiden voyage, the vessel started with one-week river cruises to holland and Belgium, as well as up the rhine to Switzerland. i. www.breejen-shipyard.com

Image courtesy of Den Breejen Shipyard

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ship design, constr uction & innovation

SCIENCE-fICTION NO MORE

Autonomous Vessels YEARS AGO, IT SEEMEd LIKE SCIENCE-fICTION, BUT NOWAdAYS MORE ANd MORE VEHICLES ARE MOVING COMPLETELY INdEPENdENTLY. WITH AUTONOMOUS SYSTEMS MATURING, INTEREST IN UNMANNEd TRANSPORT AT SEA HAS ALSO BEEN GROWING.

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utonomous systems have already been successfully adopted in marine robotics, featuring small autonomous surface vehicles (ASVs) and autonomous underwater vehicles (AUVs). However, the first fully autonomous vessel has not touched water yet.

The potential is there, according to enthusiasts, since unmanned vessels are expected to reduce overall costs and avoid the need to place humans in dangerous environments, which will increase safety.

The industry seems to agree with new developments, implementations and innovations towards the realisation of autonomous vessels. As Oskar Levander, Senior Vice President of Concepts & Innovation at Rolls-Royce Marine, said in 2016, “This is happening. It’s not if, it’s when.”

New Developments

Last August, a big step for the autonomous maritime industry was taken when Yara signed a deal with Vard to build the Yara Birkeland, the world’s first fully autonomous and electric container vessel.

Construction has just begun at Vard Brevik.

The vessel will be a 120 TEU open-top container vessel and ready for launch in early 2020. The hull will be built by Vard Braila in Romania and the autonomous capability will be tested in 2019. The vessel will gradually move from manned operation to fully autonomous operation by 2022.

Technical company Kongsberg Gruppen ASA is responsible for the development and delivery of all enabling technologies, including the sensors and integration required for remote and autonomous operations.

To deliver and operate such autonomous vessels, Kongsberg and Wilhelmsen set up the joint venture Massterly, the world’s first autonomous shipping company.

“In recent years, there has been rapid development driven by a significant increase in demand from customers worldwide, both from the traditional maritime industry and other sectors. With autonomous ships soon to become a reality, Massterly will be crucial for digitalising the infrastructure and operations,” Geir Håøy, President and CEO of Kongsberg, adds.

Svein Tore Holsether, President and CEO of Yara, says, “A vessel such as Yara Birkeland has never been built before, and we rely on teaming up with partners with an entrepreneurial mindset and cutting-edge expertise. Vard combines experience in customised ship-building with leading innovation and will deliver a game-changing vessel which will help us lower our emissions and contribute to feeding the world while protecting the planet.”

The project has received EUR 14 million in support from the Norwegian government enterprise ENOVA. Prime Minister Erna Solberg was present for the signing at the shipyard in Brevik. “This is a good example

Photo courtesy of Kongsberg Seatex

Photo courtesy of ASV Global

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ship design, constr uction & innovation

Photo courtesy of Kongsberg Seatex

The H2H project researches the potential of autonomous navigation to safely navigate in close proximity to other vessels and objects.

Metal Shark has joined forces with ASV Global to introduce Sharktech Autonomous Vessels.

of how Norwegian industry can collaborate to create new solutions and green jobs,â&#x20AC;?

Prime Minister Solberg stated.

The Japanese government has also been backing a joint project by Mitsui OSK Lines (MOL) and others to test automated berthing, collision avoidance and remote monitoring systems. Their goal is to reduce human errors and accidents.

MOL has partnered with Mitsui E&S Shipbuilding (MES-S), Tokyo University of Marine Science and Technology (TUMST) and Akishima Laboratories to conduct demonstration tests with the MOL smartship projectâ&#x20AC;&#x2122;s environmental and safety technologies, with the MES-S ship operation dynamic positioning and control technology

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fitted on the TUMST training vessel Shioji Maru.

Together with Rolls-Royce Commercial Marine (acquired by Kongsberg last July), MOL has also been testing an intelligent awareness (IA) system on the Japanese passenger ferry Sunflower since late March.

Next year, the autonomous technologies for berthing and unberthing will be tested on a larger, unnamed domestic ferry, with hopes of bringing autonomous vessels into service by 2025.

Already introduced is the Sharktech ASView onboard digital control system by USAbased shipbuilder Metal Shark and ASV Group. This technology allows for the autonomous or remote operation of navigation and safety lighting, hailers and

>>

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ship design, constr uction & innovation

The Yara Birkeland will be the world’s first fully autonomous container vessel.

Photo courtesy of Yara

sirens, pumps, and other components for the entire portfolio of Metal Sharks’s vessels, which range from 0.4m to 7.6m.

The autonomous system also features dynamic collision avoidance. Depending on configuration, the system considers data from multiple situational awareness inputs, including multiple radars, 360° daylight and thermal cameras and AIS to safely identify and steer clear of stationary and moving obstacles.

Projects, such as the Hull to Hull (H2H) project, have also been looking at autonomous navigation integration, and live demonstrations have been planned for 2019 and 2020. The objective of the H2H project is to address the maritime community’s need to navigate safely in close proximity to other vessels and objects, whether stationary or moving. Autonomous technology can assist in assuring a high accuracy at cm level and prevent collisions.

Another part of the H2H project is the development of the autonomous mooring system Float iDL. This system will be able to ensure that a smooth connection is made between vessel and auto-mooring system, at the right spot on the vessel’s hull. The FloaTiDL will include the intelligent Dock Locking System, which makes the magnetic mooring connection between the vessels.

Once a connection is made, the automooring system should switch to a monitoring state, reading and predicting movements and adapting and reacting to

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Rolls-Royce’s Remote Operating Centre to control autonomous vessels.

Photo courtesy of Rolls-Royce

these movements, to keep the vessel safely moored.

What’s next?

With all the innovations happening within the autonomous field, it will be interesting to see the further implementation of autonomy within the industry.

Thomas Wilhelmsen, CEO of Wilhelmsen group, believes that short sea shipping will be the first sector to transition to autonomous vessels. This also implies increased competitiveness to move

transport from road to sea, just like Yara intends to do with Yara Birkeland.

Mr Levander agrees and predicts that autonomous vessels will start small, with a ferry or tug, because of their short distances and specific routes. Over the next ten years, however, he believes fully autonomous oceangoing cargo ships will be deployed.

Nevertheless, fitting vessels with innovative autonomous technologies, such as the autonomous navigation, mooring or docking possibilities, could be the next real step. But first on the list are the sea trials.

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PaInt & CoatIng SyStemS

Natural gas and crude oil accumulations are understandably at risk of corrosion due to the harshness of the elements flowing through them.

Preventing Corrosion one MoleCule at a tiMe

Cortec Additives Anti-corrosion formulAtors are CoMing under inCreasing Pressure to Provide better performAnce while siMultaneously reduCing environmental impact. as the traditionally used corrosion inhibitors are being phased out due to health and environmental concerns, the market is looking for solutions that work.

All photos courtesy of cortec

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or the last 40 years, cortec corporation has delivered cost-effective, user-friendly, integrated solutions for corrosion problems in various industries. today, cortec is a global leader in innovative, environmentally responsible Vpci corrosion control technologies. its additives line focuses on corrosion inhibitors that manufacturers or industrial users can add directly to their own products or systems for enhanced metal protection. cortec additives provide excellent contact protection with additional vapor phase protection for metals in void spaces. when introduced to a void space, Vpci molecules in these additives vaporise and diffuse throughout the enclosure and adsorb onto metal surfaces. this thin, molecular, hydrophobic layer protects the metal against corrosive elements such as oxygen, moisture, and chlorides. cortec additives integrate new technology and proprietary Vpci chemistry in order to

eliminate corrosion caused by corrosive fluids, chlorides, or humid environments. when implemented, these additives ultimately reduce the expenditure associated with expensive alloys, corrosion claims and labour. cortec Vpci additives are used in various applications, as described below.

Coatings & Paints (Plus Inks)

these additives for water-borne and solvent-based coatings provide corrosion protection for ferrous and non-ferrous metals. they offer a whole new scope of protection possibilities as Vpci technology offers protection at very low dry-film thicknesses. Vpci coating additives show excellent performance with low viscosity and can be easily blended into the product at any stage of manufacturing. they cover systems including acrylics, urethanes, epoxies, alkyds, and more.

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PaInt & CoatIng SyS temS

Lubricants & Greases

cortec’s full line of additives offers versatile, corrosion-inhibitor packages for both solvent- and oil-based lube and grease systems. A common misconception is that oil-based products are naturally strong rust preventatives. while oil itself can help displace moisture, a good corrosion inhibiting additive can significantly increase the protection of lube and grease systems.

Water Treatments

protecting other water systems is an important step for in-process maintenance and protection during seasonal layup. rather than using more hazardous treatments, cortec’s additives include several ‘greener’ or lower-toxicity alternatives to effectively protect and maintain equipment. they prevent both corrosion and scale buildup in process water. these additives for boilers, heat exchangers, cooling towers and condensate lines can be instrumental in lengthening the life of a system and reducing maintenance.

Additionally, they make great building blocks for full water-treatment formulations.

Fuels, Crude Oil & Natural Gas

industries often require the use of both large and small fuel storage tanks and systems. however, this raises concerns about fuel separation and the corrosion of new fuel tanks during shipping and storage. natural gas and crude oil accumulations are

There are a variety of additives for use with oil, waterbased, and synthetic metalworking.

also understandably at risk of corrosion due to the harshness of the elements flowing through them. cortec’s fuel additives help alleviate these problems with a variety of additives, which provide corrosion protection and stability. Vapour-phase protection is especially valuable when fuel runs low in tanks or needs to be kept to a minimum for simpler, more cost-effective storage and shipment.

enhances corrosion protection and streamlines the process, avoiding significant economic losses from corrosion damage. there are a variety of additives for use with oil, water-based, and synthetic metalworking, while hydraulic fluids protect metal pieces from flash corrosion during the metalworking process, at the same time also providing protection for the cutting and machining equipment.

Metalworking & Hydraulic Fluid

i. www.cortecvci.com

incorporating corrosion inhibitors directly into metalworking and hydraulic fluids

The Cortec M-380 additive dramatically increased the performance of the primer.

Demonstrating Additive Effectiveness

A major coatings manufacturer was not satisfied with its stabilising primer for roof preparation. the primer was used as a stabiliser for rust and paint on metal roofs prior to the installation of an elastomeric roofing system. the manufacturer needed a solution to its corrosion problems while also meeting Voc regulations and not detracting from the superior adhesion properties, flexibility and other important properties present in the primer. because of

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the elastomeric nature and high adhesion of the primer, the manufacturer chose cortec m-380 Additive. the properties of the additive suggested the possibility of carboxylic functionality along the resin’s backbone, which meant m-380 would bond easily with the primer. As a result, the cortec additive increased the performance of the primer dramatically.

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COLOURS IN THE DARK New Imaging and Encoding Technology by Videotec for day/night vision with exceptional night brightness.

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VIDEO SECURITY P R O D U C T S www.videotec.com info@videotec.com Made in Italy since 1986 Drager.indd 22

04-10-18 09:57

SAFETY, SURVIVAL & TRAINING

Passenger Safety A TOP PRIORITY

FOR LARGE VESSELS, WHETHER IT IS A FERRY TRANSPORTING NUMEROUS PASSENGERS, A CRUISE SHIP WITH full on board entertainment or an offshore platform with its alternating crew, the health and safety of the people on board is always a top priority.

ALL PHOTOS COURTESY OF DRÄGER MARINE & OFFSHORE

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ll vessels operate under international regulations, known as Safety of Life at Sea (SOLAS), which control everything from fire safety to maritime security. In order to be able to abide by these rules, reliable safety equipment for firefighting, rescue and safety (FRS) on board the vessel is necessary. Dräger Marine & Offshore is perceived as a leading supplier of FRS services and equipment.

With a focus on delivering life jackets, fire extinguishers, gas detection, personal protection and other FRS equipment, Dräger Marine & Offshore provide solutions on board sea going vessels, inland vessels, offshore platforms, cruise ships, ferries and yachts.

Training

Next to reliable FRS equipment, it is also important to keep up-to-date with safety issues and learn to use the equipment properly. Dräger provides courses which

Learning how to use safety equipment properly is very important.

cover both theory and hands-on use of equipment in practical applications as well as testing, maintenance and troubleshooting. The training is given by experts from their field who are in most cases accredited by the authorities.

Total-Care Service

Service and maintenance are also of great importance to ensure safety on board. Due to the advanced development of Dräger’s products, the frequency of checking them decreases considerably.

To provide optimal service, Dräger has a continuous working schedule. The field service engineers are fully equipped to help

with all portable firefighting equipment, fire suppression, smoke detection and gas detection systems. These services are carried out on board wherever possible.

If equipment requires repair, refilling or hydrostatic pressure testing, or if computerised diagnostic equipment is required, the equipment will either be transported to the workshop or serviced on site in Dräger’s mobile container workshop.

Of course, adequate exchange equipment is provided wherever possible to ensure the safety on board during the service period. i. www.draeger-mo.com

In order to abide by SOLAS rules, reliable safety equipment for firefighting, rescue and safety (FRS) on board is necessary. www.s h i p b u i l d i n g -industr y.eu

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ship report

GEoSEa’S NEwEST SElf-ProPEllED DP2 JaCk-UP VESSEl GETS STraIGhT DowN To work

Apollo afTEr DElIVEry oN 9 aUGUST, ThE PIoNEErING NEw JaCkUP VESSEl aPollo SaIlED To VlISSINGEN, ThE NEThErlaNDS To MobIlISE for ITS fIrST aSSIGNMENTS, INClUDING a DECoMMISSIoNING ProJECT IN ThE NorTh SEa.

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pollo, constructed by Uljanik Shipyard, will join GeoSea’s current fleet of DP-class, self-propelled jack-ups. It is the first platform built at the Croatian shipyard and the first of its kind built in Croatia.

It will mainly be deployed by DEME Group’s subsidiary EverSea to provide services to the oil and gas industry and will also be used in the offshore wind industry.

The versatile vessel is based on the GustoMSC NG-5500X design and is the first of its kind. The vessel is intended for various operations on all the world’s seas. There will be particular focus on the installation and decommissioning of platform facilities, but it will also be deployed for wind turbine installation and heavy load transportation and assembly. It can be used as an accommodation platform as well.

The platform is 89.32m long, 42m wide and 8m high, and offers accommodation for 90 people. The vessel

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ship report

The DP2 Jack-Up Vessel Apollo has extremely long lattice legs.

Photo courtesy of DEME Group

operational charters. Other features include good manoeuvrability (DP-2), diagonal preloading, a transit speed of up to 8 knots, and added safety and accuracy when using the variable-frequency, drive-controlled jacking system. This VDS Rack & Pinion jacking system provides controlled ramp-up/ramp-down manoeuvres, speed and torque control, for frequent, fast and secure jacking operations.

Long Lattice Legs Photo courtesy of DEME Group

has a large, spacious 2,000m² deck, which is free of obstacles and has a load-carrying capacity of 15t/m². Apollo is fitted with four ABC 2,688kW and two ABC 1,512kW engines. With a deadweight of 5,196t, the platform is able to reach a maximum speed of 11.92 knots.

The light drilling cantilever features an X-Y skidding system providing a large drilling envelope of 18.3m x 7.9m. Additional deck space can also be created as the entire cantilever and drill floor structure is raised above the main deck by around 3.6m.

The unit can remain offshore when adverse weather conditions occur, resulting in more workable days, improved efficiency and reduced non-productive hours during

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The new build features extremely long, 106.8m lattice legs. These allow the vessel to jack-up in water depths up to 70m. The design, construction and technological performance of the legs were among the key reasons why DEME chose Uljanik to build this vessel, who rounded up a special team to complete this challenging part of the jack-up.

Another main feature is the leg-encirclingcrane (LEC), designed by TTS NMF, that revolves around each leg. The LEC has the capacity to lift 800t at 25m outreach and more than 120t at 85m outreach. There is also an auxiliary hoist hub of 30t capacity at 92m outreach. Lifting height above deck is 120m and the crane boasts safe deck operation and high hoisting, luffing and slewing speeds. The crane’s power house and platform were built in Hamburg while the boom, mast and foundation base were built under supervision at Uljanik.

Final Outfitting

Apollo will undergo some final outfitting and will be mobilised for her first assignments in Vlissingen. One of these includes the decommissioning of the Q1 HALFWEG unmanned gas platform in the Dutch Sector of the North Sea, ordered by Petrogas E&P Netherlands.

The scope of work comprises the Engineering, Preparation, Removal and Disposal (EPRD) of the 500t topside, including the four foundation legs. The topside will be removed and transported to shore by Apollo. Engineering works are already underway, and the actual removal work is scheduled to take place at the end of this year. i. www.deme-group.com/geosea i. www.uljanik.hr

SPECS Length Breath Free deck space Overall leg length Max leg length under hull Water depth Minimum draft Maximum draft

87.5m 42m 2,000m2 107.0m ± 89.0m 70.0m 5.2m 7m

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dredging vessels & equipment

Switching FuelS and cleaning exhauSt gaSeS

Green Dredging with Stricter limitS on emiSSionS being enForced by the international maritime OrganizatiOn (iMO) and Other regulatOry obligations being set by various regional authorities in the united States and europe, the dredging industry is having to turn ‘greener’.

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hen it comes to dredging vessels, there are a number of options available to make them more environmentally friendly, including switching to natural gas and making exhaust gases cleaner.

LNG-Driven

the most popular choice in dredging today is to lower emissions by switching to low-sulphur fuels or fuel distillates, such as biodiesel, liquefied natural gas (lng), and liquefied petroleum gas (lPg). this has a number of advantages: for the same power, less greenhouse gas CO2 is emitted, and emissions of some contaminants such as nOx and SOx are lower compared to a diesel engine running on fuel oil. lng is being especially promoted as the most environmentally friendly option, but this is quite challenging to integrate into a dredger. the natural gas requires three times the storage volume compared to diesel and it is not available everywhere. therefore, dual-fuel engines are gaining in popularity. With the possibility of operating on both diesel and lng, dual-fuel provides more design flexibility and the ability to operate even in areas where lng is not yet obtainable.

Dual-Fuel Vessels

in december 2016, Minerva, the very first lng-powered trailer suction hopper dredger (tShd), was launched by deMe at royal ihC’s shipyard in Kinderdijk, the netherlands. Minerva is equipped with dual-fuel engines and is capable of operating in full lng mode. the vessel has a green Passport and a Clean design notation, and is “an important milestone for the dredging industry,” according to arjan Klijnsoon, ihC’s executive director of Shipbuilding.

Since then, more dual-fuel dredging vessels complying with, and even exceeding, the strictest international emission requirements have been ordered. ihC is, for example, currently

>> Photo courtesy of DEME Group

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dredging vessels & equipment

Minerva, the very first LNG-powered trailer suction hopper dredger at work.

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dredgIng Vessels & equIpment The TSHD Samuel de Champlain was converted from a dieselelectric propulsion system to dual-fuel.

Photo courtesy of Damen Shipyards

Image courtesy of DEME Group

Royal IHC is working on Spartacus, the first dual-fuel cutter suction dredger.

working on Spartacus, the first dual-fuel cutter suction dredger, which will be delivered to DEME in summer 2019. Earlier this year, the Atlantic Port of Bordeaux, EIG Dragages Ports and the Socarenam shipyard signed a contract to build the first dual-fuel water-injection dredger in France.

This dredger, to be called L’Ostrea, will be fitted with dual-fuel engines, burning on LNG and Marine Light Diesel, combined with electric diesel propulsion. Compared to diesel, natural gas emits 25% less carbon dioxide, 80% less nitrogen oxide and almost

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no sulphur dioxide or particulate matter.

Van Oord recently ordered two TSHDs that will be built and fitted with an LNG installation at the Keppel Singmarine shipyard in Singapore. The dredgers with a hopper capacity of 10,500m3 will replace two existing vessels and are fine examples of Van Oord’s ambitions regarding sustainability, making their fleet more economical and energy efficient.

COO at Van Oord Paul Verheul says, “‘These state-of-the-art vessels will boost the midclass section of our fleet of trailing suction hopper dredgers. Last month, we launched our first LNG-powered crane vessel. By investing in these two hoppers, we will be gaining more experience of using LNG as an alternative fuel in this category of dredging equipment.”

The new builds are designed in-house in cooperation with DEKC Maritime, with special attention to the vessels’ energy efficiency. The vessels will be fitted with dual-fuel engines and include several features that will reduce fuel consumption, and consequently carbon emissions, even further. Both will qualify as Tier III vessels (IMO emission standards) and obtain a Green Passport and Clean Ship notation. The two dredgers are expected to be completed end of 2020 and halfway 2021 respectively.

Changing to LNG

To promote LNG propulsion even further in short-sea vessels operating along the European Atlantic coast, a special EUsupported initiative exists that is subsidiary of the European Commission’s Innovation and Networks Executive Agency (INEA) via its Connecting Europe Facility programme.

Part of this initiative is the conversion of the TSHD Samuel de Champlain that arrived last May at Damen Shiprepair Dunkerque.

The conversion of the Samuel de Champlain included the changing of the current dieselelectric propulsion system to a dual-fuel capability combining MGO and LNG,with the installation of onboard LNG storage facilities in a new section of the hull.

Jean-Pierre Guellec, CEO at EIG DragagesPorts, the owner of the vessel, is proud to point out that this is just the first of such a conversion in their fleet and the very first of its kind in Europe.

Adding Exhaust Gas Treatment

Jan De Nul Group has taken a different route and chosen to maintain the use of heavy fuel oil (HFO), but to combine this with exhaust-gas treatment systems. While LNG has proven popular with the other operators, studies carried out by Jan De Nul concluded that the application of exhaust-

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dredging vessels & equipment gas-treatment techniques would give its fleet more advantages than the use of natural gas. this is mostly due to the important environmental and operational downsides of lng which are now becoming more apparent. the group’s studies have also shown that the lng installation itself is more expensive and, furthermore, this option takes up much more space on board a dredger because of safety regulations and the lower energy density of lng. this means that larger tanks are needed compared to those that would house hFO. Jan de nul group has ordered six ultra-low emission Vessels (uleVs), the first of which was recently launched (read more about this on page 30). although burning cleaner fuels does help with reducing some individual pollutant levels, exhaust-gas treatment systems (often known as scrubbers) also reduce pollutant emissions. Primarily in combination with a selective catalytic reducer (SCr), sulphur oxides are removed from the engine and boiler exhaust gases, and nOx is converted into diatomic nitrogen (n2) and water.

Such a SCr will be implemented in a new, environmentally friendly marine dredger for Cemex uK, currently being built at damen Shipyards galati, in romania. Wärtsilä, whose nOr SCr system has just recently been awarded the ePa tier iii certification, will prepare the engines to be ready for use with selective catalytic reduction (SCr) technology to reduce emissions, making the vessel compliant with the iMO’s tier iii regulations.

dredging company Baggerbedrijf de Boer (internationally known as dutch dredging) has also adopted the SCr system on Peter, the world’s most sustainable bed-leveller, built by hoekman Shipbuilding in urk, the netherlands, and delivered last June. the 22.4m-long vessel is equipped with two 550hp Scania main engines with aftertreatment systems to clean the exhaust gases. “We installed a selective catalytic reduction system in the exhaust that converts nitrogen oxides into water vapour and nitrogen. We have also installed diesel particulate filters to reduce soot emissions. this means we can now cater for the increasing demand from clients for lowemission vessels,” John nieuwenhuijse, Manager of new Building at Baggerbedrijf de Boer, elaborates.

Photo courtesy of Damen Shipyards

With the installation of these systems, the dredging company is taking pre-emptive measures to comply with the legislation that iMO tier iii and Stage V will make compulsory in 2019 and 2020 respectively. next to dual-fuel and SrC systems, the dredger industry is also investing in other environmentally friendly innovations. the newly built Spartacus, for example, will have a waste-heat recovery system that converts heat from the exhaust gases to electrical energy. it is possible that dredging vessels will follow shipbuilding trends towards more electrically driven options. these efforts being made by the dredging sector to become increasingly green are a source of keen interest on a global scale, with all eyes open for further developments.

Artist’s impression of the new Marine dredger for Cemex UK currently being built at Damen Shipyards Galati.

By adopting a SCR system, Peter is the most sustainable bed-leveller today.

Photo courtesy of Klaas Kramer

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DREDGING VESSELS & EQUIPMENT

Jan De nulâ&#x20AC;&#x2122;s newly DevelopeD

Ultra-Low Emission Vessels

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DREDGING VESSELS & EQUIPMENT

WiTH THE LAUNCH OF THE 3,500M³ TRAiLiNG SUCTiON HOPPER DREDGER (TSHD) DIOGO CãO aND THE kEEL-LayING CEREmONy FOR ONE OF TWO 6,000m3 TSHDs, several milestones have been reached in the development of six new Ultra-Low Emission Vessels (ULEVs) designed and ordered by Jan De Nul Group.

All photos COURTESy OF JaN DE NUL GROUP

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With the launch of Diogo Cão, a milestone has been reached in the development of six new ULEVs designed and ordered by Jan De Nul Group.

he ULEVs will run on diesel and will be equipped with an exhaust-gas aftertreatment system. They are designed to meet current European standards for SOx discharge with the use of readily available low-sulphur fuels.

With these ULEVs, Jan De Nul wishes to go even further and also reduce the emission of particulate matter, to be ready for the 1 January 2020 implementation of the new EU regulation for inland waterway vessels, known as EURO Stage V. Michel Deruyck, Fuel Coordinator at Jan De Nul Group states, “We focus on the impact that maritime transport and port development has on public health and ambient air quality. During the design phase of the new dredger, we looked at various different options and technologies, with the goal of maximising reduction in pollution or totally eliminating it, and preparing for the stricter European land and inland waterways emission regulations Stage V.” “With the world’s first EURO Stage V dredgers, which will be highly fuelefficient, reliable, versatile and productive, we are delighted to be leading the way in compliance with the most stringent global emission limits,” continues Robby De Backer, Director of Newbuilding at Jan De Nul Group. “Their use will enable dredging projects to be completed with the lowest levels of emissions to date.”

Catalytic Filtering Technique

The concept will be applied to five ultralow-emission TSHD, that are being newly built: three small ones with a capacity of 3,500m³ and two medium-sized, with a capacity of 6,000m³. A sixth vessel, with a capacity of 18,000m³, will be built as a

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so-called ‘ULEV-ready’ dredger.

The six vessels will be diesel-electrical powered, with engines allowing optimal use of generated power but with low fuel consumption and emissions. This is exceptional, especially for a hopper dredger as large as the 18,000m3 vessel.

All main drives, including the main propellers, are electrically driven via frequency converters. This means that each system can operate at its optimal speed and power. Power is generated by means of three diesel generator sets; a control system automatically starts and stops the sets depending on the power requirement, and by means of asymmetric load-sharing, the load is optimally distributed over the diesel generator sets. All these measures result in a reduction in fuel-oil consumption and emissions.

In addition, the vessels are equipped with exhaust-gas-treatment systems in order to further reduce harmful emissions. The ultra-low-emission vessels will operate with normally available ultra-low-sulphur gasoil, with the exhaust gas treated in two stages by means of a Selective Catalytic Reduction (SCR) system, and a Diesel Particulate Filter (DPF). The SCR system lowers NOx to achieve EU Stage V levels for inland waterways.

The second-stage DPF removes particulates from the exhaust, also down to the levels that will be required by EU Stage V. Eliminating black carbon emissions with the DPF significantly reduces the climate impact of these vessels. This ensures that the vessels will be equivalent to, or even greener than, dredgers using LNG as fuel. By using normally available fuels instead of the scarcely available LNG, however,

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OUR EXPERIENCE • YOUR SOLUTION

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8 15:32

DREDGING VESSELS & EQUIPMENT The construction of the three 3,500m³ hopper dredgers at the Keppel Nantong shipyard in China is going according to plan.

these lower emissions can be achieved worldwide, and on a continual basis.

The technology chosen by Jan De Nul Group is based on the Swiss example of filtering exhaust gases in the tunnelling industry.

“Since the 1990s, the tunnelling industry has used exhaust gas filtration on vehicle and heavy-duty machinery emissions to provide clean, breathable air for workers tunnelling under the Alps,” says Mr Deruyck.

“Today, we are applying the same filtering techniques to our new vessels, and by accounting for particle numbers, we obtain a 99% filtration efficiency and detoxification by catalysis.”

The construction of the three TSHDs with a capacity of 3,500m³ at the Keppel Nantong shipyard in China, a subsidiary of Keppel Offshore & Marine, is going according to plan. The first unit in this series, Afonso de Albuquerque, will be delivered in September, with the second vessel slated for delivery in December and the last one in February 2019.

The 6,000m³ vessels will also be built by Keppel, but at its Singapore yard for delivery in 2019. The 18,000m³ hopper dredger will be built in China by COSCO and is estimated to be delivered in 2020. i. www.jandenul.com

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The design of the Diogo Cão combines a shallow draught with high manoeuvrability, making it very suitable for working in confined areas.

SPECS Hopper capacity Deadweight Length oa Breadth Draught loaded Max dredging depth Suction pipe diameter Speed Pump power (trailing) Pump power (discharging) Propulsion power Total installed diesel power Accommodation

3,500m3 ULEVs 3,500m³ 5,500t 89.3m 22.0m 5.5m 27.6m 800mm 11.3 knots 1,250kW 3,000kW 2 x 1,100kW 5,510kW 16 persons

6,000m3 ULEVs 6,000m³ 9,880t 111.7m 24.6m 7.0m 35m 1,000mm 12.5 knots 1,500kW 4,000kW 2 x 2,150kW 7,700kW 16 persons

18,000m3 ULEVs 18,000m³ 30,000t 166.1m 36.0m 9.75m 86.0m 1,200mm 15.5 knots 3,400kW 14,000kW 2 x 7,500kW 22,540kW 32 persons

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ship repair, refit & maintenance

Standard FKM seal materials are not compatible with biodegradable oils when water is involved.

Photo courtesy of Freudenberg Sealing Technologies

Resistant FKM Materials for Marine Propulsion The reViSed VeSSel General PermiT (VGP) iSSUed in 2013 by The US enVironmenTal ProTecTion aGency caUSed a major STir in ShiPPinG. The reqUired USe oF enVironmenTally accePTable lUbricanTS (eal’S) became – and STill iS – a maTerial TechnoloGy iSSUe For conventional seals. classic FKm materials utilised in marine underwater drives at the oil-water interface are attacked by environmentally-friendly oils and are quickly destroyed. Freudenberg Sealing Technologies (FST) has developed a series of materials which are resistant to biodegradable lubricants and that are suitable for a wide range of applications.

Words by robin moeller, Global bUSineSS deVeloPmenT manaGer heaVy indUSTry SecTor aT FreUdenberG SealinG TechnoloGieS Gmbh

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tandard FKM seal materials are not compatible with biodegradable oils when water is involved. They swell up, eventually become porous, and quickly lose their sealing effect. This problem currently affects the shipping industry in particular.

The VGP stipulates that merchant vessels of 24m or longer are only allowed to enter a US port if they use biodegradable, and thus environmentally-acceptable, lubricants. The reason for this provision is that even during normal ship operation, small quantities of oil escape into the water via the oil-water interface of the drive, which in the case of normal mineral oils cause far-reaching environmental pollution. FST has therefore, in cooperation with in-house specialist

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ship repair, refit & maintenance

Klüber lubrication, developed a range of sealing materials that are not only resistant to the new ester-based lubricants, but also meet the high demands of the marine industry.

Seals for Biodegradable Lubricants

ester-based biodegradable lubricants decompose when exposed to water. This process is catalysed by high temperatures caused by high operating pressures and/or high circumferential speeds of the drive shaft. even a small amount of water in the lubricant is sufficient to form free radicals that react with standard sealing materials and cause the seals to swell in a very short time, so that they can no longer function properly. however, where the drive shaft is guided out of the ship’s hull or engine housing, at the so-called oil-water interface, such unfavourable conditions cannot be avoided. during immersion tests in biodegradable ester-based oil and water at normal test temperatures of 800c, bioFKm materials developed by FST show a high resistance to the reaction products of ester hydrolysis.

The 2.5% increase in volume due to physical equilibrium swelling in a commercially

Even a small amount of water in the lubricant is sufficient to form free radicals that react with standard sealing materials and cause the seals to swell in a very short time. available eal is comparatively low and is finalised after 28 days. Since no further chemical reactions occur through decomposition products, the physical properties remain stable over the service life of several years, which is usually required in shipping. in contrast, standard FKm materials already show a volume increase of more than 25% after 28 days (See figure1). even after that period, there is no balance and the volume continues to increase. a premature failure of a seal made of such a material is inevitable.

The efficient long-term performance of the durable materials developed provides an answer to the high demands placed on the service life of seals in shipping. These materials are currently used in special rotary shaft seals and specific products such as the merkel radiamatic r35 radial shaft seal from FST, which has already proven itself in numerous applications with special requirements. a reliable lifetime gives ship operators planning security and also prevents expensive dock visits and unplanned downtime that would otherwise be unavoidable if the seal failed prematurely.

Conclusion

With its bioFKm versions, Freudenberg Sealing Technologies offers materials that are permanently suitable for use at high circumferential speeds and temperatures in conjunction with biodegradable lubricants.

These materials are therefore particularly suitable for the upper performance range, in which classic sealing materials fail after a short time due to their swelling behaviour. i. www.fst.com

Figure 1: Volume changes of different sealing materials in bio-oil with/without water content at 80°C and 130°C.

Standard FKM in Oil + Water at 80˚C Standard FKM in Oil at 130˚C BioFKM in Oil + Water at 80˚C BioFKM in Oil at 130˚C

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FOCUS ON THE NETHERLANDS From left to right: Remco van Vught, Tugs Project Manager at Damen Shipyards, Andre de Bie, Manager Standardisation Tugs at Damen Shipyards, Jaap Gebraad, R&D Director at SEA Europe, Peter Crawley, Policy Officer Surface Transport at European Commission DG RTD, Roel de Graaf, Managing Director at Netherlands Maritime Technology, Jean-Francois Aguinaga, Head of Unit Surface Transport at European Commission DG RTD, Harriët Slager, Senior Manager EU Government Affairs at NMT Brussels Office, Rodrigo Chanes, Policy Officer Resource Efficiency and Raw Materials at European Commission DG GROW, Peter van Terwisga, Research Director at Damen Shipyards Group.

The Netherlands and the EU WHy THE TWO NEED EACH OTHER

WITH COMPETITION bEING fIERCE, DUTCH SHIPyARDS AND MARITIME EqUIPMENT SUPPlIERS MUST kEEP ON DEvElOPING AND INNOvATING WITHIN THE SHIPbUIlDING INDUSTRy. WITH A lITTlE SUPPORT fROM THE EUROPEAN Union to develop innovative and efficient concepts, Dutch shipyards and other European shipyards can maintain their world-leading-position by working together.

All photos COURTESy Of TIjMEN kIElEN/NETHERlANDS MARITIME TECHNOlOGy ASSOCIATION

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n July, during the visit of the European Commission (EC) delegation from DG RTD and DG GROW, the Dutch Maritime Technology sector demonstrated the importance of research and development for its global competitiveness, and underlined the importance of the financial support from the EU H2020 Research & Innovation Programme. The visit was a combined effort of the Netherlands Maritime Technology Association, SEA Europe and the Waterborne Technology Platform.

“There has never been a more important time to invest in research and innovation.

Our global competitors are becoming increasingly sophisticated and new technologies are offering potential solutions

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FOCUS ON THE NETHERLANDS to the global challenge of decarbonising shipping by at least 50% by 2050,” says Jean-Francois Aguinaga, Head of Unit Surface Transport at DG RTD. “Innovation is the reason we still exist,” states Roel de Graaf, Managing Director at Netherlands Maritime Technology (NMT).

“We are constantly working towards the use of cleaner, safer and more secure, sustainable and efficient vessels and platforms in maritime transport, inland navigation and the blue economy.”

“Our members are developing the key technologies which are essential for the implementation of the European Social Agenda,” Mr de Graaf adds. Especially the strict regulations regarding greenhouse-gas emissions call for more research and innovation.

Horizon 2020

The EC recently proposed a research, development and innovation budget of EUR 100 billion. Horizon Europe, the successor to the current Horizon2020 programme, will tackle the challenges facing transport, including waterborne transport, within a single cluster combining mobility, climate and energy. This combination will facilitate new partnerships which are very relevant to shipping; ship power demands, for instance, are similar to those from some onshore power generation facilities.

Mr de Graaf explains, “The EU RD&I funds enable the maritime technology sector in Europe, including the Netherlands, to reach the ambitious goals set by the EC or set internationally.”

“The research and innovation supported by Europe plays an important role in maintaining our technological lead”, adds

The EC delegation started off with a visit to the Damen Shipyards RSD Tug 2513 in Rotterdam.

Christophe Tytgat, Secretary General of SEA Europe. Henk Prins, Chairman of the European Waterborne Technology Platform, adds, “It is very important for Europe and its maritime technology sector to have a solid financial framework that stimulates the research, development and innovation which is fundamental to Europe’s technology-based competitive advantage.”

Funding the Netherlands

That framework comes with some challenges. The application procedure, for example, needs simplification, and, in some cases, this must be repeated every two years.

The EC also pledges a more competitive approach in the allocation of funding for projects under the current CEF programme, in which the Port of Rotterdam stresses the importance of a careful application, since many projects encounter delays due to

(unforeseeable) external factors that may cause them to lose the funding.

Furthermore, the sector is required to develop new concepts to keep itself competitive in the fields of design and building value-added and highly specialised vessels.

However, as Jean-Francois Aguinaga, Head of Unit Surface Transport at DG RTD says, “The Dutch maritime industry is an excellent example of a global competitive advantage achieved by European high technology underpinned by research and innovation.”

Recently, the INEA (Innovation & Networks Executive Agency of the European Commission) put their signature on the Grant Agreement of the New, Advanced and Value-added Innovative Ships (NAVAIS) research project. This project for the European shipbuilding industry will be coordinated by Damen Shipyards in collaboration with Netherlands Maritime Technology Association.

Through the Horizon 2020 initiative, the EC will invest a total of EUR 6.5 million in NAVAIS over a period of four years. The aim of the research is to improve efficiency in design and flexibility in production networks.

Furthermore, NAVAIS will support the transfer from an engineered-to-order business model to an assemble-to-order business model, which will allow shorter process lead-times, consistent quality, reduced design and production costs and better integration of the SME supply chain, thereby increasing the competitiveness of the European shipbuilding industry. i. www.maritimetechnology.nl

The RSD Tug is an important milestone in the H2020 transport project LeanShips, supporting developments for more efficient and less polluting ships.

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Ship DeSign, ConStr uCtion & innovation

Joining Forces In SIngle MarIne acceSS SolutIonS DaMen’S next generatIon oF FaSt creW SupplIerS not only repreSentS a Major InveStMent In technIcal reSearch anD DevelopMent, but rIght FroM its earliest stages it has also been underpinned by an exceptional level of cross-industry consultation and brain-storming. The objective: to create a new class of vessel that aims to deliver a long-awaited paradigm shift in offshore logistics.

All photos courteSy oF DaMen ShIpyarDS group

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he newly designed 70m FcS 7011 represents a quantum leap forward in terms of size, speed and capability. the new FcS features a long and narrow hull. the Sea axe bow shape allows the vessel to reach high speeds through waves and, at the same time, reduces any uncomfortable slamming that might occur during high speed transits.

After an intensive design and modelling process, the final adjustments to the design were made after multiple tank tests with a 1:25 scale model at the

Delft University of Technology. Long-standing partner Metal Shark is licensed to build the vessels for the USA market at its yard in Louisiana.

Development of the new FCS 7011

With the development of the FcS, Damen had two main points of focus: • The increasing distance from the shore of offshore operations around the world.

• The sea conditions in which these operations take place.

A single solution for safe and efficient personnel transfer.

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Ship DeSign, ConS tr uCtion & innovation

Testing the Ampelmann system combined with VEEM stabilisers resulted in a roll reduction of 35% to 40%.

Working with leading maritime research organisations including MARIN, TNO and the Delft Technical University (TUD), Damen undertook detailed studies of anti-rolling measures and marine access workability.

The DP2-classed vessels will be fitted with a ride control system to manage dynamic stability when in transit. they have been designed to operate with the ampelmann L-type motion-compensated gangway and VEEM gyro-stabilisers to provide a safe, reliable and high-capacity transfer.

“The system is designed to anticipate wave motion, resulting in increased safety, comfort and up-time. The interior is designed to offer the highest comfort and allow for work or rest during the transit phase,” comments robin Segaar, Sales Manager at Damen Shipyards.

The first vessel in the series is currently in production. The design and integration of the ampelmann gangway has already been completed at the shipyard. Attention was given to the gyroscope application for enhanced safety and comfort during stationary transfer operations. Recently, a Marine access event was hosted in the netherlands by Damen Shipyards group along with ampelmann and veeM. “this event follows the successful operation of a Damen FCS 5009 equipped with an

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Eneco’s Princess Amalia Offshore windfarm.

Ampelmann L-type and our development work on the FCS 7011, which is progressing well,” adds David Stibbe, Damen Business Development Manage at Damen Shipyards.

Sea Trials

over two days, delegates from both the offshore renewables and non-renewables

industries had the opportunity to sail from Ijmuiden in the netherlands to experience the latest in marine access solutions: a combination of VEEM gyro stabilisers, the latest Ampelmann L-type gangway system and a Damen FCS 5009.

The demonstrations took place on board a Damen Fast Crew Supplier 5009 fitted with

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Ship DeSign, ConS tr uCtion & innovation two VEEM VG 260SD gyro stabilisers and an Ampelmann L-type gangway. The attendees from Europe, the Middle East, South America and Africa went on the sea trials to experience at first hand the L-type gangway being connected to a wind turbine at Eneco’s Princess Amalia offshore windfarm.

VEEM Chairman Brad Miocevich, who attended the trials, comments, “The performance of the VG 260 SDs was absolutely as predicted and exceeded Damen’s expectations. It was impressive to see the new Damen/Ampelmann/VEEM combination working so seamlessly.”

“To be able to demonstrate the capabilities of the Ampelmann L-type system in combination with the FCS 5009 and VEEM’s gyro stabilisers was extremely important. It clearly showed the importance of partnerships when it comes to delivering a single solution for safe and efficient personnel transfer. It was great to see that industry peers had travelled from near and far to join us for this event,” Crew Change Market Manager at Ampelmann Wiebe Jan Emsbroek adds.

Roll Reduction

The L-type system is able to transfer crew between small, non-DP vessels and offshore structures in wave heights of up to 2m. The gangway can be transported in an ISO 40ft container, controlled by a single operator, and, combined with VEEM gyro stabilisers, improves the safety and predictability of operations.

Furthermore, the amount of roll reduction can be specified for each individual application. These sea trials with the stabilisers have resulted in a roll reduction of 35% to 40%, combined with the faultless performance of the Ampelmann system.

With the bigger VG1000SD stabiliser for the new generation of FCS 7011, the achievable roll reduction, according to Mr Stibbe, will be up to 70% in significant wave heights of 2.5m.

Mr Stibbe states, “One of the many interesting features of the event was the demonstration of the gyro stabilisers being switched on and off at the push of a button.

This enabled guests to appreciate the positive effect they have on the vessel’s roll motion.”

“Gyrostablisers will become commonplace on new vessels in the marine industry once the advantages of the technology become widely known. Another great thing about VEEM gyros is that they can easily be retrofitted into older vessels with minimal engineering,” concludes Mr Miocevich.

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The latest Ampelmann L-type gangway system.

In September 2017, the first tests with an FCS 7011 scale model took place.

New Design, New Business Model

It is noteworthy that the technical features of the design are just one aspect of the development process. Damen has been consulting with companies across the offshore energy industry regarding its view of how logistics need to evolve within the sector.

Joining forces with almost every major supplier and purchaser of offshore personnel transfer services, Damen is working to develop a new and more sustainable business model for the sector.

Next to orders for the new generation vessels for the Gulf of Mexico and other major regions, Damen is expecting that new offshore projects – in which different logistical strategies can be evaluated from the very beginning – will be early adopters of the new class and the business model that goes with it. i. www.ampelmann.nl i. www.damen.com i. www.veem.com.au

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SAFETY, SUR VIVAL & TRAINING

IS THE MARITIME INDUSTRY PREPARED?

Cybersecurity Challenges

THE MARITIME INDUSTRY IS HEAVILY RELIANT ON ELECTRONIC COMMERCE (E-BUSINESS) IN MANY OF ITS DAILY BUSINESS TRANSACTIONS. WITH APPROXIMATELY 50,000 vessels at sea or in port at any one time, the industry is exposed to cyber-attack threats that can have severe repercussions.

WORDS BY PROFESSOR VIVIAN LOUIS FORBES, ASSOCIATE OF FUTURE DIRECTIONS INTERNATIONAL

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Safety, Survival & training

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n 2017, I.H.S. Fairplay conducted a maritime cybersecurity survey which found that many companies in the industry had experienced a cyber attack. The majority of the attacks were ransomware and phishing incidents.

These are possible because ship- and shorebased operations are cyber-connected.

Linking up shore-based and ship-based Information Technology (IT) systems can leave shipping companies highly susceptible to an attack. Attacks aren’t necessarily directed at the vessels; they can also be aimed at the company’s shore-based IT systems, and penetrate the vessel’s critical Operational Technology (OT) systems from there.

The Importance of Cybersecurity

Meeting of the Maritime Safety Committee at IMO.

When a cyber attack targets a manufacturing process or a logistics system and international shipping, the results can be exceptionally expensive. It is therefore essential to keep ship systems safe from such attacks and to ensure that supporting systems are robust.

Current IT defences are usually not sufficient to repel cyber attacks. Shipping companies have become increasingly reliant on the interconnectivity between IT and OT systems to automate operations on vessels.

The increased number of systems connected to the Internet has heightened the risk of cyber attacks, the effects of which can be devastating. Exactly how horrendous such an attack can be was witnessed by Maersk in June 2017, when the high-profile ‘notPetya’ ransomware attack on Maersk Shipping shocked the maritime world. In the attack, the company’s container shipping, oil tanker and tug boat operations were crippled by computer outages that allegedly slashed the company’s profits by up to EUR 257 million.

According to media reports, Chinese shipping company China Ocean Shipping (COSCO) also became a victim recently, on 25 July. The company’s network applications in the United States and elsewhere were affected and suffered failure. The company’s

ships were not affected, however, and continued operating normally.

Since those attacks, shipping companies have become increasingly concerned about the lack of effective security on their vessels.

Cybersecurity Regulations

The International Maritime Organization (IMO), which adopted the International Ship and Port Facility Security Code (ISPS Code) in 2002 (it entered into force in 2004), consulted its membership on what a maritime cybersecurity code should contain.

In 2016, interim cybersecurity risk management guidelines were issued. They were broad in content and, in hindsight, it may be argued, were not particularly maritime-specific.

In 2017, the Maritime Safety and Facilitation Committees of the IMO approved Guidelines (replacing the interim guidelines) on maritime cyber-risk management. In the guidelines, the IMO states: “Risk management has traditionally been focused on operations in the physical domain, but greater reliance on digitisation, integration, automation and network-based systems has created an increasing need for cyber-risk management in the shipping industry.”

The ISPS and International Safety Management Code (ISM) already infer how port and ship operators should undertake risk-management processes. Operators must at least be conscious of cyber risks and make cyber security an integral part of their processes. The Maritime Safety

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About the Author Dr Forbes is a Distinguished Research Fellow and Guest Professor at Wuhan University, China; an Adjunct Research Professor with the National Institute for South China Sea Studies and an Adjunct Professor at the University of Western Australia. He is affiliated at the professorial level with other institutions in Australia, China and Malaysia and has a merchant marine background.

Photo courtesy of IMO

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Safety, Sur vival & training

With approximately 50,000 vessels at sea or in port at any one time, the industry is exposed to cyber-attack threats that can have severe repercussions.

Photo courtesy of IMO

Photo courtesy of UK Hydrographic Office

IMO headquarters in London, UK.

Committee, at its 98th session in June 2017, adopted Resolution MSC.428(98) – Maritime Cyber Risk Management in Safety Management Systems. The resolution encourages administrations to ensure that cyber risks are appropriately addressed in existing safety management systems (as defined in the ISM code) no later than the first annual verification of the company’s Document of Compliance after 1 January 2021.

The IMO guidelines provide high-level recommendations on maritime cyber-risk management to safeguard shipping from current and emerging cyber threats and vulnerabilities and include functional elements that support effective cyber-risk

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management. The recommendations can be incorporated into existing risk-management processes and are complementary to the safety and security management practices already established by IMO. Still, the resolution encouraging administrations to ensure that cyber risks are appropriately addressed only requires this to be in place by 2021. Thus, the maritime industry, in mid-2018, still appears to be ill-equipped to deal with future challenges such as the cyber security of fully autonomous vessels, even though the existing ISM risk-management approach and ISPS Code risk assessment do allow for cyber risks to be covered already – as they refer to any risk or threat.

Adopting a Cybersecurity Stance Different countries are starting to adopt a cybersecurity stance. The General Data Protection Regulation (GDPR) for Europe came into effect on 25 May 2018, and the US, too, is putting policies into place. In Asia, a number of countries, in late-2017, were more actively talking about their own cybersecurity requirements. In the future, it is likely that all vessels will have to abide by certain cyber regulations as they sail the sea-lines of communication from port to port worldwide.

The Challenges for Cybersecurity

vessels, and the very different environments they operate in, is one of them. Another is the fact that many ships operate outdated and unsupported operating systems, which are the ones most prone to cyber attacks.

The users of maritime computer systems are in constant change. As a result, they are often unfamiliar with the systems they use, increasing the potential for cybersecurity incidents related to human error. Ships’ crews may also have little understanding of how different onboard systems interact with each other. And the maintenance of shipboard systems, including navigational systems, is often contracted out to a variety of third parties.

The linkage between onboard and onshore systems adds to the complexity, as many maritime companies stay in constant communication with their onshore offices.

The cybersecurity of the ship, then, is only as strong as the land-based infrastructure that it is connected to.

Historically, the sea has been one of the most important conduits of economic prosperity. Due to the inherent dangers of the maritime environment – maritime terrorism, trigger-happy hijackers and sea pirates, negligent mariners and, now, cybercriminals – the shipping industry must be more vigilant than ever if the global economy is to be sustained. i. www.futuredirections.org.au

There are several key issues that make cybersecurity particularly complex for the maritime industry. The different classes of

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dredging vessels & equipment

The newly delivered dredger DC Brugge will be used to load inland hopper barges and stock the depots of Group de Cloedt.

ConvErSIon oF a Cargo CoaSTEr InTo a HoppEr DrEDgEr

DC Brugge WITH THE rISIng DEmanD For SanD From THE SEa, group DE CloEDT IS upDaTIng ITS FlEET oF DrEDgErS anD HaS rECEnTly TakEn DElIvEry oF THE TraIlEr SuCTIon HoppEr DreDger (TSHD) DC Brugge.

All photos CourTESy oF kooIman marInE group

T

he TSHD, which is approximately 90m by 15m and has a hopper volume of 2,450m3, has replaced the 43-year-old Interballast 1 (1,680m3). The basis of the DC Brugge is the former cargo coaster DC Eems. The coaster has been converted and fitted with dredging equipment, as well as the hopper compartments, unloading facilities and a new deckhouse.

Loading & Unloading

The recovered granulate can be pumped via the suction tube at starboard and the inboard dredge pump into two hopper compartments. The dredger installation is fitted with a height-adjustable filter installation, enabling different sand qualities to be carefully sorted. The hoppers can be

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loaded and unloaded separately, enabling two different types of sand to be transported.

Discharging cargo is possible in three different ways: dry, wet, and by dumping.

For dry discharging, the vessel is equipped with a grab discharger installation and is able to unload the cargo via a side conveyor belt and a shore conveyor belt. The shore conveyor belt has a reach of approximately 30m outside the vessel.

For wet discharging, such as loading inland hopper barges, the vessel is equipped with a barge unloading installation. Dumping the cargo can be done through the hatches in the bottom. In both situations, the hopper content is first fluidised using a jet water system.

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dredging vessels & equipment

The new bridge offers an excellent view of the whole vessel.

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Two built-in telescopic spud poles have been installed. Compared to using anchors and mooring lines, these spud poles have the advantage of the dredger being at a fixed location and work can be carried out faster and far more safely. plus, the dredger can be moored at any location; it is not dependent on the availability of quays or mooring buoys.

The telescopic spud poles used during both wet unloading into inland hopper barges and dry unloading to shore will allow for fixating at a water depth up to 14m.

Most of the new equipment is powered by a hydraulic system. The sand pump and jet water pump are powered by diesel, with the diesel engine of the dredge pump also driving the hydraulic system.

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dredging vessels & equipment

A conversion on this scale has many features of a new build.

The basis of the DC Brugge is the former cargo coaster DC Eems.

dome cameras, and will further enhance the overall security aboard the vessel.

The Conversion Process

kooiman marine group was responsible for all the engineering and modifications of the vessel, in close collaboration with group de Cloedt. This included the exchange of existing structures and facilities. The interior and the electrical installations were designed and supplied by kooiman marine group subsidiaries: Kooiman Ship Interior and kooiman Ship Electric.

Further Modifications

The old deckhouse has been replaced by a brand-new superstructure with a wheelhouse in top, including a new interior, navigation equipment and a dredge monitoring and control system. The accommodation can now house an eightpeople crew and the new bridge is equipped with the latest nautical technology.

The wheelhouse and its systems are designed for ‘one-man bridge operations’.

The ship is fitted with an oil-skimming installation and the old television system has been replaced with a new CCTv system from Siqura. This system will assist during dredging operations and consists of a total of eight outdoor and indoor cameras and network equipment, including two marine

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kooiman marine group has many disciplines that can take care of major conversions.

Kooiman engineering is the coordinating centre, from the basic design through to completion and delivery. The short lines of communication between the design office, kooiman Ship Electric, kooiman Ship Interior, the CnC piping department and the machining factory allow any alteration to be communicated rapidly, and the effect on one system of a change to another is quickly understood. The single-level organisation with one contact person for the customer guarantees sufficient personal attention and the ability to adapt quickly. This also facilitates any design adjustments necessary during construction. a conversion on this scale has many features of a new build. At the same time, it comes complete with all the problems inherent to the adaptation of an existing situation.

Because new parts need to be connected to existing parts, it is not possible to plan every

single thing, and part of the work has to be determined during the execution of the works. For the best preparation, 3D measurements were made of the holds.

Kooiman engineering worked these out into 3D designs and drawings to ensure all new materials would fit.

Because of the short lines of communication, the critical points were quickly identified and eliminated, enabling a tight schedule to be maintained. Now the DC Brugge is ready for seagoing service. on 30 June, the DC Brugge was delivered to her owner at Scheepswerf gebr.

Kooiman BV in Zwijndrecht. She will be deployed in group De Cloedt’s granulate dredger fleet. The sailing area will mainly be the Western Scheldt and the Belgian and Dutch coasts. The vessel will be used to load inland hopper barges and stock the depots of group de Cloedt. i. www.kooimanmarinegroup.com

SPECS Length over all Length BPP Breadth mld Depth at 0.5l Draught int (Full summer) Draught dredge Draught min.

Hopper capp. fwd Hopper capp. aft Dredging depth

89.99m 84.95m 15.00m 8.20m 5,976m 6,520m 2,950m 1,200m3 1,200m3 30m

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ADIPEC 2018

THE GLOBAL OffSHOrE MEETING PLACE

ADIPEC 2018 IN NOvEMBEr, ABu DHABI wILL ONCE MOrE ExTEND ITS HOSPITALITy TO THE OIL AND GAS INDuSTry AT THE ABu DHABI INTErNATIONAL PETrOLEuM ExHIBITION AND CONfErENCE (ADIPEC).

O

ver the years, ADIPEC has grown to become one of the world’s leading and most influential events for the oil and gas industry. The ultramodern location will be larger than ever before, spanning 155,000m2, hosting 159 conference sessions and welcoming over 2,200 exhibitors, 980 expert speakers and more than 110,000 visitors from around the world. It is an excellent opportunity to meet up with existing clients and network with new ones, engage in dialogue with other oil and gas professionals, attend industry panels or ministerial sessions, create partnerships and identify new solutions.

ADIPEC 2018 is being organised under the patronage of His Highness Sheikh Khalifa Bin Zayed Al Nahyan, President of the UAE, and hosted by the Abu Dhabi National Oil Company (ADNOC). This year it will take place from 12 to 15 November, at the Abu Dhabi National Exhibition Centre (ADNEC).

Conference Programme

The ADIPEC conferences and technical sessions provide an ideal opportunity to sharpen one’s knowledge. Attendees can share best practices with over 80 Global CEOs from leading NOCs & IOCs and 980 Strategic and Technical Speakers across 159 conference sessions.

ADIPEC 2018 conference sessions include Offshore and Marine Global Business Leader Sessions plus a comprehensive technical programme. The strategic conference sessions will focus on strategies that can deliver continuing business success, with discussions on the most pressing topics

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facing the sector today. The technical panels will share practical and applied knowledge on technology ranging from exploration to the development and production of resources. There will also be a highly focused session on inclusion and diversification. returning special features are the ADIPEC Awards and young ADIPEC. Beyond the Conference Programme, CEOs convene at ADIPEC to do business. The setting offers conference delegates an opportunity not only to learn from the best, but also to grow their business and find new opportunities.

Offshore & Marine Exhibition and Conference

Offshore & Marine at ADIPEC has gained increasing interest with an expected record growth this year. Over the four days, this fourth edition of the event will welcome more than 15,000 professionals and house over 150 exhibiting companies, showcasing a wide range of offshore exhibits, including subsea drilling equipment, pipelines, tools for reservoir production and mapping products and services.

At the unique waterfront location in Hall 15, NOCs and IOCs meet with the owners and operators of work vessels, drilling rigs and all those involved in offshore marine services and supplies, from projects and logistics to maritime activity, security and safety. The range of operations engaged in offshore drilling or production platform support is substantial.

During the dedicated Offshore and Marine Conference, topics to be covered include: pipeline infrastructure and transportation,

Photo

shallow and deep-water exploration and production, oil-field developments and other relevant technological advances.

New in 2018 is the Commercial Dive Zone.

This specialist zone for the world’s subsea and offshore solution providers within Offshore & Marine will enable exhibitors to reach the right people to transform their business and boost their profitability. i. www.adipec.com

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ADIPEC 2018

Photo courtesy of ADIPEC

Facts & Figures When: 12-15 November 2018 Where: Abu Dhabi National Exhibition Centre • 110,000+ attendees • 980 expert speakers • 10,400+ conference delegates • 2,200 exhibiting companies • 155,000m2 exhibition space • 30 country pavilions Image courtesy of ADIPEC

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Safety, Sur vival & training

Get on Board No vessel operator is likely to achieve 100% cyber security, but understanding real-world bridge operatioNs caN help geNerate practical solutioNs. Words by nick Hollaway, tecHnical director at Northrop grummaN sperry mariNe

C

yber security is a complex problem, not least because of its ability to mutate and present new threats against which businesses must defend themselves. For shipping, the increasingly connected nature of assets that were previously remote is only serving to heighten the need for a robust cyber strategy. the level of awareness of shipboard cyber risks remains highly variable, ranging from safety-first operators in the tanker and

& tackle cyber risks

cruise-ship sectors to those whose practices are somewhat behind the curve. the easiest mistake to make in this matter is to say, “that doesn’t happen on board a vessel” and design a solution accordingly. having a service team that can say “it absolutely does happen, we see it all the time” means we are getting closer to providing the best possible cyber solution on board vessels. the anecdotal evidence from our service personnel is that the majority of electronic navigation chart data, which these days is received via satellite, is still transferred from the unregulated space back of bridge to the front of bridge by a usb stick. the inherent lack of security in this process has led some operators to reason that the way to remove this layer of vulnerability would be to connect the bridge to the wider network. bridge systems have traditionally been ‘air-gapped’ to the main network which has provided a degree of comfort, in

that the operational and information technology are separated.

More sophisticated hacking techniques mean this comfort may in reality be slim, but by connecting front and back of bridge networks directly, operators risk removing their main physical defence. drawing on the expertise of its parent company, Northrop grumman, sperry Marine’s solution is the secure Maritime gateway, which uses multiple firewalls and a ‘demilitarised zone’ as a staging post between front and back of bridge to ensure there is no direct connection between the navigation systems and the main ship network. the gateway is a key part of the technical defences available to vessel operators and can be certified to the iec’s 61162-460 standard for networking where additional safety and security is needed. i. www.sperrymarine.com

Photo courtesy of Northrop Grumman Sperry Marine

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PAINTING & COATING SYSTEMS

One of Caspian’s icebreakers during its scheduled drydock coating repair.

Photo courtesy of PPG

A Coating Solution for Icebreaker Vessels When sailing in ice-bound seas, a vessel faces arduous conditions Which demand effective protection of the hull. a coating that protects against the impact of ice abrasion and accretion is in this case a must. however, several challenges have to be overcome when it comes to maintenance of the vessel’s coating, especially when the area of operation lacks the latest technology.

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or this reason, vessel operator caspian offshore construction (coc) turned to ppg protective and marine coatings when they wanted a hi-spec coating for four of their ice-class offshore support vessels (osvs). they required a solution which was simple enough for local application and resilient enough for severe ice conditions. the challenge given to ppg was that, in planning the scheduled dry-dock coating repair for its icebreaking osvs, coc would not be able to use a twin-feed system, which is sometimes needed to apply the special coatings, since there is no shipyard located in this region of the caspian sea with this kind of pump.

Working directly with coc, ppg was able to propose a solution for the application of a suitable high-performance coating on four icebreakers, mangystau-1, mangystau-3, mangystau-4, mangystau-5, all of which regularly sail in heavy ice conditions.

Hi-Spec Coating

as ppg’s sigmashield 1200 coating is a single-layer application, the coating can be applied with standard equipment during the dry-dock stage, such as a cold, single-feed airless spray equipment, as opposed to the hot, twin-feed system coc previously specified. furthermore, the sigmashield 1200 coating

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PAINTING & COATING SYSTEMS

PPG Sigmashield 1200 has a proven track record in protecting ice-going vessels.

Working directly with COC, PPG was able to propose a solution for the application of a suitable high-performance coating on four icebreakers.

Photo courtesy of PPG

is able to provide optimal protection for these ice-going vessels. this has been borne out by a diving survey of the vessels after operation in icy conditions, as there was no damage to the coated vertical sides of the hulls as a result of ice impact. the sigmashield 1200 coating is based on a very hard filler composition, providing excellent anti-abrasion properties built on a

highly cross-linked phenolic epoxy technology, further extending the service life of the coating by greatly increasing the ‘creep resistance’. the possibility of applying the coating in winter conditions and its suitability for new builds, maintenance and repair applications, are some other key benefits of the sigmashield 1200 coating. also, the coating

is solvent-free, has no voc emissions and has been recognised by lloyd’s register as an abrasion-resistant ice coating and by aker as a low-friction surface coating for ice-breaking ships. coc was delighted by the performance of ppg sigmashield 1200, and its technical management commented, “once we carefully assessed ppg sigmashield 1200 and its use in similar situations, we were convinced that it would give our vessels the best protection.” i. www.ppg.com

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dredgIng Vessels & equI pment

Photo courtesy of HR Wallingford

Putting Dredging Optimisation in Focus DreDging often represents a significant part of the capital anD operational cost of maritime infrastructure, so optimisation is something that owners, operators, Developers anD contractors neeD to focus on.

words by Dr mark lee, DreDging group manager at hr wallingforD

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Dredging Optimalisation.indd 53

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n simple terms, dredging optimisation offers multiple benefits. It can identify, quantify and implement efficiency savings and reduce environmental impact. A winwin for the broader stakeholder groups.

Where to Optimise

Because of the significant costs associated with dredging and its highly technical nature, it can be difficult for owners and operators to see efficiency gains clearly, but optimisation opportunities can be identified at any stage of a project.

During the design stage, costs and the environmental footprint can be reduced by examining the navigational and operational requirements to minimise dredging volumes.

During tendering and construction, assessing the capability of the dredging plant and the way it is applied helps in maximising efficiency, whilst the preparation of a bespoke dredging contract package results in reduced costs, compliance with regulatory conditions and high-quality bids.

When optimising operations, selecting the best time of year for maintenance dredging with respect to infill, plant availability (cost), and operational need is important.

HR Wallingford has supported port operators and contractors in situations where dredging optimisation was vital to project success. The extent and depth of the dredged areas were optimised using navigation simulations and sedimentation modelling; tidal depth availability was assessed and historic sedimentation patterns analysed. Furthermore, on-site supervision has been provided on some of the worldâ&#x20AC;&#x2122;s largest dredging projects, where schedules and specifications have been met.

This approach can significantly reduce the dredged volume and improve dredging efficiency. HR Wallingford has realised savings of around EUR 3.5 million on individual projects for individual maintenance dredges, while maintaining a safely navigable port, and these savings are repeatable for future maintenance dredges. i. www.hrwallingford.com

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Visit www.fenderinnovations.nl for more information or contact us directly at info@fenderinnovations.nl

Kenz Figee is a global supplier and service provider of standard and customized offshore cranes and special equipment for the offshore energy market. Our decades of experience, focus on innovation and client requirements allow us to offer reliable equipment with competitive lifetime cycle costs.

OFFSHORE EQUIPMENT & SERVICES WWW.KENZ-FIGEE.COM 5 4 | S B I 2 0 1 8 | Volum e 12 | issue 5

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SHIP REPORT

The christening ceremony at Meyer Werft shipyard in Papenburg on 31 August included an amazing light show, fireworks and a live concert of DJ David Guetta.

Photo courtesy of AIDA Cruises/CHLietzmann

THE FIRST LNG-DRIVEN CRUISE SHIP CHRISTENED

AIDA nova ON 31 AUGUST, THE FIRST OF ROSTOCK-BASED CARNIVAL CORPORATION’S AIDA CRUISES’ NEW GENERATION WAS CHRISTENED AT MEYER WERFT SHIPYARD IN PAPENBURG. During an open-air ceremony, 25,000 spectators attended the naming of the world’s first cruise ship that can be powered by low-emission liquefied natural gas (LNG), with nearly zero emissions, both at sea and in port: AIDAnova.

I

t was the first christening of a cruise ship at Meyer Werft shipyard in Papenburg for more than 20 years. The festive christening ceremony included an amazing light show, fireworks and a live concert by DJ David Guetta.

The ship’s Godmother is not just one woman, but an entire family of four: Sonja and Asad Mirza and their children from Hanau.

“AIDAnova’s naming ceremony was a special event in a special place. We are delighted that we were able to stage the AIDA Open Air in Papenburg at the Meyer Werft shipyard, so that we could share our enthusiasm about our new ship with so many people. At the same time, this event was a thank-you to our partners, to the Meyer Werft shipyard, and to the many thousands of people who have helped make AIDAnova what is already the eighth AIDA cruise ship to be built on the Ems,” says AIDA President Felix Eichhorn.

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ship report

In September 2017, the first Floating Engine Room Unit (FERU) for AIDAnova was released into the water for the first time, at the Neptun shipyard in Rostock.

Photo courtesy of AIDA Cruises

AIDAnova’s Captain Becker and Godfamily Mirza.

Photo courtesy of AIDA Cruises/Ulrich Perrey

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Green Cruising

The cruise ship has a gross tonnage over 180,000, a length of 337m, a width of 42m, a maximum draught of 8.8m and features a ‘Green Cruising’ design. The vessel has been constructed in compliance with the regulations of the classification society RINA. Furthermore, AIDAnova is the world’s first cruise ship that has the capability to operate using 100% LNG both at sea and in port, thanks to four dual-fuel Caterpillar engines. By using LNG for power and reducing exhaust emissions, the cruise ship has a smaller carbon footprint.

In addition to pioneering the use of LNG for cruise ships, Carnival Corporation’s cruise lines, including AIDA Cruises, have been industry leaders in utilising exhaust-gas cleaning systems (EGCS) in the small confines of a cruise ship. AIDAnova is also outfitted with this system.

With its new generation, the cruise line is setting new standards for the future in

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ship report terms of eco-friendliness. “We are very proud to be driving forward this quantum leap in the area of environmental protection together with AIDA Cruises”, says Bernard Meyer, Director of Meyer Werft.

Floating Engine-Room Units

The dual-fuel engines have been installed on a 120m long, 42m wide and three-deck-tall floating engine room unit (FERU) constructed by Neptun Werft. A second FERU – also 120m long and 42m wide, but four-decks-tall – contains three LNG tanks of which two have a volume capacity of 1,550m3 each. The third and smaller tank has a volume capacity of approximately 520m3.

Innovative Design

The new build combines state-of-the-art technology with innovative design.

Successful features of the existing fleet have been improved and advanced. The themed experiences of the AIDAprima generation – such as the Theatrium, brewery, beach club and Four Elements – plus a range of completely new options, offer limitless leisure on the open seas.

With regard to amenities, entertainment and dining, a number of innovative designs have been incorporated. The vessel has the ability to carry up to 1,500 crew members and can accommodate up to 5,200 passengers in 2,600 cabins, which include 312 interior cabins, 198 ocean-view cabins, 1,655 balcony cabins and 31 suites, that offer up to 53m2 of living space.

The cruise ship further features a wellness area of around 3,500m2, an outdoor gym, a Penthouse Suite which extends over two decks, single staterooms, 17 restaurants and 23 bars.

Premiere Season

Shortly after the christening, AIDAnova embarked on her first voyage in the middle of September and headed for Eemshaven in the Netherlands. Once the ship has received its final fittings and has completed various sea trials, AIDAnova will be delivered by the Meyer Werft shipyard on 15 November in Bremerhaven.

Before her maiden voyage from Hamburg to the Canary Islands on 2 December this year, guests can experience the first cruise ship in the world that can be operated with LNG on exclusive premiere voyages.

In its premiere season, beginning in the middle of December, AIDAnova will depart on seven-day cruises to the Canary Islands and Madeira. With pleasant year-round

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Photo courtesy of Meyer Werft

AIDAnova touching water for the first time at Meyer Werft Papenburg on 21 August.

Photo courtesy of Meyer Werft

After the float out, AIDAnova was fitted with her mast and funnel cladding while berted at the shipyard’s outfitting pier.

temperatures, diverse landscapes, and short flight times, these are among the top destinations for German vacationers.

AIDA Cruises has invested in nine more ‘Green Cruising’ ships that are being constructed at Meyer Papenburg and Finland’s Meyer Turku between 2018 and 2025. These vessels will all be equipped with FERUs prefabricated at Neptun Werft.

First up is AIDAnova’s twin sister, set to be commissioned in the spring of 2021.

SPECS Length Wide Gross tonnage Passengers Crew Maximum draught Service Speed Classification Propulsion Main Engines

337m 42m 180,000gt 5,200 1,500 8.80m 23 knots RINA

4 x dual fuel Caterpillar engines

i. www.meyerwerft.de i. www.aida.de

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WWW.DEHOOP.NET

CREATIVITY

INNOVATION

CRAFTSMANSHIP SINCE 1889 Shipyard De Hoop concentrates on designing, engineering and building custom vessels, for both the inland and seagoing markets. The yard has all the core disciplines in house to provide clients with creative and innovative solutions, both in design and production.

De Hoop is committed to a customer-oriented, goal-based approach in which quality and flexibility are paramount.

Shipyard de Hoop ShipBuilding Industry issue 4 07-2018 DEF.indd 1

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CRAFTSMANSHIP

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PaInt & coatIng systems

A Polished, Environmentally Friendly Coating

Hulls coated with Intercept 8500 LPP are revealing excellent and, in some cases, exceptional in-service results.

Photo courtesy of AkzoNobel

Vessel operators like tributyltin (TBT) coaTings Because They Become polished aT a predicTaBle and linear raTe over Time. unfortunately, tbt has undesirable environmental side-effects. For this reason, akzonobel (formerly international paint) removed TBT from all of their coating products. They were the first marine coatings company to do so.

H

owever, operators missed that polished feel, so akzonobel brought together world-leading polymer scientists to work on coating formulations that could match the performance of TBT-based products. This resulted in the creation of coating intercept 8500 lpp.

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lpp stands for ‘linear polishing polymer’ and the unique combination of patented lubyon polymer technology, the self-polishing copolymer silyl methacrylate, and biocide components copper oxide and copper pyrithione have yielded spectacular foulingcontrol results across a range of ship types trading in different regions with a variety of fouling-risk challenges.

The coating’s performance is particularly suitable for voyages with a high fouling potential in regions such as the arabian gulf and south east asia. in patch tests, intercept 8500 lpp has compared very favourably with other biocidal technologies and a premium biocide-based competitors’ product. an example of exceptional performance by intercept 8500 lpp has yet to be seen when applied to the hulls of offshore supply vessels working in the high-fouling-risk waters of the arabian gulf and with relatively low activity.

one owner who had a test patch on his osv in the gulf says its performance was excellent despite the extreme fouling challenge encountered in the gulf and the low activity of this vessel. coating surveys have also been carried out on the hulls of various other ocean-going vessels, including tankers, cruise vessels, container ships and bulk carriers. a test patch on the hull of a 109,229dwt aframax tanker, for example, was found to be almost free of fouling after 20 months of operation between July 2015 and march 2017.

This was remarkable because the vessel had spent more than 60% of her time in waters with either a high or very high fouling risk, and she had also had spells of low activity in a weak tanker market. low activity or, even worse, idle time waiting for cargoes, substantially increases hull fouling rates. i. www.international-marine.com

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FOCUS ON THE NETHERLANDS

At a whopping 106.7m, Black Pearl, delivered by Dutch shipyard Oceanco, scoops the top spot for largest DynaRig sailing yacht in the world.

Photo courtesy of Oceanco

Oceanco’s 90m DAR won several awards including Yacht of the Year at Cannes and the Finest New Superyacht Award at the Monaco Yacht Show.

Photo courtesy of Oceanco

50m Home, the first FDHF yacht with hybrid propulsion built by Dutch yard Heesen Yachts.

Photo courtesy of Heesen Yachts

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FOCUS ON THE NETHERLANDS

the prominence of the dutch superyacht industry

Sailing Steady When focusing on the shipbuilding industry in the netherlands, the dutch superyacht sector cannot be left out. last year’s statistics show an ongoing growth, with the most visible sign of prominence being the launch of a steady stream of superyachts in the netherlands and even greater numbers expected next year.

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he industry’s statistics for 2017, released in May 2018, have been keenly anticipated by industry watchers around the world as the factual picture they provide of developments cuts through the commercial noise. The figures illustrate that the advantageous price/quality ratio offered by the dutch superyacht cluster is becoming ever more apparent. in essence, the dutch are selling more superyachts at a higher total value, while having also steadily increased their market share over the past five years. In 2017, the 21 deliveries of vessels over 30m were carried out by ten different yards. The superyachts concerned had a total value of EUR 1.19 billion, which translates into an average price of EUR 57 million per superyacht (an increase of almost 10%). It is also the highest total value recorded to date.

taken, with 22 being for motor yachts and one for a sailing yacht, meaning that there is much more to come in the years ahead. and let’s not forgot the enormous amount of equipment from expert dutch companies that is installed in superyachts built elsewhere around the world. the Netherlands also has the refit and maintenance infrastructure to match their leading superyacht building position.

“Our history makes the Dutch shipyards and suppliers understand that there is always a need to adapt to different markets while making no concessions to outstanding quality and constant service excellence. this is one of the reasons for our success,” states HISWA Holland Yachting Group Export director Jeroen sirag.

Rick van de Wetering, Director of Operations at heesen yachts, adds, “We operate in one of the most incredible markets, where no

client is ever the same. that means we have to bring all our experience, craftsmanship and innovation to the table if we are to meet – and hopefully exceed – their highest expectations.”

With the new yard that feadship is due to open in amsterdam next year, the netherlands will further strengthen their position within the superyacht industry.

“Other yards and suppliers are also in talks with the Port of Amsterdam as they look to enhance their presence in the dutch capital,” mr sirag says. “add in our plans to establish Amsterdam more firmly as a major destination for superyachts heading through northern Europe and the Baltic, and it is clear that holland as a country is more than ever living up to its reputation as the world’s yacht Valley.” i. www.hollandyachtinggroup.com

The Dutch Superyacht industry presenting at the Holland Pavilion during the Monaco Yacht Show.

Growing Dutch Market

The total global value of the 149 completed yachts over 30m in 2017 is EUR 4.08 billion, so with their share of EUR 1.19 billion, the Netherlands occupies a leading position in the superyacht industry with a global market share of roughly 30%. This is an increase of 7.6% on the 2016 figure.

21 superyachts were launched for owners around the world in 2017 and 23 new orders

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Photo Courtesy of the HISWA Holland Yachting Group

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ShIp DeSIgn, ConStr uCtIon & InnoVatIon

retrofit of a hull Vane on thémis to reduce fuel consumption

Getting Underwater Wings With the hydrodynamic upgrade of the french coastguard’s thémis, the first retrofitting on an OffshOre PatrOl Vessel (OPV) With a patented hull Vane has been achieVed. the underWater wing is specifically optimised for the OPV, which differs from the standard Cl52. the effects are very similar with a reduction in fuel consumption as result.

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ith a desire to reduce their fleet’s greenhouse gas emissions, the french Coastguard (affaires Maritimes) already sails less frequently and slower. “If we would do it more, we would need more vessels to carry out the same tasks,” technical superintendent of the affaires Maritimes.

Pascal Brantonne adds. they were therefore faced with a new challenge: to find technical solutions which significantly reduce their emissions. With the retrofit of a hull Vane on thémis, they have found one solution that helps.

Changing Waves

the added hull Vane is a fixed hydrofoil located below the stern of the vessel. It’s a type of wing or spoiler that reduces resistance, which, in turn, reduces fuel consumption. “It works by creating a lift force from the upward flow at the stern. this lift force is angled forward and therefore not only lifts the vessel, but also pushes it forward. the hull Vane also reduces the stern wave, which is a form of energy loss, which we try to minimise,” clarifies Bruno Bouckaert, sales Director of hull Vane BV.

The retrofit of Thémis with the Hull Vane.

Photo courtesy of CMN

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ShIp DeSIgn, ConS tr uCtIon & InnoVatIon

Photo courtesy of Hull Vane

Photo courtesy of Hull Vane

Wave profile at 15 knots without (left) and with the wing (right).

the influence of the foil can clearly be seen in the modification of the wake behind the vessel. the wave pattern generated by the vessel is caused by the energy needed by the propulsion engines. this pattern differs when the hull Vane is used, which implies a change in the energy needed. this change results in a decrease in fuel consumption and fewer emissions of greenhouse gases, co2 and carcinogens, such as nOx. the extent of this reduction depends on the vessel’s length, speed and hull shape in the aft sections.

Sea Trials

On 13 June, CMn shipyard in Cherbourg, france, conducted sea trials with the upgraded thémis.

Compared with the benchmark sea trials – conducted in January under exactly the same conditions – the results showed that there had indeed been a reduction in fuel consumption: 18% at 12 knots, 27% at 15 knots and 22% at 20 knots. the top speed increased from 19.7 knots to 21 knots. the OPV mostly sails at around 12 knots to save fuel. the results indicate an annual saving of 20% in fuel consumption, and of course the same percentage for emissions of co2. Other studies and model tests have pointed to similar savings percentages on patrol vessels

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ranging from 25m to 108m.

Yves rouillé, senior naval architect at CMn, adds, “We initially conducted a study with hull Vane on one of our series, the Cl52 Vigilante, which is representative of many OPVs we have built over the years. through the use of Computational fluid Dynamics (CfD), an excellent savings potential was demonstrated over the entire speed range. then, together with hull Vane BV, we proposed the solution to one of our clients, the affaires Maritimes, which is a dependency of the Ministry of the environment.” “as we frequently sail in rough seas, an important part of the decision was based on the hull Vane’s ability to improve the ship’s motion in strong waves. this will certainly be appreciated by the crew,” Mr Brantonne continues. “Moreover, it’s a solution that pays for itself by reducing our fuel costs.”

The added Hull Vane reduces resistence.

Photo courtesy of CMN

The offshore patrol vessel just before launching.

the hull Vane was built of steel in the netherlands and was transported to Cherbourg by truck. CMn was in charge of the installation and the structural integration, including a lengthening of the divers’ platform. for hull Vane BV, this retrofit is its first one in france and the first one on an OPV. i. www.cmn-group.com i. www.hullvane.com

Photo courtesy of CMN

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PAINT & COATING SYSTEMS

EXCEPTIONAL PROTECTION IN DIFFICULT CONDITIONS

Smart Hull Coatings THE HULL IS ONE OF THE MOST IMPORTANT FACTORS AFFECTING A VESSEL’S OPERATIONAL EFFICIENCY. It is a well-known fact that any surface submerged in seawater attracts marine organisms, and this process is known as fouling or biofouling.

WORDS BY HENRIK DYRHOLM, GLOBAL PRODUCT MANAGER AT HEMPEL A/S ALL PHOTOS COURTESY OF HEMPEL A/S

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ouling can dramatically affect a vessel’s hydrodynamics and its frictional resistance due to the roughness caused by slime on the hull. This can result in an increase in fuel consumption of 1% to 2%.

Seaweed growing on the hull can increase the fuel requirements by up to 10%, and shells, barnacles, oysters and mussels can lead to a massive increase in fuel consumption of up to 40%, as the vessel needs to burn more fuel just to maintain a given speed.

The intensity of fouling depends on various factors, including water temperature, nutrients, light and vessel speed. Algae growth is strongly dependent on light, and will typically settle on the vertical sides of a ship, while barnacles and tubeworms are more commonly seen in cavities and on the flat bottom. Added to which, fouling is significantly more challenging in slow-

steaming and idling conditions and tropical and sub-tropical waters where the growth can be faster and much more prolific.

As a result, considerable industry research has gone into the development of more effective hull coatings over the years.

Marine coatings technology has evolved in leaps and bounds over the past three decades and shipowners and operators increasingly value smart solutions.

Smooth Hulls

Hull coatings today endeavour to make the hull surface as smooth as possible. The aim is to – through a paint’s self-polishing properties – reduce frictional resistance and maximise fuel economy, while still effectively reducing fouling by using active ingredients (known as biocides).

A stable polishing rate, which releases the active ingredients at a steady pace, provides

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paint & coating systems

Hempel has performed extensive tests to examine and develop the properties of its Globic 9500 Series.

Figure 1: the Nano acrylate technology in action.

Basic marine organisms settle on a vessel’s hull, and a microfilm of bacterial ‘slime’ accumulates which then provides the foundation for the growth of seaweed, barnacles and other organisms.

effective antifouling performance over a longer time. Unsurprisingly, areas and conditions where fouling growth is stronger and quicker need more of the active ingredients to be released at the surface to keep the area free from fouling.

The Right Balance

Using the latest research, Hempel has developed the Globic 9500 Series with two self-polishing antifouling agents for all operational scenarios a vessel might encounter: Globic 9500M (Maintenance), which provides a wide spectrum of protection against slime and algae, and Globic 9500S (Static), which provides hard fouling protection during the vessel’s outfitting, intended specifically for the new build market.

The series uses a package of intelligent active ingredients, which combine the

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biocides with complementary factors, because not all biocides are equally effective against the many different micro-organisms in the marine environment. As a result, the Globic Series smart biocide package offers a broader spectrum of protection against a wider range of fouling organisms, while offering the right balance of environmental benefits and improved bottom-line efficiencies through the application of the latest technology.

Just Add Water

Hempel’s proprietary Nano Acrylate technology used in the Globic 9500 Series contains nano capsules which control the coating’s polishing mechanism. When seawater comes into contact with the nano capsules, it penetrates the hydrophobic outer shell. The hydrophilic inner core chemically hydrolyses and then expands, breaking through the outer shell to enable controlled polishing (See figure 1). This ‘selfpolishing’ process means that the vessel has immediate antifouling protection without the need for water friction.

Both the Globic 9500M and Globic 9500S hull coatings provide this self-polishing

mechanism and, as a result, are ideally suited to vessels that are slow-steaming or lying idle for prolonged periods.

Furthermore, special patented microfibres reinforce the binder in the hull coating, giving a skeleton effect that enhances the coating’s mechanical strength and makes it more resistant to cracking, delivering effective lasting protection for docking intervals of more than 60 months. As a result, the hull coating offers an outstanding return on investment by reducing speed loss, delivering fuel savings and ultimately lowering CO2 emissions across all operating conditions.

In addition to their superior antifouling properties, both Globic 9500S and Globic 9500M offer improved colour-retention properties with high resistance to whitening and discolouration during exposure to the environment, as well as optimised drying, overcoating intervals and better adhesion to the substrate. These enhanced cosmetic properties are extremely important, helping the shipyard and shipowner to avoid undesirable delays and additional costs. i. www.hempel.com

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ship report

PIONEER IN ECO FRIENDLINESS

Haaga

HAAGA IS A PIONEER IN ECOFRIENDLINESS AND IS, TOGETHER WITH HER SISTER VESSEL VIIKI, ONE OF THE FIRST LNG-FUELLED LARGE BULK CARRIERS in the world. The vessel incorporates several innovative solutions to reduce its environmental footprint by minimising its energy consumption and emissions.

ALL PHOTOS COURTESY OF ESL SHIPPING The four stator fins optimise the ï¬&#x201A;ow to the propeller and increase efficiency.

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ship report

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he eco-friendliness of this new build starts with the hull. Thanks to the relatively long and thin hull shape, carbon dioxide emissions can be reduced by 25% more than other bulk carriers.

At SSPA in Sweden and Aker Arctic Technology in Finland, extensive model tests were performed to optimise the hull shape.

In order to further minimise hull resistance, in addition to the special shape of the hull, all welding seams under load waterline were ground smooth. The hydrodynamic hull was painted with low-friction ice-resistant paint without harmful antifouling.

A lot of effort was put into the design of the rudder and propeller arrangements to enable low consumption. The Deltamarindesigned rudder is equipped with bulb and end plates to optimise the flow from main shaft to rudder. In addition, there are four stator fins in the main shaft to improve the current to the propeller, which has a diameter of six metres. Bow and stern thruster openings have scallops and grids that improve hydrodynamics.

Designed for Winter

For ESL Shipping, it was self-evident that the new builds should be designed for operations during winter conditions, since they will carry out sea transports within the Baltic Sea and the North Sea all year round.

In addition to an ice-strengthened hull, many other things have to be considered in

order to adapt vessels to challenging winter conditions.

Haaga is an ice-class 1A vessel, designed to operate in a temperature range from -30 to +30°C. In order to maximise the comfort in icy temperatures and to decrease the energy consumption required for heating, the accommodation unit has extra insulation and double-glazed windows. Extra insulation is also installed in other temperaturesensitive areas.

In the machinery room, the ventilation system has been designed to heat up the incoming air. If the air is not heated, some places may freeze in winter temperatures of -30°C. Heating is especially important in LNG-powered vessels, as air circulation in the machinery room is greater than in diesel-powered vessels.

On deck, some pipes have been lifted from the deck surface, in some cases by half a metre, to prevent problems if the deck gets iced over in winter. If the pipe opening is on the deck surface, there is a greater chance of it becoming iced up, which then requires extra work from the crew if there is a need to open the hatch.

The air-handling unit is equipped with an energy-saving solution that reduces the need for cooling by 30% and for heating by around 45% compared to traditional systems. In winter conditions, itâ&#x20AC;&#x2122;s important to minimise the loss of already heated air as heating is so energy intensive.

SPECS DWT Gross tonnage Length Beam Draught Depth Main engine

Hold dimensions no 1. no 2. no 3.

25,600 18,912 160m 26m 10m 15m Dual Fuel MAN B&W 5G45ME-C9.5-GI + PTO/PTI, total shaft line power 7,250kW

40.00m x 21.20m x 15.40m 12,557.2m3 26.40m x 21.20m x 15.40m 8,601.8m3 37.60m x 21.20m x 15.40m 12,145.6m3

Minimising Waste

The design and construction of Haaga also focuses on minimising shipboard waste and eliminating the pumping of dry bulk cargo residues into sensitive arctic and sub-arctic sea areas. The vessel is equipped with a high-pressure cargo hold washing system.

A tank reserved for dirty wash water has been constructed below the main deck.

Haaga is further equipped with a hatchcoaming heating system. This system prevents cargo from icing up against the sides of cargo holds above the deck plating

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The vessel was successfully launched at the Jinling Shipyard on 20 October 2017.

Managing Director Mikki Koskinen, Chief Engineer Jarmo Kuronen, Master Jussi Vaahtikari and Chairman of the Board Aki Ojanen during the delivery ceremony.

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ship report The dry bulk carrier has been fitted with three double-skin cargo holds.

and makes the cleaning of the holds easier.

A ballast water treatment system (BWTS) has been installed on board based on mechanical filtration, with added UV radiation technology. Haaga is further fitted with an exhaust gas heat recovery system, multi-fuel engines, 7.5kW electrical motors and a shaft generator.

Powered by LNG

All the engines and the boiler burner are powered by LNG, a fuel which meets all current and planned environmental requirements. It also eliminates particles and significantly reduces CO2 emissions.

LNG marine fuel will continue to be available and will remain economically efficient for the foreseeable future.

The LNG-fuelled vessel generates less than 50% of the carbon dioxide emissions and can also be fuelled by completely carbonfree biogas, with the availability of carbonfree biogas improving over time.

Skangas will be providing gas fuel to ESL Shipping’s LNG-powered new builds and will also deliver liquefied biogas (LBG).

LBG and LNG are interchangeable as fuel and thus the same LNG supply chain can be used.

Mikki Koskinen, Managing Director of ESL Shipping, comments, “This is a huge step towards even greener shipping. Our combination of the latest hull design with numerous other energy-saving measures, coupled with the usage of LNG as fuel, will

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reduce the carbon dioxide emissions per ton of cargo transported by more than 50% in comparison to present-generation vessels.

Our agreement with Skangas also helps us to lower our operational costs.”

“It’s also an excellent example of our responsible ownership, as environmental responsibility involves considering future generations, too”, says Aki Ojanen, CEO of Aspo Plc and chairman of the Board of Directors of ESL Shipping. He continues, “These next-generation vessels are helping our shipping company to reduce its carbon footprint and to improve its competitiveness and profitability.”

Delivery of Haaga

On 20 August, Haaga was delivered to ESL Shipping, part of Aspo Group, from Jinling Shipyard in Nanjing, China. The 160m, 25,600dwt, LNG-fuelled vessel was named Haaga in honour of the shipping company’s tradition of naming its ships after places in Helsinki. The vessel’s godmother is Tiina Lencioni, the wife of Roberto Lencioni, Vice Chairman of the Board of Directors of Aspo.

According to her request, the naming gift was donated to Save the Children International’s Search and Rescue project to help child refugees in the Mediterranean.

“We are extremely pleased with the competence of Sinotrans & CSC Shipbuilding.

Together with Jinling Shipyard, we shall make shipping more sustainable and more environmentally aware than ever before”,

Haaga during her sea trial.

says Mr Koskinen. “Now, we have received excellent and efficient tools for green sea transportation in the future.”

This new build is part of the Bothnia Bulk project, partly funded by the EU, and among the first vessels to be built to the new DNV GL class rules. Haaga has received the DNV GL Clean Design class notation, an additional and voluntary class notation of DNV GL. The vessel was designed by Deltamarin in Finland, and European equipment suppliers have provided roughly 60% of all vessel systems. i. www.eslshipping.com i. www.sspa.se i. akerarctic.fi

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Ship DeSign, ConStr uCtion & innovation

The unveiling of the name of the first cruise ship for Virgin Voyages.

Photo courtesy of Virgin Voyages

By using a number of different designers, the overall result is a diversity of design.

The flooding of the dry dock for Scarlet Lady.

Photo courtesy of Fincantieri

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Virgin Founder Richard Branson (left), and Virgin Voyages President and CEO Tom McAlpin (right) turn a wheel to flood the drydock for Scarlet Ladyâ&#x20AC;&#x2122;s assembly as Stephen Pagliuca, Co-Chairman of Bain Capital, looks on.

Photo courtesy of Virgin Voyages

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es

Ship DeSign, ConS tr uCtion & innovation

The new cruise ships For Virgin Voyages

First-Look at the Design The new kid on The cruise block

T

of sailing’, and using designers with no

he new cruise ships for Virgin Voyages will each weigh about 110,000gt and be approximately 277m long and 38m wide.

The name of the first one has recently been revealed as Scarlet Lady, and construction has started on the second one at Fincantiari’s shipyard in Genoa. The vessels will feature over 1,408 guest cabins and be able to host more than 2,770 passengers, accompanied by 1,150 crew members.

experience in cruise design but with

Creative Collective

is Virgin Voyages. wiTh Three Vessels currenTly under order wiTh FincanTieri, Virgin Voyages’ FirsT Vessel is due For deliVery in 2020. inspired by the brand’s design concept to create ‘the modern romance

unrivalled experience at the highest level in the hotel world, the Virgin Voyages cruise ships will definitely stand out for their design aesthetic.

For the interior design of the three cruise ships, Virgin Voyages has opted to set up a ‘Creative Collective’, featuring the use of multiple designers, including some of the world’s leading interior design firms; none of whom, however, has had any previous experience in designing for the cruise industry, which is quite uncommon.

Throughout the ship, Virgin Voyages has partnered with Tom dixon’s design research studio in london, roman and williams in new york and concrete amsterdam, among others.

By using a number of different designers, the overall result is a diversity of design with benefits from the strengths of each firm.

“our design partners, together with our internal design team, have dreamed up eye-catching, intimate and alluring spaces that we can’t wait to see come to life,” says Tom McAlpin, President and Chief Executive Officer at Virgin Voyages. “Ranging from gritty to glamorous, we’ve collaborated with a collection of brilliant interior designers and architects to create a variety of spaces,” adds dee cooper, senior Vice president of product design at Virgin Voyages.

Design Features

beginning with the vessel’s top deck, Tom dixon’s design research studio has designed the outdoor private club, Richard’s Rooftop.

The club features futuristic aesthetics with circular loungers, giant umbrellas and accents of dichroic glass that will cast rainbow reflections across the lounge area. inside, the vessel’s pink agave Mexican restaurant, with blue metallic lighting fixtures dropping down from the ceilings, round tables and portholes was also designed by design research studio. The entryway to the restaurant will have Tom Dixon’s famed void lighting.

The Roman and Williams design firm are

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Impression of The Athletic Club, designed by Concrete Amsterdam.

Image courtesy of Virgin Voyages

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Ship DeSign, ConStr uCtion & innovation

Image courtesy of Virgin Voyages

known for their work with celebrity homes and grand hotels. inspired by Virgin’s history in the music industry, they have designed Virgin Voyages’ nightclub, The Manor, with emerald and aubergine undertones and gold accents. roman and williams have also designed an outdoor lounge with gorgeous views. The Dock is located on the very aft of the vessel on deck 7 and is inspired by chique seaside lounges in locations such as the Hamptons, ibiza and bali.

The team at concrete amsterdam has added some sleek design with the Test kitchen restaurant. The entryway, with lighting fixture images that mimic the periodic table, metallic furniture, clean lines and test tubes for decoration, makes the restaurant feel akin to a laboratory. back at the top of the vessel, concrete amsterdam is responsible for the outdoor lounge The Athletic Club. The lounge

Impression of The Manor, designed

by Roman and Williams.

Image courtesy of Virgin Voyages

Impression of the entryway to the Pink Agave, designed by Tom Dixon.

features traditional nautical elements, such as white and red stripes, and the largest daybeds at sea. also designed by concrete amsterdam is The crow’s nest, with a 360° view and a red running track, The runway, which links up with The Athletic club.

equipped with an energy production system of approximately 1Mw, which uses the diesel engine’s waste heat. while at the shipyard, Virgin Voyages also announced that they are eliminating single-use plastics for their guests and replacing them with recyclable and reusable materials.

other design features on the scarlet lady will be a well-being pool, gym and Tonic bar and a spa on deck 5 that has been inspired by an underwater cave. equilibria has designed an artistic adult playground and fitness apparatus called MyBeast, and more design details are yet to be released.

recently, Virgin Voyages celebrated two construction milestones on one day. On 20 July, the day began with the flooding of the vessel’s drydock, a celebratory ritual done in preparation for the connection of two hull sections, signifying the first time the hull of the scarlet lady touched sea water. The day at the shipyard also featured a ceremony to cut the first pieces of steel for Virgin Voyages’ second cruise ship, which is due for delivery in 2021. The third will set sail in 2022.

No More Plastic

next to the design, the Virgin Voyages cruise ships will stand out for their particular attention to energy recovery, featuring cutting-edge alternative technologies that reduce the ship’s overall environmental impact. For example, their vessels will be

i. virginvoyages.com i. fincantieri.com

Impression of The Dock, designed

by Roman and Williams.

Image courtesy of Virgin Voyages

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Safety, Survival & training

ProPosed modifiCation in national standards and reqUirements

Crew Training in Thailand The sinking of The 29m Tour boaT m/V Phoenix off PhukeT on 5 July This year, wiTh The loss of

Galileo Maritime Academy has proposed a modified safety standard to the Thai Marine Department to reduce accidents and injuries on Thai waters.

47 lives, was the worst man-made maritime disaster in thailand for many decades and could, perhaps, have been avoided with better crew training and safety equipment standards on board.

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hile all vessels of 24m long or longer are subject to international safety standards, it remains to be seen from the conclusions of the enquiry now under way whether these standards were adhered to in this case. But this aside, most tourist vessels in thailand are under 24m and only subject to local safety standards, which are far lower than those required by international law. as a result, there are all-too-frequent collisions, incidents of fires on board, speed boat accidents and tour-boat sinkings. in many, if not all, such incidents, better crew safety training and the provision of adequate safety equipment on board could reduce the occurrence of unnecessary loss of life or injury.

Proposed Modified Local Standard

this is the reason why mCa-accredited, professional seafarer training centre Galileo maritime academy has proposed that the thai government should adopt a modified version of the mGn 280 training standards. these crew training standards have been developed and implemented over the last ten years by the UK maritime and Coastguard agency (mCa) for work boats, pilot boats and small vessels in commercial use for sport and tourism. this proposal has been presented to the thai marine department which is a division of the ministry of transport. the modified mGn 280-based proposals

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Photo courtesy of Galileo Maritime Academy

Better crew safety training and the provision of adequate safety equipment on board could reduce the occurrence of unnecessary loss of life or injury.

enable all vessel operators and their insurers, customer hotels, tour agencies and guests to be assured of competent crew and proper safety standards and equipment on board all tourist boats. the sinking of the m/v Phoenix and the death of 47 tourists will surely provide the impetus for the thai marine authorities to accelerate their consideration of adopting the proposed mGn 280-based safety and crew competence standards for touristrelated vessels in thailand, or at least something similar. i. www.galileomaritimeacademy.com

would provide internationally approved crew training standards, experience levels and safety equipment requirements for these vessels and would be in line with the mCa, imo and solas (safety of life at sea) guidelines and standards whilst being provided in the thai language. this would

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03-10-18 16:43

Maritime Charity Golf Event Raises EUR 6,700 for CliniClowns In September, around a hundred international maritime professionals took part in the annual Maritime Charity Golf Event, organised by Yellow & Finch Publishers in favour of the CliniClowns.

T

his is the eight time the event has been organised by the maritime publishers. This year, at the beautiful Grevelingenhout golf course in Bruinisse, the Netherlands, participants of both the golf tournament and the clinic enjoyed a sunny day of sport, some good food and networking. Of course, there were some prices handed out, but the real winner was CliniClowns. At the end of the day, Charles Van Den Oosterkamp, Managing Director of Yellow & Finch Publishers, handed out a cheque worth EUR 6,700 to John Donks, representing CliniClowns, followed by a warm thank you by Mr Donks to all present.

– EVENT SPONSOR –

– MA I N S P O N S O R S –

“We are extremely happy to have been able to raise this amount of money together with all the participants and sponsors,” Mr Van Den Oosterkamp stated, “I and my team hope to see you next year for another great day of golf and charity.”

Save the date!

– SPONSORS –

Yellow & Finch Publishers will continue their commitment to good causes and organise another maritime charity golf event next year on 16 May. i. www.ynfpublishers.com

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people Ronald Baczkowski

Lewis Brown

Jaap Gebraad

Eddy Huisman

President & CEO

Naval Architect

Director R&D Affairs

Managing Director

appointment at

appointment at

appointment at

Vt halter Marine

Marine technical liMits

sea europe

appointment at

tijssen

Ronald Baczkowski has been appointed as the President and CEO of VT Halter Marine. Mr Baczkowski comes with proven leadership and operational skills from his time with the United States Marine Corps. He joined VT Systems in 2016 and was most recently Vice president of Business Development. Before that, from 2013-2015, he was Chief Operating Officer of consulting firm Angarai International Inc and Senior Program Manager at Engility Corporation.

As a result of on-going success, Marine Technical Limits (MTL) has continued to expand its team with the appointment of a new naval architect: Lewis Brown. Mr Brown brings with him a wealth of experience in naval architecture and marine consultancy. The appointment will enable MTL to enhance their capabilities within the specialist FPSO inspection, repair and equipment market and to expand further the suite of MWS services.

SEA Europe has appointed Jaap Gebraad as the association’s new Director, responsible for Research, Development and Innovation.

Prior to this appointment, Mr Gebraad worked for about 10 years as Board Secretary and Senior Project Manager. He was also the Daily Secretary of the European Association Edinna.

Eddy Huisman has been active in the maritime industry for the entire duration of his career. He worked for almost 23 years for Holland Nautic in various positions, including Technical Director. Mr Huisman joined Tijssen Elektro in March 2006 as General Manager Engineering. In this position he has taken the engineering department to a higher level and expanded Tijssen Elektro’s order book.

Stefan Kaul & Hans Laheij

Steve Moore

Raimon Strunck

Alfred Verzijl

Product Manager

Chief Technology Officier

Regional Manager

appointment at

appointment at

appointment at

schottel

ocean signal

MV werften

logiMatic

The appointment of Stefan Kaul as Chief Executive Officer (CEO) & President Industrial Operations follows the departure of Dr Christian Strahberger, who has decided to leave the company.

Mr Kaul joined the company in 1989 and has held several key positions in research and hydrodynamics. At the same time, Schottel has announced the appointment of Hans Laheij as Deputy CEO & President Marine.

As the new Product Manager, Steve Moore brings 25 years of technical and marketing experience in the marine industry in both the commercial and leisure sectors to his new role. He joins Margate-based Ocean Signal following a seven-year spell with international marine electronics company Raymarine.

Raimon Strunck will take on the newly created role on 1 October.

As a qualified engineer, Mr Strunck has 24 years of professional experience in the shipbuilding industry. After studying mechanical engineering at the University of Hanover, he held various positions at different shipyards in Germany and abroad.

His responsibilities include project management, design, planning as well as procurement and logistics.

Alfred Verzijl joins Logimatic as Regional Manager of the Singapore office as a part of Logimatic’s international growth strategy. Mr Verzijl has 37 years’ experience working with software in the maritime industry. Alfred’s experience from previous jobs has given him an extensive network in Asia and a solid understanding of the Asian market. He sees a major potential in the market and is looking forward to the new challenges.

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04-10-18 13:20

outfitters Liebherr Launches New Compact Ram Luffing Knuckle Boom Crane Model

MAN Energy Solutions Unveils ME-LGIP Dual Fuel Engine MAN Energy Solutions has revealed its latest two-stroke engine type, a dual-fuel MAN B&W ME-LGIP engine designed for LPG running. The ME-LGIP can also burn volatile liquid organic compounds. The Diesel principle provides the ME-LGIP engine with high operational stability and efficiency, also during load changes and fuel change-over, while defining properties such as a stable change-over from one fuel type to another, with no fuel-penalties, are maintained. It has been reported that, compared with HFO, the ME-LGIP engine has experienced a reduction in CO2 of up to 18% and circa 90% reduction in particulate matter when running on LPG. i. www.man-es.com

Since space on deck is an increasingly important issue in the offshore sector, Liebherr MCCtec Rostock has developed a new solution which meets the customersâ&#x20AC;&#x2122; requirements. With a small tail swing radius of less than 3m, the new compact RL-K 2600 significantly reduces restriction of freedom of movement on platforms and vessels. The small tail swing radius is ensured by the space-saving knuckle-boom design without machinery house. A further advantage of the crane is its lightweight construction. The crane has a lifting capacity of up to 50t. Supply and maintenance work therefore fall within the scope of applications. i. www.liebherr.com

Portable Filter Unit for On-Board Hydraulics Stauff has developed the filter units type SMFS-P-015 specifically for a variety of decentralised hydraulic systems on board passengers and transport vessels.

They feature very compact dimensions and are portable rather than on wheels, as transport across several levels or through hatches and space-saving storage is unavoidable on vessels.

The portable filter devices are available with two different motor/pump units: the 50Hz version is suitable for power supply on land, while the 60Hz drives can be supplied by the onboard electric system.

The units can be used to efficiently clean hydraulic systems as well as lubricating systems on a mineral oil basis. Equipped with an appropriate blank filter element, they are also used for draining and transferring container contents. A suitable filtration device is also useful for filling hydraulic systems with fresh oil. The robust design of the filter units ensures a long service life even under high strain. i. www.stauff.com

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outfitters Chevron Marine Lubricants Launches 2020 Ready Lubricant Range

Rolls-Royce Launches Bergen B36:45 Marine Gas Engine The Bergen B36:45 model is designed in accordance with the Rolls-Royce philosophy of a common platform for all fuel options and applications, and can be configured to meet the specific engine requirements of customers. Power output of the LNG-fuelled B36:45 engine is identical to that of the liquid-fuelled B33:45 at 600kW per cylinder at 750 rpm.

Specific energy consumption is a low 7,300kJ/kWh mechanical ISO including two engine-driven pumps; specific lubricating oil consumption is less than 0.4g/kWh. The B36:45 is available in six, eight and nine-cylinder in-line configurations. A V-12 version is now in development, which will be followed by a 20-cylinder V-engine for very high-power applications. i. www.rolls-royce.com

Chevron Marine Lubricants has developed a brand-new range of cylinder lubricants compatible with virtually all available global sulphur cap 2020 compliance options. The Taro Ultra range of lubricants deliver the same high performance and protection expected from Chevronâ&#x20AC;&#x2122;s Taro engine lubricants, with the added benefit of being compatible with almost all engines, marine bunker fuels and abatement technologies. The full range of Taro Ultra products covers the needs of the vast majority of vessel owners, from Taro Ultra 25 which is compatible with low sulphur fuel, distillates and many alternative fuels, to Taro Ultra 140 which is ideal for applications using high sulphur bunker fuels that require scrubbers emission abatement technology. i. www.chevronmarineproducts.com

Motrac Industries Presents EcoGenDrive The EcoGenDrive is an electronically controlled, hydraulically driven shaft generator that reduces CO2 emissions and offers a lower fuel consumption.

The variable hydraulic pump directly driven by the main diesel engine drives the hydraulic motor connected to the shaft generator. The shaft generator replaces the conventional diesel generator installed on a ship. Unique about the EcoGenDrive is that the frequency of this shaft generator remains stable with varying loads and varying engine speeds. This is achieved with an electronically adjustable Linde pump, a very fast VĂślkel controller and more than 60 years of experience in Linde hydraulics. i. www.motracindustries.com

New Methanol Engine Ready for the Maritime Market The spark-ignited methanol engine that has been installed and tested in the Swedish Pilot vessel GreenPilot has now been followed by a compression-ignited methanol engine. Methanol provides significant benefits compared to oil-based fuels such as diesel. Change-over to methanol will improve air quality which is particularly important in densely populated areas with heavy traffic. Renewable methanol can be produced from forest and agricultural waste products as well as many other types of organic waste. Methanol from captured CO2 and hydrogen is also a feasible alternative. Both engines are based on Scania 13L marine diesel engine and can be delivered either for variable speed (propulsion) or single speed genset applications. i. www.greenpilot.se

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THE YELLOW & FINCH PAGES specifications of the product they are used for.

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.

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.

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 onshore and off shore, a-frames, special equipment, fairground attractions.The systems can be custom built to fit the

dBr Bv Lelystraat 53 NL-3364 AH Sliedrecht 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

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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

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, Pantone 299

Pantone 354

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

Black K=100%

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.

huBel mArIne B.v.

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

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.

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YELLOW & FINCH PAGES

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!

nIcoverKen mArIne ServIceS Bv Algerastraat 20 3125 BS Schiedam The Netherlands t +31 (0)10 238 0999 f +31 (0)10 238 0988 e info@nicoverken.nl I www.nicoverken.nl contact: Jacco Vermunt Distributor, 24/7 service & spare parts agent of marine equipment.

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

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

yellowpages SBI 12_5.indd 79

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

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 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 – – – –

Green Ship Technology Marine Propulsion & Power Generation Cruise & River Cruise Vessels NAVCOM

Deadlines

Copy deadline Advertisement deadline

16 January 2019 6 February 2019

Subjects can be changed without prior notice.

S B I 2018 | Vo l u me 12 | I s s u e 5 | 7 9

03-10-18 16:42

word on the sea At the annual Maritime Charity Golf Event

Yellow & Finch Publishers’ Marco Geels

Photo courtesy of Hamburg Messe und Congress

Busy Trade Show Season commitment to good causes with another This time of the year is notable maritime charity golf event on 16 May. The for being a busy season for the invitations will be sent later, but the date is shipbuilding industry. With trade fixed, so you can already make a note of it in shows all over the world, the launch your diary. of several new builds and many new next couple of months will keep me developments, the editorial team and SMM 2018 motto was The occupied as well. As both official media partner I have been busy too.

‘Trends in SMMart and exhibitor, the team at Yellow & Finch Last September, under the motto Publishers, including myself, will be attending ‘Trends in SMMart Shipping’ the Shipping’. several trade shows, such as Offshore Energy SMM 2018 trade fair featured a total and METS. It is always great to meet up with our of 2,289 exhibitors from 69 nations, current and potential business relations both at our booth and offering five accompanying conferences and bringing together on the exhibition floor. At these shows, we consistently meet around 50,000 industry visitors from more than 120 countries. promising new companies and gather news about pioneering I was one of them, and I could honestly say that this year’s products and projects for the maritime industry. show was, once again, great, and exceeded the industry’s high Further, I want to add that our Media Kit 2019 has been expectations, setting new standards for internationality and released. If you would like to receive the Media Kit 2019, innovation. please send me an email or download it via our website. If you After a busy week at SMM, I took part in the annual Maritime need any advice on your media planning, we are more than Charity Golf Event in favour of the CliniClowns, together with happy to assist you with your marketing requirements. around a hundred international maritime professionals. At the beautiful Grevelingenhout golf course in Bruinisse, the I hope you all had a great show as well and I look forward to Netherlands, participants of both the golf tournament and the meeting you at the upcoming trade shows. clinic enjoyed a sunny day of sport, good food and networking.

This is the eighth time we have organised this event.

Marco Geels | marco@ynfpublishers.com Next year, we at Yellow & Finch Publishers will continue our

| Read more on shipbuilding-industry.eu

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DREDGING

Experience the progress.

ARMED TO THE TEETH

O U R C S D R A N G E C O M P R I S E S A R O B U S T, N O - N O N S E N S E F U S I O N O F E F F I C I E N C Y, O U T P U T A N D M A X I M A L U P T I M E , S U I T E D T O O P E R AT I O N S A N Y W H E R E I N T H E W O R L D . O U R D R E D G E R S D O N â&#x20AC;&#x2122; T M E S S A B O U T, T H E Y J U S T S I N K T H E I R TEETH IN AND GET THE JOB DONE.

DAMEN.COM

Liebherr Heavy Lift Ship Cranes With capacities ranging from 120 tonnes to 600 tonnes, the Liebherr CBB cranes cover all the main area of the heavy lift segment. Above that range the delivery program includes new developments up to 1250 tonnes SWL. One of the main advantages of CBB cranes is their low self-weight. This has a positive effect on the stability of the vessel as well as cargo handling â&#x20AC;&#x201C;simultaneously increasing safety and performance.

ship.port.crane@liebherr.com facebook.com/LiebherrMaritime www.liebherr.com

SBI 2018 | VOLUME 12 | ISSUE 5

SB I VOL. 12 ISSUE 5 | 2018

ShipBuilding i n d u s t r y

FOCUS ON THE NETHERLANDS SHIPBUILDING-INDUSTRY.EU

Green Dredging

dredging vessels & equipment

Innovations in Shipbuilding focus on the netherlands

First-Look at Virgin Voyagesâ&#x20AC;&#x2122; Cruise Ships ship design, construction & innovation