ShipBuilding Industry 2019 Issue 1

SBI 2019 | VOLUME 13 | ISSUE 1

The power of innovation.

SB I VOL. 13 ISSUE 1 | 2019

ShipBuilding i n d u s t r y

GREEN SHIP TECHNOLOGY

The project has received funding from the European Union’s Horizon 2020 research and innovation programme under grant agreement No 636146.

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Catching the Wind green ship technology

On the Horizon

cruise & river cruise vessels

The Benefits of Methanol marine propulsion & power generation

G N IN IO G S Y R L G A PU LO CH RO NO P H & TEC

hybrid marine

PLUS

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welcome

Key Changes Since the Start of 2019, we have been Seeing Some key changeS in Shipbuilding coming to the fore. from Stricter regulationS to digital transformation, this year we can look forward to developments in several areas within our industry, which could offer substantial technological advancements.

The ambitious target set by the International Maritime Organization to reduce the 2008 greenhouse gas emissions levels by at least 50% before 2050 is a challenging one. Yet the widespread uptake of alternative fuels could contribute to this immensely. In view of this, in this issue we dive deeper into zero-carbon fuels and wind-power technology.

In terms of the ongoing digital transformation, vessels are becoming smarter every day and artificial intelligence (AI) is becoming more prevalent within shipping as well.

AI, something that is already quite common at home, is now making its transition to bridge systems. The aim is to be able to foresee the future, as we further explain in our article on predictive navigation.

In the cruise industry we can spot changes as well, with some exciting vessels on the horizon, which are bigger, smarter and greener than the market has seen so far.

This sector, moreover, is having its best year ever when it comes to newbuilds and orders.

Furthermore, this issue takes a glimpse at China, features several ship reports and explores some innovative technologies. We have visited Den Breejen Shipyard and also talked to Wärtsilä Marine about an initiative that will inspire changes within the industry.

Changes do seem inevitable, as we have discovered working on this issue of ShipBuilding Industry.

Grace Schouteren editor GrACe@YnFpuBlISherS.COM

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

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contents

36

ISSUE 1 | 2019

28

20

56 32

CRUISE & RIVER CRUISE VESSELS

08 16 36 54 56

On the Horizon From Small Tugs to River Cruise Specialist Hotel at Sea Modern US Riverboats Refitted Queen

FOCUS ON CHINA

48

Built in China

GREEN SHIP TECHNOLOGY

20 32 44

Catching the Wind Carbon-Neutral Fuels An Oceanic Awakening

MARINE PROPULSION & POWER GENERATION

14 43 50

The Future of Power Generation?

A Revolution in Propeller Technology The Benefits of Methanol

NAVCOM

26 39

REGULARS

01 04 59 60 62 64

Welcome News in Brief People Outfitters Yellow & Finch Pages Next Issues

Predictive Navigation Thinking Outside the Bridge

SHIP REPORTS

12 28 40

MV Baru Nieuw Statendam Saint John Paul II

On the COver Hurtigruten’s new hybrid expedition ship MS Roald Amundsen touched water for the first time during a launching ceremony at the Kleven Yard in Ulsteinvik, Norway.

Read more on page 8 – Photo courtesy of Hurtigruten. www.s h i p b u i l d i n g -industr y.eu

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news in brief MV Werften Expands its Design Capacities Neptun Ship Design in Rostock is being acquired as an independent subsidiary of MV Werften to provide design services for the shipyard group in future. In addition to the group’s own designers at its yards in Wismar, Rostock and Stralsund as well as a designer network throughout Europe, further significant engineering capacities are thus being united under one roof. The acquisition will increase the workforce at MV Werften by 120 experts. The new engineers and designers will mainly be working on the basic design of newbuild projects. Highly complex vessels will now be developed and designed together in an expanded team.

BWC and ERMA FIRST Collaborate on Containerised Ballast Water Management Solution

The launching ceremony of the 144m-long Spartaco Schergat frigate, the ninth of a series of ten FREMM vessels – Multi Mission European Frigates, took place at the integrated shipyard of Riva Trigoso (Genoa). The FREMM vessels have been contracted to Fincantieri by the Italian Navy within the framework of a French-Italian cooperation programme under the coordination of Organisation Conjointe de Cooperation sur l’Armement (OCCAR), the international organisation for cooperation on arms. After the launch, fitting activities have continued in the Integrated naval shipyard of Muggiano in La Spezia, with delivery scheduled for 2020.

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BWC and ERMA FIRST have agreed a collaboration on containerised Ballast Water Management solution. BWC’s CEO, Richard Lawson, comments, “We were delighted to be contacted by ERMA FIRST, and after working closely with their technical team over the past three months, we are now extremely pleased to be able to offer a containerised version of the ERMA FIRST FIT system.

A shipowner can now reduce yard-installation time and achieve a better control of their budget by ordering a prefabricated, pre-installed BWC ERMA FIRST container or deckhouse.”

Multipurpose Frigate Spartaco Schergat Launched

March

May

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June

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news in brief Littoral Combat Ship 15 Delivered to U.S. Navy Lockheed Martin (NYSE: LMT) and Fincantieri Marinette Marine (FMM) have delivered another Littoral Combat Ship (LCS), the USS Billings (LCS 15), to the U.S. Navy. Billings is the eighth Freedom-variant LCS designed, built and delivered by the Lockheed Martin-led industry team and will be commissioned later this year. LCS 15 will be homeported at Naval Station Mayport, Florida. The LCS is specifically designed to complete close-to-shore missions and is a growing and relevant part of the Navy’s fleet. The next vessel in the class, the future USS Indianapolis (LCS 17) will complete trials and be delivered this year by FMM. In addition, the Lockheed Martin-led team will begin construction on the future USS Marinette (LCS 25) this spring.

Naval Group and Royal IHC Strategic Partners in Submarine Bid Naval Group and Royal IHC have signed an agreement to become core partners in the bid for the Netherlands submarine replacement project. With this partnership, the two industrial players combine their complementary expertise to propose the best solution to the Royal Netherlands Navy. Naval Group would define the submarine design with the Dutch authorities, while Royal IHC would be appointed to perform the construction and outfitting of the end product leveraging the Dutch maritime sector. Over the next months, Naval Group and Royal IHC will reinforce their partnership with the review of building sites in the Netherlands and by engaging in an ongoing dialogue with Dutch industry partners.

Navy to Commission Destroyer Michael Monsoor The Navy commissioned its newest destroyer, USS Michael Monsoor (DDG 1001), on 26 January during a ceremony at Naval Air Station, North Island, San Diego, California, where the vessel will be home-ported. USS Michael Monsoor includes new technologies and will serve as a multi-mission platform capable of operating as an integral part of naval, joint or combined maritime forces. The Zumwalt-class boasts a considerably larger flight deck and has capacity for two MH-60R and three VTUAVs to execute a wider array of surface, aviation, and undersea missions that deliver more manpower, firepower, and computing power. The destroyer’s Vertical Launch System (VLS) features cells physically larger than similar cells on today’s vessels, allowing this class to fire larger and more advanced land and anti-ship missiles in the future. | Read more on shipbuilding-industry.eu

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

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news in brief Wight Shipyard Co Deliver a 250-Passenger River Catamaran The 39m-long vessel is a low-wash, roundbilge catamaran designed by Incat Crowther. The Danube, where the ferry will operate, presents a challenging operating environment with currents of up to 8 knots and extremely low water depths in the main navigation channel.

The hull form is designed to cope with reasonably expected water conditions on the river, including floating timber and debris. As a restricted waterway, it is imperative that wave wash is minimised.

The vessel is powered by four Scania DI16 072M main engines, each producing 809kW at 2300rpm. Capable of reaching a maximum speed of 38 knots, the vessel will sail on the Danube at a service speed of 32.4 knots at modest MCR.

Client-oriented design

A breath of fresh air...

CLIENT-ORIENTED DESIGN

it comes to building new vessels, weeverything take everything When itWhen comes to building new vessels we take onboard. onboard.

We build andhull supervise the entire process We build and supervise from to delivery, from A to Z. from hull to delivery, from Aintoconsultation Z. Every vessel is the designed consultation We design the vessel with client, in and realise the with client, taking into account even the finest of details. interiorthe to the finest detail.

The high-quality application of technologies for propulsion, climate Using the latest in technological excellence for propulsion, control,climate electronics and sanitary facilities ensures that the vessel control, electronics and sanitary facilities, we ensuremeets that every requirement.

And allevery this requirement. is achieved within theachieve agreed all deadline. each vessel meets And we of this T +31 (0)184 on time- 676 and 140 within budget.

T +31 184 676 140

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www.breejen-shipyard.nl www.breejen-shipyard.nl

30/01/2017 10:10

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news in brief Stena Line’s First New-Generation Ferry Launched The first new vessel, named Stena Estrid, took to the water for the first time at the Avic Weihai Shipyard in China and is on schedule to enter service on the Dublin to Holyhead route in early 2020 It is the first of three new E-Flexer vessels bound for the Irish Sea by 2021. All three vessels that are being built for the Irish Sea will be larger than today’s standard RoPax vessels at 215m-long. with a freight capacity of 3,100 lane metres and the space to carry 120 cars and 1,000 passengers. This represents a significant multi-million investment by Stena Line. In addition to the three Irish-Sea-bound E-Flexer vessels, Stena Line has also ordered a further two E-Flexer RoPax vessels.

Damen Awarded Contract for Diving Bell Vessel

LGP-Fuelled ME-LGIP to Power Chinese Carrier

WSA Koblenz (WasserSchiffahrtsAmbt) has awarded Damen Shipyards Group a contract to build a new diving-bell vessel. The newbuild will succeed an existing vessel – Carl Straat, which has been in operation since 1963. The new vessel, like her predecessor, will operate on the River Rhine and its tributaries. The vessel can also be used to produce barrel anchors in the gravel or rocky areas and to carry out sampling by drilling with nitrogen icing. The modern diving-bell system, including the lifting device, makes it possible for the ship to be able to travel on the Rhine and its tributaries and to operate without lowering the water level. Damen will construct the vessel at Damen Shipyards Hardinxveld and has scheduled delivery to the client in 2020.

An LPG-burning MAN B&W 6G60ME-LGIP engine has been ordered in connection with the building of an 86,000m3 Very Large Gas Carrier (VLGC) for the Chinese shipping company Tianjin Southwest Maritime (TSM). Vessel delivery is scheduled for the second half of 2021 and includes an option for a second vessel.MAN Energy Solutions won the first orders for the new engine in 2018, when Hanjin Heavy Industries announced that it would construct two VLGCs in their Philippines’ facilities for Exmar, the Belgian integrated gas-shipping company, and a contract with Oslo-listed BW LPG for the retrofitting of four MAN B&W 6G60ME-C9.2 HFO-burning engines to 6G60ME-C9.5-LGIP LPG-propelled dualfuel engines. This order includes options for further retrofits in the future, with work expected to begin during 2020. | 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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Cr uise & river Cr uise vessels

CRUISE TRENDS IN 2019

On the Horizon THE CRUISE SECTOR CONTINUES TO THRIVE, WITH PLENTY OF NEW VESSELS ON THE HORIZON. FROM REVOLUTIONARY OCEAN-GOING CRUISE SHIPS TO MODERN riverboats and luxurious expedition vessels, these newbuilds are causing a great deal of excitement amongst vacationers and the shipbuilding industry alike.

W

ith more than twenty newbuilds debuting this year, 2019 is the biggest year ever for the (river) cruise industry. The expedition market is booming as well, with twelve new vessels scheduled for launch.

But the newbuild boom is not the only headline. The innovative designs and smart technologies on board are also quite the buzz. Cruise ships are getting bigger, smarter and greener, complying with the growing wishes of the cruising society.

>>

Photo courtesy of Hurtigruten

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Cr uise & river Cr uise vessels

Hurtigruten’s MS Roald Amundsen features hybrid technology.

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Cr uise & river Cr uise vessels The float-out of MSC Grandiosa on 5 January 2019.

Photo courtesy of Bernard Biger/Chantiers de l’Atlantique

Roomy Design

Sky Princess will offer Princess’ largest private balconies.

Photo courtesy of Princess Cruises

Bigger is Better

Looking at the newbuilds, the motto ‘bigger is better’ still seems to be trending. At STX France, for instance, a new 4,880-passenger cruise ship is being built for MSC Cruises with a November launch date.

Her name, MSC Grandiosa, emphasises her grand design and, once launched, she will be the largest vessel to date in MSC Cruises’ fleet.

With a view to tonnage, the largest newbuild of 2019 will be Costa Smeralda for Costa

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Cruises by Meyer Turku Finland at 180,000gt, followed by MSC Grandiosa at 177,000gt and Spectrum of the Seas at 168,600gt, which is being built for Royal Caribbean International

by Meyer Werft. The smallest newbuild is the 100-passenger Magellan Explorer for Antarctica21, weighing in at just 4,900gt. The Magellan Explorer is currently under construction in Valdivia, Chile, by ASENAV shipyard, and is set to begin offering the air-cruise programmes for the 2019-20 Antarctic season.

The ‘bigger is better’ theme also applies to the inside of the vessels. Princess Cruises will be unveiling its 3,660-passenger Sky Princess in October. This newbuild will feature Princess’ largest private balconies and is currently being built by Fincantieri.

Celebrity Cruises’ Celebrity Flora is designed for the Galapagos area and will be delivered

by Shipyard De Hoop in May. This new 100-passenger expedition vessel is fitted out with the largest accommodations in the Galapagos Islands.

Scheduled to launch in August at Chesapeake Shipbuilding is one of the first modern river vessels in the United States.

The 187-passenger American Harmony offers some of the biggest cabins in the industry and a whole extra deck, making it even more spacious.

AmaWaterways’ AmaMagna is another exciting newbuild with an innovative 22m-wide design, roughly twice the width of standard riverboats. This 196-passenger riverboat is under construction at Vahali Shipyards and will sail between Budapest and Vilshofen an der Donau in Germany in May.

High-Tech

With all the available high-tech at home, it is perhaps no surprise that this trend is

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Cr uise & river Cr uise vessels being incorporated into cruise vessels.

Cruise lines have already adopted wearable technology to personalise experiences while travelling. Now the high-tech trend will go a step further, resulting in technologically decked-out vessels, like the newbuilds for MSC Cruises.

Both the cabins on MSC Bellissima and MSC Grandiosa have an onboard AI-enabled assistant, called Zoe. This assistant will answer all the guests’ cruise-related questions in seven languages, while the RFID-chipped guest wristbands will geolocated the kids on board.

The 228-passenger expedition vessel, Scenic Eclipse, also has an in-depth design. The vessel features not only a fleet of zodiacs and two helicopters, but also a six-person submarine. The newbuild is under construction at the Uljanik shipyard in Pula Croatia and, after several delays, will make her debut in August.

Sustainability

With vacationers becoming more ecoconscious, the cruise industry has committed to minimising their environmental footprint. The Cruise Lines International Association (CLIA) has even announced a global, cruise-industry commitment to reducing the rate of carbon emissions across the industry fleet by 40% by 2030.

This year, the industry’s first hybrid and LNGpowered vessels are scheduled to set sail.

In October, Costa Cruises will launch the first major cruise ship to be powered by liquefied natural gas (LNG). Costa Smeralda can host 5,200 passengers and will be the cruise line’s newest flagship and largest vessel to date. The design is inspired by Italian locales and features a glass-bottomed skywalk, several amenities and even an onboard Italian design museum.

Hurtigruten will be adding the MS Roald Amundsen to its expedition fleet, which is being built by Kleven Shipyard in Norway.

This 530-passenger vessel will be the first hybrid cruise ship in the world. Electrical propulsion combined with the particular construction of the hull will reduce fuel consumption by roughly 20%.

Specifically Designed

The last conspicuous trend is that vessels are being designed for a specific market. An example is the Hanseatic Nature by Vard for Hapag-Lloyd Cruises. This 230-passenger expedition vessel will primarily serve German-speaking travellers.

The focus on the Asian cruise market stands out especially. The Costa Venezia, for instance, is specifically designed for the Chinese market. The same applies to Spectrum of the Seas. The 4,246-passsenger cruise ship for Royal Caribbean International is also the first in the line’s brand-new Quantum Ultra class and presents targeted features, such as a karaoke venue and a tea parlour.

Photo courtesy of Royal Caribbean Int.

Spectrum of the Seas under construction at the Meyer Werft shipyard in Papenburg, Germany.

In turn, China Merchants Heavy Industries is building China’s first cruise ship for an international market, SunStone’s Greg Mortimer, which will be delivered in August.

And it appears that the cruise sector is not slowing down one little bit. Carnival recently unveiled designs for the first-ever rollercoaster at sea in 2020, on Mardi Gras, its largest vessel ever. New cruise brands will be christening their first vessels, and more is yet to be announced.

Exterior rendering of AmaMagna.

Photo courtesy of AmaWaterways

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SHIP REPORT

mv BarU

The First CLEANBU Carrier The nexT generaTion CLeanBU Carriers are UniqUe BoTh in Terms of vesseLs design, UnpreCedenTed environmenTaL performanCe and operaTionaL and TeChniCaL effiCienCy. CLeanBUs offer up to 40% lower Co2 emissions per ton mile transported cargo, providing transportation with the lowest carbon emissions in the industry, as explained

by Klaveness.

All photos courtesy of Klaveness combination carriers

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O

n 10 January, Klaveness took delivery of mv baru, the first of six contracted green vessels that will be delivered from new yangzi shipyard over the next two years, up to october 2020. the 83,563dwt mv baru is, like the other vessels in the series, 228.4m long and 34.5m wide. the cleanbu vessels are compliant with the latest ballast water management and sulphur reduction regulations. the main reason for the 40% lower co2 emissions per ton mile compared to standard vessels is the efficient dry-wet combination trading pattern, with two laden

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SHIP REPORT

On 10 January, Klaveness took delivery of MV Baru at New Yangzi Shipyard.

SPECS Length Width Maximum draft Gross tonnage Service speed

228.4m 34.5m 14.8m 54,043 13 knots

The Norwegian Minister of Foreign Affairs Ine Eriksen Søreide christening the vessel.

With the delivery of CLEANBUs, KCC will expand its well-proven combi-service into the petroleum and petrochemical industry.

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legs and minimal ballast in trades where standard tankers and dry bulk vessels have a ballast leg close or equal to the laden leg. managing Director of Klaveness combination carriers (Kcc) engebret Dahm says, “With the delivery of cleanbus, Kcc will expand its well-proven combi-service into the petroleum and petrochemical industry. these vessels provide the most environmentally friendly and cost-efficient freight solution around today, meeting the highest standards of safety.” the fully fledged lr1 product tankers and kamsarmax bulk carriers will be transporting

clean petroleum products (cPP) and heavy liquid cargos such as css, as well as all types of dry bulk products. mv baru is, furthermore, a high-tech, digital vessel with new, innovative solutions across the entire vessel.

With the delivery of the mv baru, Kcc will operate a fleet of ten combination carriers.

Kcc has another five cleanbu vessels on order for delivery in 2019 and 2020 and fixed-price options to contract a further four cleanbus for delivery in 2021. i. combinationcarriers.com

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MarIne ProPulsIon & Power GeneratIon

From left to right: Ken Wittamore, Managing Director, Kevin Wittamore, Technical Director, and Will Godfrey, RRD Electrical Director, at the MESTRADE Show in Amsterdam, where Integrel was awarded Overall Winner of the International DAME Awards.

The Future of Power Generation?

After A ten-yeAr process, Almost nine million euros spent in development And two yeArs of testing both on wAter And in two onshore labs, triskel marine’s Integrel is now available commercially and is the future of power generation afloat. all photos courtesy of triskel mArine

T

his innovative technology uses the extra capacity of a diesel engine for both propulsion and power generation. by performing both tasks, it delivers optimum efficiency, resulting in estimated fuel savings of up to 25%. the system is fully automatic and completely replaces the need for a separate generator. to allow this to be as powerful as possible, there is an external regulator that incorporates a rectifier to convert the threephase alternator output to 48v dc. this is then fed to a 10kw battery bank specified for a ten-year life.

Using Spare Capacity

The basic premise is that marine diesel propulsion engines generally work in a very inefficient region of their power curve. ken wittamore, managing director of triskel marine, explains, “what we have done is to create an intelligent system that can be programmed to know exactly what

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additional power can be drawn from the engine without affecting its propulsion performance. that spare power capacity is then harvested for power generation.”

The Integrel system uses that spare capacity to generate up to 9kw of electrical energy either for immediate consumption or to charge the battery banks. As that spare capacity increases and decreases with engine revs, integrel adjusts its power generation accordingly. As such, the system actively manages the engine’s output so that it is always running at its most fuelefficient. “effectively, what we’re doing is harvesting the electrical energy that you need to run your boat, anytime you’re running the propulsion engine”, says nigel calder, renowned yachting systems’ author and the project’s marine consultant. “the engine already has that capacity; it’s just not being used, and we’re making use of it.” propulsion, however, still has priority, and

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Marine ProPulsion & Power Generation

Integrel has up to 5 - 10 times the power output of a conventional alternator and an efficiency level that is double that of a standard generator. the electrical power is ramped up slowly to avoid any shock-loading on the engine.

Replacing Stand-Alone Generators

“We believe that this device is going to replace normal generators on vessels that currently have, or want to have, a generator”, says Mr Calder. “Thanks to combining high-tech automotive technology with the technology of a generator, Integrel has up to 5 -10 times the power output of a conventional alternator and an efficiency level that is double that of a standard generator.”

By doing away with a separate generator, less space is required and fewer throughhulls; it is less expensive than an equivalent separate generator and more efficient, with no extra separate generator running-hours or maintenance.

“And if you get to the point where you do need additional electrical energy, then simply crank the propulsion engine for a short period of time and recharge the batteries. During that period you are operating at least as efficiently as a standalone generator”, adds Mr Calder.

The Integrel System installed on an engine in the test lab.

An example of the Integrel System.

On Steroids

While Integrel is intended as a direct alternative to running a separate generator, it is not just a generator. It also has similarities to a conventional high-power alternator. It is more like “an alternator on steroids” according to Mr Calder. Permanent magnets, for instance, embedded in the rotor, have been improved for the internal magnetic coupling, delivering exceptionally high power and efficiency.

But such high power needs to be handled carefully. This is why the intelligent system controller is programmed with information

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additional load can be added to bring the engine to its most efficient point at any given engine speed.

Furthermore, Integrel delivers its rated power continuously and the windings have been changed to give the specific voltage range needed and to provide unusually high-power output at low revs. The generator itself has no embedded electronics and has a much-improved cooling air flow to cope with the higher power output.

The most obvious difference with other generators is that the Integrel system does not require a separate engine. This means that the fitting costs are less than for a stand-alone generator, with no need for through-hull fittings and no separate fuel, exhaust or cooling systems.

Promising Future

Integrel’s custom generator rotor.

about the propeller and engine, plus the main elements of the vessel’s electrical system. This allows the controller to calculate in real time exactly how much

Now Integrel has entered the commercial market, is it interesting to see if it will become the standard for cruising yachts and to speculate on the possibilities with regard to larger engines and vessels.

Especially looking towards the developments around hybrid propulsion, the possibilities for this technology for what Mr Wittamore calls “hybrid power” within the shipbuilding industry is promising. i. www.integrelmarine.com

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Cr uise & river Cr uise vessels

The 166-passenger river vessel Avalon Passion is one of the Suite-vessels built by Den Breejen.

From Small Tugs to River Cruise Specialist Den Breejen ShipyarD StarteD out By conStructing Small tugS. toDay, the ShipyarD SpecialiSeS in custom-built passenger vessels of the highest class; a specialism which has resulted in a significant growth in revenue.

All photos courteSy of Den Breejen ShipyarD

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Cr uise & river Cr uise vessels

T

he company was founded in 1947 by Jacob den Breejen together with his two sons. In those days, Den Breejen was just a small shipyard/construction company, mainly carrying out construction work on small tugs.

By the end of the roaring fifties, the company moved to a new development site in the Havenstraat in HardinxveldGiessendam. This location, on the riverbank of the Merwede – where they are still located today – gives Den Breejen a favourable position regarding Europe’s inland waterways and makes it particularly well-suited for river cruise projects.

In 1996, Den Breejen acquired the adjacent land and were able to expand their repair and newbuild activities. More hangars were added and the expedition department was established.

Today, the family-run shipyard is in the hands of the third generation. We spoke to one of the owners/directors of Den Breejen Shipyard, Ilona Kamsteeg-den Breejen, who says, “Building vessels runs through our DNA. As a family business, we are proud of our tradition and the considerable involvement of our management staff and employees, some of whom have spent their entire career within the company.”

River Cruise Vessels

Ilona Kamsteeg-den Breejen, one of the owners and directors of Den Breejen Shipyard.

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Inland-waterway newbuilds are the core business of Den Breejen, with a specialisation in the construction of luxury river cruise vessels. Both the design and construction of these vessels comply fully with the requirements of the Transport and Water Management Inspection (IL&T) and classification societies.

The specific design of the interior is worked out in consultation with the customer, the architect and the yard. Passengers are accommodated in luxury cabins and suites, which are distributed over the lower, main and upper decks. Passenger facilities include a lobby, either one or two restaurants, one or two lounges with bar, panoramic windows providing an unobstructed view of the vessel’s surroundings, and outside areas, including the large sundeck.

This segment is an interesting one, since it is a growing market that is constantly developing. “Over the last couple of years,

for example, the river cruise market has been focussing more and more on a younger, more active traveller, which means changes have had to be made in the exterior and interior to attract this kind of passenger”, adds Ms Kamsteeg-Den Breejen.

“The newbuilds are of course equipped with state-of-the-art, environmentally friendly technology. We have diesel-electric and hybrid solutions for the propulsion, as well as diesel direct in the new Stage V solution with after-treatment”, Ms Kamsteeg-Den Breejen states.

Cargo Vessels & Tankers

Next to their specialism, Den Breejen Shipyard has multiple orders for inland cargo vessels and tankers. The completion of these kinds of newbuilds has long been part of Den Breejen’s delivery programme.

Vessels up to a length of 135m can be completed according the requirements of the IL&T and classification societies.

In addition to various types of tankers and cargo vessels, Den Breejen also has the knowledge and experience to build inlandwaterway ferries. Conventional rope and cable ferries as well as modern free-sailing ferries have been completed in various designs for private shipowners and local and regional authorities.

Custom-Built

Whichever kind of vessel it may concern, every newbuild is custom-built. “Together with our customers – whether they are new or not – we look at their needs and budget in order to deliver a fitting concept, including the design”, says Ms KamsteegDen Breejen. “Even when it comes to sister vessels, we constantly develop and renew the design to comply with the modern-day demands and wishes of the market.”

“The quality of materials and workmanship, combined with a commitment to achieving total customer satisfaction, are among our core values”, continues Ms Kamsteeg-Den Breejen.

“Focus on the customer is paramount here, and our flat organisational structure contributes to this. The lines of communication are short, making it possible to act quickly and be flexible regarding customised requests.“

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Cr uise & river-Cr uise vessels

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Cr uise & river Cr uise vessels Another way Den Breejen distinguishes itself from the competition is their strict delivery time and adherence to the desired budget. The shipyard offers great value for money with many long-term customers as a result. Ms Kamsteeg-Den Breejen states, “In the maritime industry, it is important to differentiate yourself. Looking at the employment opportunities/shortage and economy, you must stay sharp to compete.”

Expert Services

Next to newbuilds, Den Breejen also provides repair and refit services. The repair department has its own harbour with a 400t and an 800t dry-dock and a well-equipped workshop.

“This service can vary from damage repair and the (re)fit of total new sewage systems to the renewal of all windows and interiors”, Ms Kamsteeg-Den Breejen explains.

“Furthermore, several shipping companies come to Den Breejen for their annual surveys.”

Another one of Den Breejen Shipyard’s expert services is the fabrication and fitting of propeller-shaft installations. These shafting systems are manufactured on twoaxe machining lathes of 8m and 12m. “We supply these services for our own (newbuild) projects and for third parties”, Ms Kamsteeg-Den Breejen says. “The systems can be installed at our shipyard or at other locations on request.”

Construction of the hull of a 135m river cruise vessel.

Current Projects

When visiting the shipyard, it is obvious that Den Breejen is engaged in a lot of work at present, including the recent delivery of Mps Avalon Envision to Avalon Waterways.

This river cruise provider is a long-standing customer of Den Breejen with a collaboration dating back to 2007, and together they have designed the suiteseries, with cabins that are 30% larger than the industry’s standard.

The newbuild is also part of this suiteseries, but with several small changes, such as a new type of sewage system, a new bridge lay-out and several interior changes; improvements which continue to improve the vessels to meet current industry demands.

Den Breejen is also working on the next sister vessel – named Avalon View – which is scheduled for delivery by the end of this year. Another passenger vessel at the shipyard, Mps Adora, is in its last construction stages and will soon be delivered to Dunav shipping Company sRL in Bulgaria.

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Den Breejen’s expert services includes the fabrication and fitting of propeller-shaft installations.

Future Developments

Just last year, Den Breejen closed a deal with the municipality of HardinxveldGiessendam to expand their facilities further. “In the short-term, part of the town’s harbour is going to be developed and a new completion quay will be established.

This will give us more space for newbuild and repair projects”, Ms Kamsteeg-Den Breejen says. “And we can really use the extra space!” The order book is already filled with another three newbuild river cruise vessels for pCE Fondsmanagement,

Hamburg, Germany, and further orders are expected in the near future. Ms KamsteegDen Breejen elaborates, “With a growing market for river cruise vessels, an attractive market for tankers and our expanding plant, the future certainly looks bright from our point of view.” i. breejen-shipyard.nl

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MARINE PROPULSION & POWER GENERATION

WIND POWER TECHNOLOGY

Catching the Wind ONCE UPON A TIME, SEAGOING VESSELS WERE POWERED SOLELY BY THE WIND. IN THE 19TH CENTURY, SAILS WERE REPLACED WITH COAL-FIRED STEAM ENGINES, WHICH, IN TURN, MADE WAY FOR THE DIESEL-BURNING engines we have today. Now, with the shipping industry being pressurised into cutting greenhouse gas emissions, sailing with the wind might become common in commercial shipping once more.

Photo courtesy of SkySails

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Marine ProPulsion & Power Generation

W

hen wind conditi ons are favourable, wind power promises a cheap and reliable way to reduce CO2 emissions. Other less obvious advantages of sails include possible improvements in the vessel’s stability and the use of wind power as an emergency propulsion system. There’s also the possibility that vessels on specifi c routes could carry less fuel as a result of the savings achieved. This could then reduce the overall weight of the vessel and lead to further fuel-consumpti on reducti ons.

Sails

Neoline, a mariti me startup, is bringing back sails. In partnership with Renault, Neoline is building two experimental carriers with sails as their main propulsion system. According to the company, the sails on these Ro-Ro carriers should reduce fuel consumpti on by at least 80%. Jean Zanutti ni, CEO of Neoline, states, “Our alternati ve will give us a low carbon footprint, low fuel consumpti on, and also the capability to be independent of fuel prices.”

Neoline’s vessels come equipped with a 4,200m2 sail, which is the primary propulsion system, and a 4,000kW marine gasoil (MGO) engine that acts as auxiliary propulsion. The auxiliary propulsion allows the vessel to reach a maximum speed of 14 knots if the need arises.

Ro-Ro vessels travel at a speed of 15 knots, but Mr Zanutti ni explains that Neoline averages 11 knots, with the 25% reducti on in speed resulti ng in a 50% saving in the energy needed by the vessels. “Our vessels are also a bit smaller, with a length of 136m, while vessels on the transatlanti c routes are usually 200m long. But we are specialised in carrying oversized cargo which is not easy to carry on other vessels – our main garage on the vessel has a height of 9.8m.”

Mr Zanutti ni is opti misti c about Neoline’s fi rst pilot-run, due to commence in early 2021, provided the fi nancing objecti ves are met by June 2019.

Kites

Kites form a modern version of old-school sails.

According to sailing legend Yves Parlier, there are a number of advantages that kites have over sails. For instance, kites do not require a mast, which is always vulnerable to the elements.

“On bigger cargo ships and container vessels, there is certainly no space for a mast on the bridge between the cockpit and the front of the boat. It would cause too much of an obstructi on. A kite, on the other hand, could be packed away into a container and would cause no such obstructi on when fl ying above the vessel”, Mr Parlier says.

Moreover, fl ying systems like these have the benefi t of harnessing renewable power in higher air layers where higher energy and more stable wind speeds prevail. Set to fl y when

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Marine ProPulsion & Power Generation

The multipurpose vessel BBC Skysails, fitted with a SkySails’ kite, sets sail in 2011.

At the core of the flying system is the towing kite.

Photo courtesy of SkySails

Photo courtesy of SkySails

the wind is strong enough, these kites could cut the amount of fuel consumption by as much as 10% to 35%.

At the moment, one flying system is actually in use, created by German company SkySails. Its sail has a propulsion power of more than 2,000kW and can save up to 10t of fuel per day, as well as SOx, NOx and CO2 emissions.

At the core of the flying system is the towing kite, together with a control pod and towing rope. Steered by the control pod, the towing kite generates propulsion by performing regular dynamic flight manoeuvres in the air ahead of the vessel.

This tractive force is transmitted to the vessel through the towing rope, which is made of high-strength synthetic fibre. A specialised cable integrated within this rope ensures the supply of power to the control

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pod and communication with the control system.

The launch and recovery system, along with the control system, are on-board components that are designed for easy integration and installed permanently on the vessel according to the requirements of the main classification societies.

French company AirSeas has designed a similar automated flying system. The socalled SeaWing is a flexible kite that is installed and stowed in the bow. Once fitted, the software that is part of the SeaWing concept determines optimum routing and timing for deployment and retraction of the kite. At the flip of a switch, the captain can send the kite up the mast, where it will fill with air and pull the vessel, operated by an autopilot.

Similar to the parafoils that power

kiteboarders all over the world today, the SeaWing could reduce fuel costs by as much as 20%, while also reducing carbon, nitrogen, and sulphur emissions from ships that operate on bunker oil.

The first SeaWing has been ordered by Airbus for its Ro-Ro vessel Ville De Bordeaux, expected completion in 2021, but the kite would work with a diverse range of vessels. Next to bulkers and tankers, depending on the speed, multipurpose and heavy-lift vessels are possible as well, regardless of what type of cargo is being carried or how it is stowed. AirSeas CEO Vincent Bernatets comments, “If the vessels are travelling at 30 knots, there is only a very small probability that the wind would be of any use. However, when we are working with vessels with speeds of 12 to 21 knots, the SeaWing has very good benefits.”

Together with Mr Parlier, the Sports and Leisure Business Unit of Porcher Industries, a leading manufacturer of fabrics for paragliding, is also working on developing marine kites.

A consortium called Beyond the Sea brings together Yves Parlier’s company, Yves Parlier Océa, with the Marseille-headquartered shipping group CMA CGM, the Ensta Bretagne engineering college in Brest, Cousin Trestec and Porcher Industries.

With a EUR 15 million grant from regional authorities for development work, Beyond the Sea has reached the launching phase of its first product, the LibertyKite, intended as an emergency system for small vessels of up to 18m or so in length. “The LibertyKite is a

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Marine ProPulsion & Power Generation

very simple system which doesn’t need an auto-pilot or electronics, but it could be very useful if a mast should break or an engine fail”, says Mr Parlier. In the longterm, more products are in development as Mr Parlier envisions electronicallycontrolled kites of up to 2,000m2 in size becoming part of a new hybrid propulsion system for cargo ships.

Rotor Sails

Some sails are shaped more like spinning columns. The Norsepower rotor sails, also known as Flettner rotors, are vertical cylinders that harness wind-power to propel a vessel. The rotor generates thrust according to the same principle that causes a spinning baseball to curve through the air after it’s thrown: the Magnus effect.

The upside is that rotor sails can generate thrust even from wind coming from the side of a vessel. “It’s an old technology”, explains

Tuomas Riski, CEO of the Finnish Norsepower. German engineer Anton Flettner pioneered the idea in the 1920s, but the concept faded out because it couldn’t compete with cheap oil. “The challenge for the industry is not the technology but the will to implement it”, adds Jarkko Väinämö, CTO of Norsepower.

“Our rotor sails have the power to reinvent the existing market and make auxiliary wind propulsion a natural choice for merchant shipping.” In favourable wind conditions, Norsepower rotor sails could allow the vessel to throttle back the main engines up to 50%, optimising fuel efficiency by reducing fuel consumption and associated emissions by an expected 7% - 10% on typical global shipping routes.

Onboard Maersk Pelican, a Long Range 2 (LR2) product tanker vessel, the world’s largest rotor sails are being tested. These two rotor sails are 30m high by 5m in

diameter. Tommy Thomassen, Chief Technical Officer at Maersk Tankers, says, “This project is breaking ground in the product tanker industry. While the industry has gone through decades of technological development, the use of wind propulsion technology onboard a product tanker vessel could take us into a new playing field.”

Earlier, Norsepower refitted the Ro-Ro carrier MS Estraden, owned by Finnish company Bore and the LNG-fuelled Viking Grace ferry, making it the world’s first passenger ship to harness wind power with this kind of sail. Mr Riski says, “There are now three vessels in daily commercial operation using Norsepower’s rotor sails.

Each of these cases represents a very different vessel type and operational profile, demonstrating the widespread opportunity to harness the wind through Flettner rotors across the maritime industry.”

Additionally, Viking Line has signed

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Norsepower’s rotor sails are made using lightweight composite sandwich materials.

Photo courtesy of Norsepower

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Marine ProPulsion & Power Generation KOHLERPOWER.COM

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Marine ProPulsion & Power Generation

Maersk Tankers has begun experimenting with 30m-high rotary sails on its Maersk Pelican.

Illustration courtesy of Norsepower

The Magnus effect.

a EUR 194 million contract with China-based Xiamen Shipbuilding for a 218m, 2,800-passenger vessel for its Turku - Åland Islands - Stockholm route that will have two rotor sails, doubling the wind power potenti al. Delivery is scheduled for 2020 and the order includes an opti on for another newbuild.

Photo courtesy of Maersk Tankers

Retractable Sails

One downside of rotors is that they can get in the way of port cranes that load and discharge cargo. Because of this, U.S. startup Magnuss has developed a retractable version. This verti cally-variable ocean-sail system, aka the Magnuss VOSS, comprises a mechanical 15m steel cylinder that works like a rotor sail as per the Magnus eff ect, but is retractable. The company is raising fi nances to design and build its concept further.

Another opti on comes from the Spanish bound4blue. Their aircraft -inspired wing-like sails collapse like an accordion. The foldable system has been conceived as a complementary propulsion system, which produces eff ecti ve thrust from existi ng winds, reducing the main engine power required and therefore delivering fuel consumpti on and pollutant-emissions reducti ons of up to 40%. The system can be integrated into a wide range of vessels and the fi rst two will be installed next year, followed by fi ve more in 2020.

Solar Sails

Whichever system is used, however, a sail only works when there is wind. Mr Zanutti ni is not at all worried about this. “If we don’t fi nd the wind, which is rare but can happen, then we can patch up with the engine”, he says.

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The use of wind propulsion technology could take us into a new playing field.

Greg Atkinson, Director & Chief Technology Offi cer at Eco Marine Power, notes in his paper about rigid sails that this is indeed a threat to wind power systems: “The performance of any sail is dependent on the wind directi on and wind speed and these vary constantly. Additi onally, the directi on of the apparent wind may not be suitable for the use of sails, and in such cases they may provide litt le or no propulsive power.

Thus, the propulsive power from sails cannot be relied upon to be the main or even a signifi cant source of propulsion at all ti mes.”

He further proposes a combinati on, such as the Aquarius Marine Renewable Energy developed by Eco Marine Power that combines sail power (using the rigid sails) with solar power as a source of energy and propulsion (along with the vessel’s main

engines) in order to reduce emissions and lower fuel consumpti on.

The hybrid sails are also known as EnergySails and are automati cally positi oned by a computer system to best suit the prevailing weather conditi ons, and can be lowered and stored when not in use or in bad weather.

This technology is currently under development, and testi ng of the EnergySail is being conducted both ashore and on a vessel during sea trials. Mr Atkinson concludes, “We want to make sure we don’t repeat the mistakes made during the development of previous sail-assisted or wind-assisted propulsion soluti ons, especially in terms of operability. From our point of view, it’s not a race to be fi rst and repeat what has been done before; instead our focus is on innovati on with an emphasis on quality and long-term performance.” i. airseas.com i. bound4blue.com i. ecomarinepower.com i. neoline.eu i. norsepower.com i. magnuss.com i. porcher-ind.com i. skysails.info

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navcom

AI-driven navigation is expected to improve situational awareness, object identification and tracking.

Photo courtesy of Sea Machines

Predictive Navigation One Of the key changes in the maritime industry is the implementatiOn Of artificial IntellIgence (AI). Developments in ai will soon enable computers to predict the future positioning of a vessel minutes, or even seconds, in advance, improving situational awareness and decision-making and, ideally, creating safer outcomes.

AI is becoming increasingly important for the maritime industry. the rise of automation in the maritime supply chain, along with the demand for more autonomous shipping, has led to an increase in the demand for AI. predictive navigation is another area in which AI plays an important role. AI-driven navigation assistance is evolving from dynamic positioning (Dp) technology by linking Dp with advanced algorithms and machine-learning tools. the idea is that with the help of AI, shipping routes and driving speeds could be optimised and marine navigational safety could be improved.

Optimal Navigation

AI-driven navigation technology would start off by calculating optimal manoeuvres set against specific criteria and requirements. the AI system would learn to perceive its

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environment and recommend optimal actions that support onboard crew. the main goal here is to use Big Data to predict an optimal route that reduces fuel and a reduction in cost.

Safer Navigation

Another benefit of predictive navigation is the hoped-for safety improvements en route. “the maritime industry today is highly manual and has a relatively high accident rate, largely due to human error”, michael Johnson, founder and ceO of sea machines states. “one solution to this includes deploying advanced perception and situational awareness technology.” sea machines’ AI-system is expected to improve at-sea situational awareness, object identification and tracking, and will provide intelligent information directly to the wheelhouse. Ultimately, it should increase

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navcom

the safety, predictability and productivity of real-world shipping operations. Ap mollermaersk is set to trial this Robotics’ situational awareness technology on-board its Winter palace ice-class container vessel to improve its transit operations. cmA cgm, in turn, is collaborating with start-up shone to embed ai on board its vessels. shone fuses data from multiple sensors, such as radar, camera and ais, to improve detection accuracy and reduce the risk of collision. the aim is to supply the crews with decision support on maritime piloting and safety.

A similar project is the Advanced Intelligent manoeuvring software module from transas, which is a traffic track-prediction system and anti-collision support tool.

Rolls-Royce is working on AI-driven computer navigation technology as well. In

svAn project has been an ideal opportunity to showcase how ship Intelligence technology can bring great benefits to the safe and efficient operation of vessels.”

However AI-driven navigation could be less safe than expected, since the crew could become over-reliant on technology and less alert onboard.

this is something we should also keep in mind when implementing this smart technology. i. rolls-royce.com i. sea-machines.com i. shone.com i. transas.com

Sea Machines’ technology will trial in Q4 aboard a Maersk container vessel.

nes

Ship Intelligence technology can bring great benefits in the safe and efficient operation of vessels Photo courtesy of Sea Machines

collaboration with Finferries, the research project svAn (safer vessel with Autonomous navigation) demonstrated last December a first fully autonomous ferry in the archipelago south of turku, Finland. the ferry Falco used a combination of RollsRoyce ship Intelligence technology to successfully navigate autonomously during its trip between parainen and nauvo. With the help of sensor fusion and AI, the vessel was able to avoid potential collisions. the autonomous docking system, in turn, was able to reduce speed and navigate the vessel safely and securely to its berth. mats rosin, ceO of finferries, comments, “as a modern ship-owner, our main focus in this cooperation has been on increasing safety in marine traffic, as this is beneficial for both the environment and our passengers.” mikael makinen, president of Rolls-Royce’s commercial marine division, adds, “the

With Falco, Rolls-Royce and Finferries test the findings from the Advanced Autonomous Waterborne Applications (AAWA) research project, funded by Business Finland and started back in 2015.

Photo courtesy of Rolls-Royce plc

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ship report

Nieuw StateNdam

The Ongoing Evolution

the firSt hollaNd america liNe’S StateNdam Sailed iN 1898, aNd thiS Newbuild will be the Sixth Ship iN the compaNy’S hiStory to carry the Name. in combining the dutch word for ‘new’ with the classic ‘Statendam’, holland america line celebrates the company’s past, present and future. all photoS courteSy of hollaNd americaN liNe

O

rlando ashford, president of holland america line, cites, “Nieuw Statendam represents our continued evolution of adding exciting new experiences while maintaining the hallmarks that have made Holland america line a leader in premium cruising.” the 99,902t Nieuw Statendam is almost 300m long, accommodates 2,666 passengers and offers 1,377 accommodations.

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The newbuild is the sixteenth vessel built by Fincantieri for Holland America Line and its second Pinnacle Class ship. A third vessel from the same series will be delivered in 2021.

Similar, But Different

“like its sister-ship Koningsdam, Nieuw Statendam is all about fine details and thoughtful touches throughout the vessel,

which create an ambiance of both elegance and style”, Mr Ashford reveals. The interiors are characterised by a contemporary style, which blends perfectly with the traditional elegance that distinguishes all the vessels in the fleet. while much of the design is similar to that of her sister ship, Nieuw Statendam has her own style, created by leading hospitality

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ship report

The hull of Nieuw Statendam is made up of 720 individual blocks.

designer Adam D. Tihany and architect Bjørn Storbraaten. The vessel features exclusive public areas, grand, light-filled spaces, visual drama and sumptuous interiors inspired by the fluid curves of musical instruments.

Among the most noticeable enhancements is the redesigned Pinnacle Suite – the largest on the vessel – as well as reconfigured Family Staterooms.

Furthermore, Nieuw Statendam displays all

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the stateroom hallmarks introduced on Koningsdam, including single-cruiser accommodation, as well as a wider range of suite configurations.

“As with every new vessel, we’ve listened to guest feedback and made our own assessments, leading to exciting changes to Nieuw Statendam that will enhance the stateroom experience across every category”, explains Mr Ashford. “Staterooms

should be a sanctuary for our guests. They are going to appreciate the elegance, functionality and extra-special touches to be found on our newest vessel.”

Sea Trials

The vessel’s technology is aimed at optimising energy efficiency and minimising environmental impact. Thanks to several enhancements, the newbuild responds to

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ship report

The interior features fluid curves.

The redesigned Pinnacle Suite.

SPECS IMO Call sign Length overall Breadth Moulded Depth Gross tonnage Net tonnage Suitable decks Engines

9767106 PBCO 268.35m 34.99m 10.80m 99,902t 68,084t 18 4 x Caterpillar 12M43C 4 x 12,600kW 4 x speed 514rpm

Guest can dine in style.

The Lido pool.

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ship report

Nieuw Statendam was presented on 29 November at the Fincantieri Marghera (Venice) shipyard.

the most demanding current safety regulations.

During the sea trials in August 2018, Nieuw Statendam underwent a series of performance tests on the vessel’s systems, machinery and engines. The shipyard’s team of nautical officers, naval architects, engineering officers and builders were all engaged to test the vessel’s manoeuvering characteristics and safety systems.

Christening

Nieuw Statendam joined the fleet on 1 December 2018, but the official naming ceremony took place in Fort Lauderdale, Florida, on 2 February this year. Oprah Winfrey was named Godmother of the new vessel and christened Nieuw Statendam after a three-day Girls’ Getaway cruise.

“We are deeply honored that Oprah is serving as Godmother of the Nieuw Statendam”, says Mr Ashford. “The timehonored maritime tradition of choosing a godmother for a new vessel dates back more than 4,000 years and is a revered tradition believed to bring good luck and protection to the ship and all who sail in her, so it’s perfectly fitting that the Girls’

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Getaway cruise will take place on Nieuw Statendam.”

Following its transatlantic crossing from Civitavecchia, Nieuw Statendam has spent a full season in the Caribbean, sailing roundtrip from Fort Lauderdale. The vessel will head to its summer homeport of Amsterdam, the Netherlands, in May and sail a series of northern Europe, Baltic and Iceland cruises before making its way to the Mediterranean in September for cruises out of Civitavecchia. i. fincantieri.com i. hollandamerica.com

From left to right, Nieuw Statendam Godmother Oprah Winfrey, Captain Sybe de Boer and Holland America Line president Orlando Ashford.

Art at Sea With 160 artists featured and around 2,500 original artworks, the vessel houses one of the largest art collections at sea, according to Anne-Cecilie Thidemansen, YSA Design’s art consultant. Its three stair towers, for example, are effectively vertical art galleries graced by limited edition photographs, paintings and sculptures.

YSA Design and its forerunner company, Yran & Storbraaten, have worked with Holland America Line since 2002, overseeing its increasing use of original artworks as a differentiator in a 10-vessel collaboration. YSA Design Chairman and Partner Trond Sigurdsen adds, “Visual arts have been pivotal in evolving the brand in a way that retains its classic associations but adds edginess, appealing to a broader demographic. Three works on Nieuw Statendam even use the Holland America Line logo as their inspirational motif.”

YSA Design also played a role developing and project-managing the theatre, stairs and lift lobbies, the Neptune and observation lounges, Tamarind restaurant, spa, kids’ zones, all outdoor areas, magrodome and several other public spaces.

i. ysa.no

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GREEN SHIP TECHNOLOGY

Carbon-Neutral Fuels

AT PRESENT, LIQUEFIED NATURAL GAS (LNG) SEEMS TO BE THE FRONT RUNNER IN THE RACE FOR POST-2020 ALTERNATIVE FUELS, BUT in order to comply with the target for 2050, this might turn out to be just an interim solution.

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sing LNG will, in fact, result in a 10% to 25% reduction of GHG emissions, depending on engine technology, but these numbers are still too high to meet the 2050 targets. Other alternative fuels, such as biofuels, can lead to a more drastic reduction in GHG emissions, and depending on how these fuels are produced could even result in zero emissions.

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In their latest forecast, classification society DNV GL has identified alternative less-mature fuels with a high GHGreduction potential; for example, methanol, hydrogen and electricity.

According to DNV GL, such fuels will be essential to achieve the IMO vision of fully decarbonising shipping somewhere between 2050 and 2100.

Potential Fuels

The development of these alternative fuels continues to lag behind LNG, in some cases even far behind. But a transition towards low-carbon alternatives for shipping is gathering momentum and is expected to finally take off this year.

The foundations for the use of these fuels were laid in 2018 and ranged from the

signing of a contract to build the world’s first hydrogen-powered ferry, to developing a methanol-powered cruiseship design and announcing the use of liquid biogas on cruise-ship conversions.

Whether these alternatives are actually feasible is another matter. DNV GL believes that, at the moment, zerocarbon shipping is feasible either through the use of electricity (fully electric ships) or through the use of hydrogen.

Electrification

When switching to electric, tank-topropeller emissions are reduced according to the degree of electrical energy used. This reduction can even reach 100% if all operations are powered by electricity, resulting in a zero-emission vessel.

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Green Ship TechnoloGy

ForSea’s ferries Tycho Brahe and Aurora have been converted from conventional diesel engine operations to battery power.

Photo courtesy by ForSea

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Green Ship TechnoloGy

Carbon-neutral fuels can lead to drastic GHG emissions reduction.

Ferguson Marine is building the first sea-going car and passenger ferry fueled by hydrogen.

Photo courtesy of Ferguson Marine

Photo courtesy of EST-Floattech

Scheldestroom is equipped with batteries that provide power for day-to-day activities.

Photo courtesy of DNV GL

frequent port-calls may also utilise more on-shore electricity. Deep-sea shipping looks unlikely to exhibit much electrification any time soon, but such vessels can already install batteries for energy optimisation during cruising, or as a low-emission solution when operating in sensitive areas or near harbours.

If electricity aspires to be a possible option, substantial further development is needed, in terms of performance, energy density and cost. And perhaps even improving the size of the batteries, which would increase the potential of this alternative fuel and make it truly competitive.

Hydrogen Photo courtesy of ForSea

When switching to electric the tank-to-propeller emissions are reduced according to the degree of electrical energy used.

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The upside of this is that this alternative fuel is already available and an increasing number of electric vessels are sailing the waters. The downside is that electrification is not feasible in every situation and it is significantly more costly than the traditional diesel.

The short-sea shipping segment currently has the highest potential for electrical operation. Within this segment, vessels on short routes, with regular schedules and long contracts, have the greatest potential of all. Vessels operating on routes with

Hydrogen is the second feasible future frontrunner when talking about zero emissions, according to the DNV GL. This clean fuel is an energy carrier and is produced using renewable energy. Liquefied hydrogen could be used in future shipping applications. But because of its very low energy density, it requires a large storage volume, and it is still quite expensive.

Still, the interest is there. The Norwegian Public Roads Administration has, for example, initiated a development project aiming to have the first hybrid H2 fuel cellelectric ferry in commercial operation in 2021. Royal Carribbean Cruise Lines have ordered two vessels with LNG-fuelled propulsion and H2 fuel-cells for power.

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Green Ship TechnoloGy Furthermore, two hydrogen-powered ferries are being built, one in California and one at Scotland’s Ferguson shipyard.

The latter, known as HySeas III, will operate around Scotland’s Orkney Islands, where hydrogen, which is being produced in volume from renewable energy, will be electrolysed by the ferry and used in fuel cells.

Challenges include the fact that there are no prescriptive rules governing the building of a hydrogen ferry and storing the hydrogen in the vessel, due to the large volume needed. The HySeas project will help with the development such prescriptive rules regarding hydrogen. The project has already overcome storage problems by creating a bespoke hull shape to accommodate storage.

To further mature this alternative fuel and make it more economically attractive, H2Fuel-Systems has developed a new hydrogen fuel named H2Fuel. This Dutch invention binds hydrogen to sodium borohydride, together with ultra-pure water.

A reaction is triggered in these substances thanks to an activator or a catalyst or a combination of both. During this reaction, hydrogen is released from the sodium borohydride and the same quantity from the water, as well as heat. This means a

yield of H8 for a production of H4. This efficiency is 98% of what is theoretically achievable.

MAN Energy Solutions has announced that its subsidiary MAN Cryo has – in close cooperation with Fjord1 and Multi Maritime in Norway – developed a marine fuel-gas system for liquefied hydrogen as well. This has been granted preliminary approval in principle by DNV GL. The award is significant in that the system is the first marine system design to globally secure such an approval.

Short-Sea and Deep-Sea

Based on current technology, DNV GL has made a distinction between short-sea and deep-sea regarding the applicability of alternative fuels. Short-sea includes the vessels typically operating in limited geographical areas, on relatively short routes and with frequent port calls.

Deep-sea, in this case, includes mostly large, ocean-going vessels covering long routes.

Looking at the options for alternative fuels, short-sea vessels may be more suitable for ‘new’ fuels, such as hydrogen. Deep-sea vessels, however, are more limited in comparison. This is mostly because deepsea vessels require fuel that is globally available. Biofuels seem to be the best alternative option here.

Challenges and Barriers

Every alternative mentioned comes with challenges and barriers. The selection of fuel will therefore probably be based on a compromise between the benefits and drawbacks of the various fuel options being considered.

The costs associated with machinery, as well as the expected fuel prices and availability of bunkering infrastructure, will be key barriers, according to the forecast of the DNV GL. Safety will also be a primary concern. It can be translated into monetary terms once a design has been established and the necessary safety measures identified.

The need for infrastructure development, such as bunkering facilities and supply chain, is another potential hurdle.

Uncertainty regarding long-term availability is also a concern. In addition, storage of certain alternative fuels will require more space on board compared with traditional fuels, which has an impact on the design.

Perhaps a combination is the key. Hydrogen as a fuel, with fuel-cell technology combined with batteries, is already an emerging alternative, particularly for small vessels operating in fixed routes and with a secured energy supply. i. dnvgl.com

The world’s first hybrid electric-powered expedition vessel is currently under construction in Norway.

Photo courtesy of Hurtigruten

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cr uise & river cr uise vessels

The design is a result of the close collaboration between The Ritz-Carlton Yacht Collection, the shipbuilding company, the Swedish design firm Tillberg Design and Barreras Shipyard.

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cr uise & river cr uise vessels

The specially designed small-capacity vessel combines yachting and cruising.

Hotel at Sea WiTH THE FiRST OF THREE CRuiSing YaCHTS SETTing SaiL in 2020, THE gLOBaL LuxuRY HOTEL BRanD THE RiTz-CaRLTOn HOTEL COMPanY iS EnTERing THE realm of luxury yachting and cruises, making Marriott international inc’s subsidiary the only provider of luxury accommodation both on land and at sea.

All photos COuRTESY OF HJ BaRRERaS SHiPYaRD anD THE RiTz-CaRLTOn YaCHT COLLECTiOn

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amed The Ritz-Carlton Yacht Collection, this venture is offering a unique combination of yachting and cruising, and was created by The Ritz-Carlton and maritime experts Douglas Prothero and Lars Clasen, in collaboration with funds managed

by Oaktree Capital Management, L.P. “The Ritz-Carlton Yacht Collection will have a distinctive personality and the vessels are sure to be true stand-outs in some of the most glamorous ports around the world”, says Herve Humler, President of The RitzCarlton Hotel Company.

The first Ritz-Carlton vessel is being built by Hijos de J. Barreras Shipyard in Vigo, Spain.

This newbuild is the first cruise vessel of its type built in the Bay of Vigo, and the most expensive civil vessel ever made in Spain.

Due to the intimate size of the vessel, the – still unnamed – vessel is able to enter places and ports, from Capri and Portofino to St. Barths and the old town of Cartagena, which are inaccessible to larger cruise ships.

She will also make fewer stops, around four a week, to give the customer the experience of travelling in their own megayacht.

Design

The specially designed small capacity vessel has a length of 190m, a 23.8m beam and 5.65m draught. The vessel accommodates a maximum of 544 people on board:

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298 passengers and 246 crew members.

With a total of 11 decks, deck numbers 2, 3 and 4 will be dedicated to the crew while decks 4 to 8 will be devoted to passenger cabins. The 149 suites will each have their own private balcony. The newbuild will also feature two 138m2 lavish duplex penthouse suites, five restaurants, three swimming pools, two jacuzzis, a signature Ritz-Carlton spa, a panorama lounge, wine bar, and a marina aft.

The modern craftsmanship and interior finishes are jointly designed by The RitzCarlton and leading design firm, Tillberg Design of Sweden. Tillberg Design of Sweden’s Owner and Executive Project Director, Fredrik Johansson, comments,

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SPECS Length Overall 190m Moulded Breadth 23.8m Design Draught 5.65m Maximum Draught 6m Deadweight at 5.75m approx.

1,740t Service Speed 16 knots Main Engines 4 x 3,600kW at 750rpm Main Azimuth Propellers 2 x 4,600kW

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cr uise & river cr uise vessels

We have been able to start from a blank piece of paper and create a whole new brand from scratch.

“The opportunity to design The Ritz-Carlton Yacht Collection has been extremely exciting as we have been able to start from a blank piece of paper and create a whole new brand from scratch. Our guiding principles for all aspects of the yacht’s design have been spacious privacy and personal comfort.”

Construction

in October, the cruise vessel touched water for the first time at Barreras, marking the completion of the exterior construction. The newbuild was constructed in compliance with regulations and under special monitoring by Det norske Veritas (DnV), and classified as +1a1 passenger ship, iCE-C, ECO, E0, CLEan, BWM-T, BiS, COMF-V (1), nauT-aW, F-M, LCS-DC. Likewise, it meets the strictest iMO requirements, which guarantee that all systems and equipment related to human safety at sea fulfil the latest agreements, demands and requirements in this respect, together with Malta Flag Regulations.

The shape of the hull has been optimised to

achieve the highest possible guest comfort coupled with low noise and vibration, improving sea keeping capabilities and manoeuvrability. The diesel/electric propelling plant has been specially designed with four main generators, each with a capacity of 3,600kWe, and two 4,600kW propellers.

Completing the vessel will involve a contribution of more than around EuR 45 million and 1 million work hours from the labour force, which includes the shipyard’s staff as well as the personnel of the auxiliary industries of the Bay of Vigo.

The newbuild is currently in the outfitting phase and will be officially christened prior to the inaugural sailing in February 2020. i. hjbarreras.ed i. ritzcarltonyachtcollection.com Renderings are artistic concepts. All features, plans and specifications are subject to change without notice.

The Ritz-Carlton Yacht Collection celebrated the launching ceremony of their inaugural yacht last October, where the newbuild touched water for the first time.

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NAVCOM

Thinking Outside the Bridge

All photos courtesy of Sperry Marine.

To meeT The demands of a long-term cruise industry customer, sperry marine has developed a new solution called TabletBridge. TabletBridge provides visibility of the electronic chart display and safety system (ecdis) to navigators positioned on the bridge wings during vessel docking.

Standing in the Right Place

“large cruise ships in particular must often negotiate berth approach and docking in congested waters, confined fairways and bright sunlight, so there is a real need for a portable ecdis unit that can be easily read from multiple locations and in different weather conditions”, explains nick hollaway, technical director at northrop grumman sperry marine. “navigators may have to stand in certain places to gain best visibility of the berth, at the expense of being able to clearly see the screen. it’s far better to be standing in the right place and also have access to a screen if needed.” “the ability to take bridge functionality out

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of the fixed hardware array and place it into the hands of crew or the master is a logical step in a process that will see navigation become more mobile and interactive as digitalisation in shipping takes hold”, he adds.

Integrating Front and Back of Bridge

one of the challenges for sperry marine was to work in the space between the regulated front of bridge and the less regulated back of bridge, where more standard it systems are often found. the integration process involved bringing equipment not originally designed for the marine market into the bridge environment and making sure it complied with all safety and security requirements. “despite being a read-only device, tabletBridge’s display of electronic navigation charts means it could be considered as critical equipment by some regulatory bodies. we worked with the classification societies to understand what steps would be needed to ensure we didn’t compromise the vessel’s existing classification type approval and for it to comply with their rules”, says mr hollaway.

Nick Hollaway, Technical Director at Northrop Grumman Sperry Marine.

Three Layers of Cyber Hardening

sperry marine designed the TabletBridge installation to provide the same ecdis view on up to four separate units accessible in different locations, using a ruggedised tablet with strong cyber security, and connected to a private wireless network. the tablets underwent three layers of cyber hardening, including locking down the operating system and hardware functionality, securing the configuration and access to the wi-Fi access point and maintaining the airgap between the wi-Fi network and the navigation network. i. www.sperrymarine.com

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ship report

Saint John Paul II

ShIPbuILdeR InCAT hAS ReCenTLy LAunChed TheIR neW 110M vehICLe/PASSengeR FeRRy FROM The InCAT ShIPyARd AT deRWenT PARk in hobart, Tasmania. The vessel commenced sea trials mid-January, prior to delivery to her new owner virtu Ferries on 24 January 2019.

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he vessel commenced her 9,600nm, 20-day journey to Malta a few days later.

The vessel’s maiden voyage saw her crossing the Indian Ocean, calling at the ports of Fremantle in Western Australia and Colombo in Sri Lanka before passing Somalia, to transit the length of the Red Sea before entering the Mediterranean via the Suez Canal. Saint John Paul II will be deployed for year-round lifeline service between the islands of Malta and Sicily from March 2019.

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Robert Clifford, Chairman of Incat Tasmania says, “virtu Ferries were looking for increased reliability, sea-keeping, passenger comfort, capacity and economy with less operational downtime, and it is a pleasure to welcome them to the Incat family of shipowners.” Work commenced on hSC Saint John Paul II in 2017, and together with other export orders, has been a catalyst for the significant increase in workforce numbers at Incat over the past two years.

Cruising at 38 Knots

The new 110m wave-piercing catamaran is the 15th fast ferry virtu has acquired. This high-speed vessel has been built to conform not only to the obligatory IMO high-Speed Craft Code 2000, but also to the EU Directive 1999/35/EC of the European Maritime Safety Agency of the european Commission.

The newbuild also conforms with the eu Maritime Green Policy.

Saint John Paul II is powered by four MTu engines, generating a total of 36.4MW.

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ship report

The newbuild can transport upto 900 passangers and 167 cars.

Photo courtesy of Incat

SPECS General Particulars Length overall Length waterline Beam moulded Beam of Hulls Draught Speed Deadweight Main Engines Water Jets Transmission Hydraulics Generators Distribution

Capacity Seats Installed Passenger Decks

Photo courtesy of Brand Tasmania

These state-of-the-art engines meet the IMO Marpol Annex vI Tier II standards for exhaust gas emissions. Four Wärtsilä waterjets give the vessel a cruising speed in excess of 38 knots, allowing her to complete the crossing from Malta to Sicily, berth to berth, in around 90 minutes.

Like all other virtu high-speed vessels, the Saint John Paul II will fly the Maltese flag and is certified for international voyages by international Classification Society dnv gL.

Accommodation Vehicle Capacity Axle loads Vehicle Ramps Tankage

Evacuation

Certification

110.6m 101.9m 28.2m 5.4m 4.277 (+/-0.2m) Approx 37.5 knots at 85% MCR, 600dwt 1,000t 4x resiliently mounted MTU58000M71L 4x Wartsila LJX 1500SR waterjets configured for steering and reverse 4x ZF60000 gearboxes with reduction ratio suited for optimum jet shaft speed Five hydraulic power packs, one fwd, four aft ‘Naiad’ active ride control system 4x 300ekW MTU8V2000M51A generators 415V, 50Hz 3-phase 4 wire distribution with neutral earth allowing 240V supply using one phase and one neutral 100-amp 415V 3-phase shore connection point 924 pax (including crew) 1,120 seats (982 internal, 138 outdoor) Tourist and Business Class passenger seating areas (Tier 2 and 3), Truck Drivers Lounge (Tier 2) and 2x VIP Lounges (Tier 3) 3x bars, gift shop, gaming lounge, restrooms Cabins for 24 crew 490 truck lane metres at 3.5m wide and 4.6m clear height or up to 167 cars at 4.5m length x 2.4m wide.

12t (single axle single wheel) or 15t (single axle dual wheel) 1x stern, 1x ps fwd, both carry vehicles of up to 50t.

492,000l MGO fuel oil (storage tanks) 2x 5,000l fuel oil (header tanks) 2x 5,000l fuel oil (separator tanks) 2x 6,500l fresh water 1x 6,500l sewage 2x 1,100l lube oil 1x 2,000l oily bilge water 2x 500l Aft hydraulic oil, 1x 500l Fwd hydraulic oil Four Marine Evacuation Stations (MES), 2x PS, 2x SB, each serving max 300 pax.

11x 100 pax life rafts 2x SOLAS inflatable 25hp dinghies DNV +1A1 HSLC R1 Car Ferry ‘B’ EO

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ship report

Four Wärtsilä waterjets give the vessel a cruising speed in excess of 38 knots.

Photo courtesy of Brand Tasmania

Increased Capacity

With a deadweight of 1,000t, capacity for 900 passengers in 5 lounges and a garage that takes 167 cars or 23 trailers, Saint John Paul II will be the largest high-speed RoPax catamaran operating in the Mediterranean, and the second largest in the world.

For Virtu Ferries, the new vessel provides a significant increase in capacity. The 490 truck lane metres offer 43% more truck capacity, along with a 15% increase in passenger capacity and a 7% increase in car capacity compared to Virtu’s previous craft.

The design was modelled by Revolution Design and Seaspeed Consulting and then extensively tank-tested and optimised at QinetiQ, a tank and aerospace testing facility in the UK, which was purpose-built for use by the British Navy and UK Ministry of Defence.

The interior of Saint John Paul II incorporates VIP, Business and Economy class areas. The vessel is fitted with a total

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of 1,120 seats, including outdoor seating on the aft deck.

The vessel has been named in honour of Saint John Paul II, the Pope who served from 1978 to 2005, a pope so revered that he has often posthumously, but unofficially, been referred to by Catholics as “Saint John Paul the Great”.

Virtu Ferries had the honour of welcoming HH Pope John Paul II on board one of their other vessels, ACC San Frangisk, on a momentous return voyage from Grand Harbour via Valletta, St Paul’s Islands and Gozo on 27 May 1990.

Saint John Paul II is the second Incat vessel named in honour of a Pope. In 2013, Buquebus named their Incat 99m vessel Francisco in honour of Argentinian-born Pope Francis.

Virtu Ferries Virtu Ferries are internationally renowned as pioneering operators of high-speed passengers and cargo ferries. Since 1988, the company has invested in excess of EUR 175 million in highspeed vessels that operated on the Malta/Sicily route, effectively revolutionising the transportation of passengers and cargo between the neighbouring islands. Currently, Virtu also operates high-speed vessels on international routes between Venice and Adriatic Ports in Slovenia and Croatia, as well as between Tarifa (Spain) to Tangier (Morocco). In times of humanitarian crisis, Virtu has time-chartered its vessels to the Governments of Australia, the USA, Italy, and Malta and international corporations and institutions such as the International Red Cross and Médecins Sans Frontières.

i. www.incat.com.au i. www.virtuferries.com

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marine propulsion

A Revolution in Propeller Technology With 20 million propeller-driven vessels WorldWide and 5 million propellers sold each year (4+ million retrofits, 1+ million newbuilds), the global propeller market is massive.

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ccording to sharrow engineering, the total annual market size for marine propellers is expected to grow to eUr 4.4 billion by 2020. promising numbers for an engineering company with a patented new propeller design.

Advanced Solutions

sharrow engineering was founded in 2012. after six years of research and development work, the company has now launched its sharrow propeller. the design of the propeller, enabled by modern computer modelling and additive manufacturing, has provided advanced solutions to some of the basic limitations of rotary propulsion. the propeller features revolutionary theories for generating thrust, custom-designed analysis tools and 100% parametrically driven geometry design software.

With these tools, sharrow engineering is able to quickly design specific versions of the sharrow propeller for any nautical or aeronautical purpose.

Patented Design

the design of the propeller reduces, and can even eliminate, tip cavitation and traditional tip vortices. each blade of the sharrow propeller is supported by two root connections instead of one, making it stronger than conventional propeller blades. the engineering company plans to use standard nickle-aluminium-bronze alloy (nibral) for the propeller’s immediate introduction onto the marine propeller

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market. no major mechanical engineering changes are necessary in order to incorporate the sharrow propeller into a vessel, as it is attached to a vessel the same way as a standard propeller. patents to protect intellectual property rights for the design of the sharrow propeller have been filed with the Uspto and foreign countries and have been awarded in the Us, Japan, canada, and the eU. the rest of the company’s sixteen patent applications are pending.

Impressive Efficiency Gains

sharrow engineering has collected and analysed extensive testing data from the University of michigan’s marine hydrodynamics laboratory, along with results from internal cFd and Fea analysis. additionally, the philadelphia-based engineering company has implemented a rigorous in-water test programme using manned vessels in lakes, rivers, and bays. results from this extensive research programme demonstrate that the sharrow propeller is 9% - 15% more efficient than the industry standard Wageningen B-series design. the results also find that the sharrow propeller has a wider peak efficiency curve, for greater utility over a wide scope of operational ranges, and can achieve a 17% reduction in torque while accelerating. efficiency gains of this magnitude could prove to be a gamechanger in an industry where 1% is considered substantial. testing methodology and results were independently analysed, reviewed and validated by applied Universal engineering of san diego, ca and hs marine propulsion of ocean springs, ms.

Photo courtesy of Sharrow Engineering

According to research, the Sharrow Propeller can generate fuel savings of 9% - 15%.

Third-Party Testing

in 2013, sharrow engineering formalised an extensive research and testing programme with the University of michigan’s marine hydrodynamics laboratory to provide insight and independent validation of sharrow engineering research findings through third-party testing. this third-party testing has provided the engineering company with the vital resources to validate theoretical models, cad and cFd simulations with physical tests of actual propeller prototypes. the ‘closed loop’ iterative design process is the gold standard for state-of-the-art engineering design. i. sharrowengineering.com

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GREEN TECHNOLOGY

An Oceanic Awakening Over the years, the apprOach adOpted by shipyards with regard tO the envirOnment has cOntinued tO evOlve; the Original fOcus, which was directed at meeting regulatory requirements has transitioned into a deeper commitment to long-term sustainability. Still, Wärtsilä believes that the industry needs a wake-up call to truly accomplish a change towards a greener world. all photos cOurtesy Of wärtsilä

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s one of the global leaders in smart technologies and complete lifecycle solutions for the marine and energy markets, the company has launched the initiative ‘An Oceanic Awakening’. To learn more about this initiative, we spoke to Andrew Calzetti, Marketing Director at Wärtsilä Marine.

Q: Why do we need this wake-up call? a: There are many on-going global conversations around sustainability and climate resilience, yet few are specifically focused on bringing a unified vision to maritime projects. That, to us, signalled the need for change, and the current initiative is about being bold enough to admit that this change needs to come, now, with haste.

In fact, owing to its widespread consumption of fossil fuels, the shipping industry’s carbon footprint is relatively large, so imagine what the immediate impact would be if we could mitigate climate change through minimising vessels’ fuel consumption and transitioning to cleaner operations. Transforming our industry can transform society.

Q: The initiative was launched in September 2018. What are the results so far? a: In many ways, we are still at the beginning of the journey. We acknowledge that achieving our vision for the industry isn’t something we can do overnight.

What is more, the marine industry is heavily regulated, extremely complex and fragmented, with many stakeholders pursuing different and sometimes diverging objectives.

However, connectivity and digitalisation, for example, can take vessel operations to far greater efficiency levels than was even thought conceivable just a few years ago.

We’re on course to creating a pathway to zero-emissions shipping… and this is something we want to propagate via ‘An Oceanic Awakening’. We have a potential win-win situation here. What’s good for business can also be good for the environment.

Q: How does a shipyard fit in with all this? a: We certainly don’t intend to preach to the converted on this score… We know that environmental considerations in daily

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GREEN TECHNOLOGY

Andrew Calzetti, Marketing Director at Wärtsilä Marine.

operations have been a top priority for many shipyards for decades now. DSME, for instance, has been publishing their Environmental & Social Report every year since 2005, and Mayer has long advocated their mantra that what is good for business must also be good for the environment and that this applies to the construction of their vessels as well as to the vessels themselves.

As an industry, we’ve been preparing for the impact of the 0.5% IMO2020 sulphur rule for several years. This has resulted in increased interest in scrubbers and hybrid solutions for both newbuilds and existing fleets. We’ve also seen some great forwardthinking companies who have commissioned vessels using LNG and advanced VOC systems, not only to align with regulations but also to gain business benefits from the investment.

Q: But if the shipbuilding industry is already aware, why this initiative? a: What we’re trying to achieve is awareness, involvement, cooperation and dialogue on a broader scale to create a brighter, safer and more sustainable future

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for our industry and everyone involved. This dialogue will be beneficial for everyone; not just for us, but for our environment, our cities and our oceans. Legislation can also help. There must be participation, involvement, and commitment from everyone. Not just in this industry, but in our ecosystem as well. Politicians, companies, classification societies, customers, the maritime sector and energy providers; everybody must play their part, and most importantly, ourselves as consumers. The environment is telling us things are not right and we have the technology and power to make the necessary changes.

Q: You say that the technology already exists, so why don’t the maritime industries already use it? a: The maritime industries are traditionally very late adopters of new technology. As these latest smart technologies reach maturity in other sectors, they are becoming ripe for testing and deployment in the marine arena, which is exciting because, now, for the first time, we can address

sources of waste in shipping that were impossible to address until a few years ago.

Digitalisation is one of the most profound changes in global shipping since steam engines entered the picture.

The automotive industry has, for example, a lot of technology we can embrace and adopt, and, in fact, that is exactly what we have been doing. Interesting comparison: the automotive sector introduced trafficbased navigation in 2006 and, twelve years later, we are pushing to get it adopted by the marine industry – we call it Advanced

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GREEN TECHNOLOGY

We’re shaking the world and waking it up to the positive, disruptive forces at hand.

Intelligent Routing. Automated parking systems were introduced in 2003 for cars; we recently successfully undertook a second Autodocking test. We can talk about hybrids as well, which have been around even longer – in 1997 hybrid technology was introduced in the automotive industry; we introduced the technology in the maritime sector in 2011.

So, the technology is there, but the adoption of the technology has been slow, and this entire campaign, this global initiative, is to address exactly that. We might not have all the solutions at Wärtsilä, but there are others in our industry who can provide the missing parts, and it is about time we accelerated change and reversed the trend so as to deliver a future our world deserves, one we can all be proud of.

Q: Taking about hybrids: last year Wärtsilä inaugurated its new Hybrid Centre. Is hybrid, according to you, the way forward?

A: I believe that the use of hybrid technology is central to a cleaner, healthier, more efficient and more profitable future.

Take the Wärtsilä HY as a great case in point here: By combining engines, batteries, power systems and an innovative energy management system, Wärtsilä HY represents a ground-breaking advance in marine transportation. It is, in fact, the first hybrid-power module in the marine industry. It is designed to cut operating costs, optimise energy efficiency and increase safety, while continuing to meet the most stringent environmental regulations. It uniquely captures the opportunities to enhance the performance of a vessel.

Our new centre, located in Trieste, Italy, is the world’s first real-scale hybrid centre that will enable further development and deployment of the Wärtsilä HY hybridpower module, while at the same time

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Wärtsilä also launched the platform SEA20 to connect 20 of the smartest and most ecologically ambitious cities by 2020.

providing customers with the possibility of experiencing the benefits of hybrid technology. We trust that this will accelerate the introduction of hybrid technologies to the marine market, thereby boosting the environmental sustainability of shipping.

Q: In conclusion, what does Wärtsilä want to accomplish with the initiative?

A: To bring this back to the ‘An Oceanic Awakening’ initiative, we’re shaking the world and waking it up to the positive, disruptive forces at hand. We’re leading the global transformation and creation of a smart marine ecosystem and a 100% renewable energy future.

We foresee that the continued development of partnerships between shipyards, owners and major solution providers offers great opportunities to drive the industry forward.

Collaboration creates the chance to disrupt the status quo and it also creates momentum. Working together on technical solutions offers great opportunities on a vessel level, but also on an industry-wide

SEA20 Part of ‘An Oceanic Awakening’ is the SEA20 forum. SEA20 is a platform, enabled by Wärtsilä, for dialogue and will connect port cities with marine industries to rise issues and inspire change. i. sea20.org

level regarding improved efficiency right across the board. If we can co-create sustainability strategies together with customers and other stakeholders across the value chain, we can create an altogether cleaner, smarter, and more environmentally conscious marine and energy ecosystem.

Collaboration is high on our agenda for ‘An Oceanic Awakening’; if we can encourage and achieve this, we’re on the right track. i. www.wartsila.com

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Focus on china

Opening of the new branch office of ABB Jiangjin Turbo Systems Co., Ltd. in Zhoushan.

Photo courtesy of ABB Turbocharging

Built in China With China ranking first in the World, it is hard to believe that the Chinese shipbuilding industry is not yet even 40 years old. Still, within this relative short period of time, Chinese yards have exceeded Europe, Japan and the Republic of Korea when it comes to building vessels.

I

n acknowledgement of this accomplishment, companies both in Europe and the rest of the world have embraced China and set up subsidiaries and joint ventures with Chinese partners in recent years.

Short History

From the moment Chinese yards appeared in the Lloyd’s Register shipbuilding statistics in 1981, international classification societies

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were also allowed to work in the country, enabling the yards in China to carry out construction for foreign shipowners.

In 1982, the China State Shipbuilding Corporation (CSSC) was formed by the Sixth Ministry of Machine Building. That same year, CSSC made its first delivery to the international ship market.

During these years, Chinese shipyards were building relatively simple vessels, with a focus on bulk carriers and tankers. But with the government’s policy support and cost advantages they were able to develop rapidly, despite a ruthlessly competitive international market.

Today, the China-made mainstream vessels such as container ships, bulk carriers, oil tankers and high-end newbuilds, including liquefied gas carriers, have certain competitive advantages on the international market. In cooperation with companies such as Fincantieri, the Chinese shipyards will also be able to add cruise ships to the list in

future. With numerous dry-dock and berthing facilities, refits and repair activities are also well represented.

Global Market Share

In the recent decade, China has become one of the most important shipbuilding centres in the world, with a significant rise in market share from 2007 to 2017. In 2017, the quantity of completed ships was 42.68 million dwt, increasing by 20.9% YoY; the quantity of new orders was 33.73 million dwt, increasing by 60.1% YoY, generating about one trillion euros.

According to reports by the Xinhua press agency, quoting the China Association of the National Shipbuilding Industry, last year China maintained its top position in the global shipbuilding industry in all three major indicators: number of completed vessels, new orders and orders on hand.

In 2018, writes the agency, Chinese companies built 43.2% of all the world’s

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Focus on c hina

It is expected that the export volume of China-built vessels will continue to grow from 2018 to 2022.

opening-up of the industry and ramp up research and development investment to achieve technological break-throughs, channelling more energy into developing liquefied natural gas carriers, SASAC suggests.

According to Xinhua, China’s ambition is to further grow the Chinese maritime economy, generating a total of EUR 1.3 trillion by 2020 and have it account for 15% of the country’s GDP by 2035. To accomplish this, SASAC states that China’s central government has announced that it will actively promote the consolidation of

newbuilds, up from 41.9% the previous year, cementing the country’s leading role in the sector. China received 43.9% of global new orders last year and held 42.8% of the existing orders.

Photo courtesy of Aqualis ASA

Offshore installation vessel Orion under construction at the COSCO Qidong shipyard in China.

Photo courtesy of DEME Group

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i. en.sasac.gov.cn i. xinhuanet.com

The launch of the wind turbine installation vessel, OuYang 1, at Dayang Offshore Equipment Co., Ltd.’s yard in Jiangsu, China.

Future Growth

It is expected that the export volume of China-built vessels will continue to grow from 2018 to 2022 because China’s shipping industry will continue to offer certain cost advantages for the international market.

However, the shipbuilding industry still faces grim circumstances, such as fierce competition and dropping profits, and Chinese companies are no exception, according to State-owned Assets Supervision and Administration Commission (SASAC).

The association warned of the enduring challenges and said more efforts are needed to improve competitiveness and profitability.

Chinese shipbuilders should seize the opportunities created by the further

several industries, including shipbuilding, iron and steel. A resulting merger of the two state-owned shipbuilding companies China Shipbuilding Industry Corporation (CSIC) and China State Shipbuilding Corporation (CSSC) has been already been speculated.

This 2019 industry reform plan will follow the guidelines of recent years to push for consolidation among traditional industries, strengthen internal streamlining and optimise state-owned assets.

Pacific Vision has been delivered by Shanghai Waigaoqiao Shipyard to China Merchants Energy Shipping Company.

Photo courtesy of Shanghai Waigaoqiao

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Marine ProPulsion & Power Generation

Within the frame of the GreenPilot project, ScandiNOAS has developed a new marine methanol engine concept.

The Benefits of Methanol WhEN IT COMES TO aLTErNaTIvE FuELS, METhaNOL IS ThE OPTION ThaT haS PrOBaBLy rECEIvED ThE LEaST COvEraGE DESPITE BEING a PrOMISING FuEL for emissions reduction in vessels. Nonetheless, methanol is gaining support as an environmentally friendly marine fuel, thanks to its several benefits.

M

ethanol is a clean-burning fuel that contains no sulphur. It is a liquid fuel that offers close to zero SOx and particulate matter emissions, and significantly fewer NOx emissions compared to conventional marine fuels or biodiesel.

Because of this, switching to methanol as a marine fuel can help vessels meet environmental fuel regulations and improve air quality and related human health issues.

Most importantly, methanol not only complies with the most stringent regulations, but can also meet even stricter future emissions regulations.

This makes methanol well-suited for application on short-sea shipping, coastal and inland vessels, which spend a great deal of time in emission-controlled areas close to land or in the proximity of large population centres.

Viability

From small pilot boats to tankers, ferries and potentially cruise ships, a number of projects and studies have concluded that there are no obstacles to the adoption of methanol by the industry, alongside other clean conventional and alternative fuels.

The EffShip project, for instance, has identified methanol as a good, cleanburning fuel and a possible path towards

true sustainable and carbon-neutral shipping.

Following EffShip came several projects, including the Spireth project. The objective of this project was to test methanol and di-methyl ether (DME) as fuels in marine engines in a full-scale pilot project, and it resulted in the Stena Lines and Waterfront Shipping methanol dual-fuel vessels. The experience gained on the ropax ferry Stena Germanica and the seven tankers operated

by Waterfront Shipping has shown that methanol is well-suited as a low-emission, high-performance marine fuel.

The project showed, moreover, that it is feasible to convert vessels to operate on methanol and DME-based fuels, and that these fuels are viable alternatives when it comes to emissions reduction.

Photo courtesy of RISE Research Institutes of Sweden

Current converted vessels have proven that methanol is well-suited as a low-emission, high performance and safe marine fuel.

Most recently, the MethaShip research project has found key advantages in using methanol across multiple vessel types in view of the International Maritime Organization (IMO) regulations. “Some technical and financial details still need to be clarified, but in the medium term, a breakthrough could be possible with methanol as a fuel for a holistic reduction of CO2 emissions�, states MethaShip Project Leader Daniel Sahnen of Meyer Werft.

>>

Photo courtesy of Methanex Corporation

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Marine ProPulsion & Power Generation

Photo courtesy of Truls Persson / SUMMETH

The SummeTh project has concluded that methanol fuel offers immediate environmental benefits and a zero-carbon pathway for ferries and coastal craft.

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Marine ProPulsion & Power Generation The project brought together partners from shipbuilding, classification, engine manufacturing and methanol production to investigate the potential of methanol as a fuel for cruise ships and Ro-Ro passenger ferries. It also included developing a cruiseship design featuring seven integrated storage tanks made of coated conventional mild steel.

The MethaShip project found that methanol is very easy to handle, with easier storage and transport properties compared to other alternative fuels. Eelco Dekker, Chief Representative Europe of the Methanol Institute, adds, “In addition to its potential for long-term emissions reduction, the easier storage and transport properties are a strong driver behind the growing interest in using methanol as a fuel for shipping.”

Waterfront Shipping has ordered another four dual-fuel vessels capable of running on methanol in 2018. These vessels will be delivered in 2019.

Conversion to Methanol

Another benefit of methanol is that this clean fuel can be efficiently used in a converted diesel engine, as revealed by the findings of the Sustainable Marine Methanol (SUMMETH) project. On top of that, there are very few technical challenges to adopting methanol as a marine fuel on newbuilds or refits.

Chief Operating Officer at the Methanol Institute, Chris Chatterton, illustrates, “No changes were made inside the MAN 2-stroke and Wärtsillä 4-stroke methanol dual-fuel engines which are on the water today, just the addition of new injectors and fuel-rail systems.” The cost of converting vessels to run on methanol is consequently significantly less than alternate fuel conversions.

ScandiNOAS has also developed a new marine methanol engine concept. The recently launched compression-ignited methanol engine is based on Scania 13L marine diesel engine and can be delivered either for variable speed (propulsion) or single speed genset applications.

Renewable Methanol

Methanol is most commonly produced on a commercial scale from natural gas. However, it can be produced from renewable sources as well, such as biomass and recycled carbon dioxide. Renewable methanol can furthermore 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.

Replacement of fossil fuels with renewable methanol will substantially benefit the reduction of gas emissions in coastal and

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Photo courtesy of Methanex Corporation

The availability of methanol is an additional strong point. inland waters. A comparison within the frame of the GreenPilot project, led and initiated by Swedish Maritime Technology Forum, of estimated annual emissions of the pilot fleet for MGO and methanol for GHGs, NOx, SOx, and particulate matter showed that reductions in the range of 90% could be achieved with the use of renewable methanol produced from pulp mill black liquor.

That outcome aligns with the UN’s sustainability goals connected to urgent action to combat climate change, sustainable use of the oceans and making cities resilient and sustainable.

Availability

The availability of methanol is an additional strong point. It is present at hundreds of ports worldwide – and at nearly all the current centres for conventional marine bunkering. Joanne Ellis, Project Manager for SSPA, adds, “As biomethanol increasingly becomes available, vessel operators will

have the opportunity to blend in this zerocarbon fuel and progressively meet emission reduction targets set by the IMO.” The other upside is that the storage and distribution are similar to conventional fuels. As a liquid fuel, only minor modifications are needed for current bunkering infrastructure to handle methanol and with an already widespread infrastructure and availability of methanol, makes it much easier for the industry to switch to.

Fuel of the Future?

Because of all the benefits, Mr Chatterton believes that methanol could be playing a big role post-2020. “There is a number of reasons for this. The first being that as the marine bunker market shifts from spot to the use of contract terms, methanol becomes ever more competitive against low sulphur fuel oil (LSFO) or gasoil.”

Furthermore, refits and newbuilds using methanol as marine fuel are simpler and cheaper compared to liquid natural gas (LNG). Also, as a liquid fuel methanol is easy to store and handle despite having a lower flashpoint than conventional fuels and it is less harmful to the environment or marine life in the event of a spill. i. methanex.com i. methanol.org i. sspa.se

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Cr uise & river Cr uise vessels

American Song is the first of the brand-new riverboat series.

Modern US Riverboats AmericAn cruise Lines hAs A new modern-style series planned with a total of five newbuilds. the first joined the fleet last year, the second in the series will be completed this summer and construction of the third has already started.

All imAges courtesy of american cruise lines

T

he newbuilds in this modern series blend large cruise ship amenities with a modern river cruise vessel to create something that is unique on the mississippi. Gone is the paddle-wheel propulsion and traditional victorian-era riverboat look, replaced instead by a sleek, modern, up-scale design. with regard to american song, the first in the series, charles a. robertson, chairman and ceO of American cruise Lines, says, “it is mostly different because it is not another victorian-style vessel, which certainly has great appeal to a lot of people. it will offer more space than many european river vessels.” the 82m-long and 18m-wide newbuilds are also higher than many european vessels, given the American rivers’ geographic features.

New Modern Design

the design of the new series features some characteristics uncommon to riverboats,

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including a multiple-storey-high glass atrium, an all-balcony cabin arrangement and more glass than any other riverboat, according to american cruise lines. the atrium, with a large skylight in the middle, serves as a central gathering point. the four-storey, glass-enclosed area includes a large domed skylight. the observation lounges soar 12m above the water, offering phenomenal views for guests to enjoy.

Also new is the opening bow, allowing a retractable rotating gangway to extend from the vessel’s main deck directly onto a river bank or dock. the additional Grand suite category is worth mentioning as well. the two 74m2 Grand suites are new to the American cruise Lines’ riverboats and include wrap-around private balconies, offering 270-degree views of the mississippi river.

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Cr uise & river Cr uise vessels

The lounge with skylight.

The new series features a multiple-story-high atrium.

New Modern Technology

the modern series is quieter, more efficient and has many more high-tech and environmentally friendly features compared to other us river cruise vessels. the riverboats are equipped with two advanced, ultra-low-sulphur main diesel engines from caterpillar. furthermore, the newbuilds have two veth propulsion Z-drives. these 360-degree forward and aft azimuth propellers allow the vessels much more flexibility when docking and manoeuvring.

American Harmony under construction at Chesapeake Shipbuilding.

all five modern newbuilds are built by chesapeake shipbuilding, american cruise lines’ own shipyard in salisbury, maryland. “building your own vessels does have its perks”, says mr robertson. “it certainly streamlines the process and there’s never an argument with the shipbuilder.” i. americancruiselines.com

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Cr uise & river Cr uise vessels

SPECS Length Width Draught Gross tonnage Maximum Speed Passenger Capacity Staterooms Crew

294m 32.3m 8m 90,900 23.7 knots 2,092 1,046 1,005

Queen Elizabeth during her refit in Damen Shiprepair Brest’s drydock number 3.

Photo courtesy of Damen Shipyard

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Cr uise & river Cr uise vessels

QUEEN ElIzABETH

Refitted Queen SINCE HER DElIVERy IN 2010, CUNARD lINE’S QUEEN ElIzABETH HAS HAD SEVERAl REFITS. DURING THESE REFITS, CHANGES HAVE BEEN MADE TO THE VESSEl wHICH MAkE IT AlMOST A BRAND-NEw CRUISE SHIp, wITH A DIFFERENT DESIGN AND FIllED wITH NEw TECHNOlOGy.

T

he first scheduled dry-docking of the youngest addition to the Cunard fleet at the Blohm & Voss Shipyard in Hamburg was on May 2014. Next to the standard checks and maintenance, single accommodation options were also created on the vessel, as well as enhanced stateroom and other amenities and improved restaurant facilities.

More generally, carpets were renewed, and large flat-screen TVs were installed in all passenger staterooms. Sun awnings were erected on the open area at the stern on deck 9 and on both sides of the Grills Upper Terrace area near the top of the cruise ship to offer more shade out on deck.

Furthermore, a dedicated studio was created to enable the vessel’s photographers to offer high-end portraiture and significant enhancement work was carried out to the shopping area on board.

In line with the company’s environmental

sustainability thinking, scrubber technology was also introduced on Queen Elizabeth.

This involved the installation of a new filtration system for the exhaust gas from the vessel’s engines.

Latest Refit

Recently, Damen Shiprepair Brest has completed the second refit of Queen Elizabeth after a highly intensive 12-day repair and refit programme. During the refit, a series of major systems were overhauled or installed.

On arrival, the vessel was moored in Damen Shiprepair Brest’s drydock number 3, at 420m one of the largest in Europe, and the relevant manufacturers made an immediate start on maintenance work to her stabilisers, ABB Azipods, bow-thrusters and water intake systems.

Meanwhile, above the waterline, work was

going on to install twin exhaust gas cleaning systems (EGCS) which, along with all the pipe and ducting work, involved the removal of two cabins to accommodate the additional equipment. Inside the vessel, the refurbishment included a series of cabins and corridors, along with the vessel’s spa and part of the retail provision.

Ashore, DSBr performed routine maintenance to Queen Elizabeth’s lifeboats, life rafts and tenders, and the yard also cleaned and repainted the hull and topsides of the ship.

The project signified a major logistical operation, with multiple third-party teams teaming up and working alongside the DSBr personnel. In total, around 250 people worked on the project. i. damen.com i. cunard.co.uk

Photo courtesy of Damen Shipyard

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19 11:21

people Ian Adams

Torsten Buessow

JJ Ha

Sameer Kalra

Executive Director

Director

Managing Director Korea

President Marine Division

appointment at

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appointment at

clean shiPPing alliance

transas

høglund marine solutions

alFa laVal

The Clean Shipping Alliance has appointed Ian Adams as its Executive Director and contracted Maritime AMC to provide secretaria services. Mr Adams, the former Chief Executive of the International Bunker Industry Association, comments, “We are delighted to have been appointed as the management and administrative services company for this important and influential membership body.”

Torsten Buessow has been appointed by Wärtsilä as Director of its Transas business.

Mr Buessow joins Wärtsilä from the classification society DNV GL, where he worked for more than a decade, first as a Vice President of the company’s Maritime Software Business Unit, and then as a VP of Fleet Performance Management, its Maritime Digital Business Unit.

As Managing Director Korea, Mr Ha joins Høglund from MTS Cooperation, where he worked as Managing Director for twelve years. Prior to this, he spent ten years working as a sales manager for Rolls-Royce Marine Korea. In his new role at Høglund, he will focus on strengthening relationships with ship owners and shipyards in Korea and driving the adoption of LNG and electric hybrid propulsion.

Sameer Kalra has been appointed new Head of the Marine Division and Member of the Alfa Laval Group management. Mr Kalra, the former Business Unit President for Pumping Systems in the Marine Division, Norway, has extensive marine experience, including ten years’ sailing on various merchant vessels. In addition, he has more than twenty years’ experience in different management positions.

Chiel de Leeuw

Wijtze van der Leij

Mustafa Muslum

Nikos Psaltopoulos

Sales Director RoPax

Sales Manager

Managing Director

Chief Operating Officier

appointment at

appointment at

appointment at

appointment at

damen shiPYards grouP

osd-mt

schottel turkeY

marine traFFic

Chiel de Leeuw was already a leading authority within Damen on this vessel class having successfully served as Sales Manager for Western Europe, a role that involved him in a wide variety of ferry projects.

In his new role as Sales Director RoPax, Mr de Leeuw will be responsible for creating new business in the RoRo and RoPax markets for vessels over 120m in length.

Ship-design and marineconsultancy company OSD-IMT has appointed Wijtze van der Leij as Sales Manager. After studying marine technology in Delft, Mr van der Leij worked for several years as a naval architect for Damen. At OSD-IMT, Mr van der Leij will be responsible for the sale of vessel designs (OSV’s) and other projects, which include basic engineering and consultancy for the maritime industry.

With the large number of vessels being built in Turkey, Schottel has seen the need to establish a subsidiary here. Mustafa Muslum has been appointed to head this new subsidiary as Managing Director of Schottel Turkey.

Mr Muslum has a great deal of experience in the marine industry, and before joining Schottel, he held several senior positions.

MarineTraffic has appointed Nikos Psaltopoulos as its Chief Operating Officer (COO) to bolster the firm’s ambitious 2020 vision. His previous career spans three continents and includes 15 years’ experience in the pharmaceutical industry as well as roles advising numerous tech start-ups. He is an ambassador with Startup Grind, a global startup community powered by Google, and a founder of the website 1derground.

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outfitters Air Hoist for Safe and Reliable Lifting

The JDN Profi air hoists are known for their robust design, a characteristic that makes them suitable for tough industrial applications, even in continuous working processes. Carrying capacities from 250kg to 100t can be accommodated by Profi series air hoists, with 4 or 6 bar pressure compressed air. Sensitive, infinitely variable speed control is standard, and allows the precise positioning of loads, a function that is supported by frequent switching and extended duty cycles. Simple operation, sound absorption and suitability for lube-free operation are among the further benefits of these low-headroom, lightweight hoists.

Portable Filter Unit for On-Board Hydraulics Stauff has developed a compact portable filter unit type SMFS-P-015 for mobile filtration of decentralised on-board hydraulic systems. It can easily be transported to the place of use, even in confined spaces. Versions for 50Hz power supply on land and for the 60Hz on-board electric system can also be supplied. In both cases, the combination of compact dimensions and high performance provides the basis for universal and highly flexible use on board, especially as the units can be equipped with all common spin-on cartridges from the Stauff range with Micron ratings from 3 to 125 micrometres. The visual contamination indicators on the filters allow the filter elements to be replaced as required. i. stauff.com

i. jdngroup.com

Videotec Has Announced New PTZ Camera The new, versatile, ULISSE EVO PTZ camera, is a combination of technology and design consistent with the highest levels of monitoring security. The ultra-low light, full HD, 1080p, 60 fps IP camera, with 30x optical zoom and integrated Delux technology, offers clear and detailed images with vivid colours, day or night. ULISSE EVO can operate with maximum efficiency, even in the presence of hostile environmental conditions and temperatures from -40⁰C to +65⁰C. The IK10 and IP66/IP67/IP68 protection ratings guarantee maximum resistance to dust and severe weather, hard impacts and vandalism. i. videotec.com

Hatteland Display Expands 4K Portfolio Hatteland Display has released a new 43-inch premium quality display as part of its Series X MVD product family. The latest UHD system features the same 4K panel technology as existing Series X MVD variants, all of which deliver a bright and clear picture for the safe and effective operation of bridge navigation and control systems.

With 3840 × 2160 pixels compared to 1920 x 1080 on Full High Definition (FHD) displays, the new 43-inch version bridges the gap between the existing Series X MVD sizes. The UHD format allows for multiple inputs to be displayed in real-time, including navigation and automation systems, as well as operational specific applications, e.g., winches and trawl monitoring equipment on fishing vessels or fire safety systems on a cruise ship. i. www.hatteland-display.com

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outfitters New Engine Room Ventilation Control System Unveiled Delta T Systems has unveiled its new, next-generation P/T6 Engine Room Ventilation Controller. Ideal for yachts, work vessels and military vessel applications, it automatically controls and synchronises AC-powered intake and exhaust fans to deliver optimal engine-room airflow. This maintains correct pressure and temperature at all times for peak engine performance and efficiency, and provides for crew comfort and safety.

Apart from the P/T6 being able to maximise engine performance, it also keeps electrical loads and noise levels to a minimum. The controller is contained in a robust 342.3mm W x 393.7mm H x 157.5mm D housing, typically mounted in the engine room along with a temperature probe.

The touch-screen display can be installed wherever it can be conveniently accessed. i. deltatsystems.com

Tritex Drone Wireless Gel Dispenser Tritex NDT have launched a new wireless gel dispenser for use with their popular Multigauge 6000 Drone Thickness Gauge. The gel dispenser is controlled wirelessly from Tritex Communicator software to dispense a pre-determined quantity of gel onto the probe face just prior to taking measurements.

The drone gauge has already proved to be extremely popular due to the excellent performance through coatings in difficult-to-reach areas. The addition of the Tritex Gel Dispenser means that performance is enhanced even further because couplant can now be applied at just the right time.

The dispenser holds 70ml of couplant, which should be plenty for a full survey. i. tritexndt.com

Augmented Reality Navigation Technology FLIR Systems Inc. has introduced the Raymarine ClearCruise AR (Augmented Reality) navigation technology, which brings enhanced on-water awareness to Raymarine’s family of Axiom multifunction displays (MFDs).

With ClearCruise AR, Raymarine Axiom users can make smarter decisions with physical navigation objects overlaid directly on Axiom’s high-definition (HD) video display. FLIR has also announced a new video stabilisation module, the Raymarine AR200, which integrates with ClearCruise.

ClearCruise AR video imagery is supported by Raymarine CAM210 HD marine cameras to provide an augmented reality view from any camera position on the vessel. The AR200 video stabilisation module includes a precision GPS/GNSS sensor and the same attitude heading reference sensor (AHRS) technology used in Raymarine’s autopilots. ClearCruise AR accurately displays nearby navigation markers, automatic identification system (AIS) traffic, objects, and waypoints in sync with real-world imagery for instant recognition and making complex navigation and high-traffic situations simpler to understand.

ClearCruise AR received the Innovation Award in the OEM electronics category at last year’s IBEX marine industry event in Tampa, Florida. i. www.raymarine.com/clearcruise i. www.flir.com

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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.

Noordeinde 21 3341 LW Hendrik-Ido-Ambacht 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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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

PIENING PROPELLER Am Altendeich 83 D-25348 Glueckstadt Germany T +49 4124 9168-0 F +49 4124 3716 E pein@piening-propeller.de I 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 according to highest ISO classes.The company is approved by all common classification societies.

Repairs and adjustments of propellers are done with the same care as new buildings. Piening Propellers scope of supply includes: Propellers FPP > 800mm Ø CPP > 1.100mm Ø Shafts up to a several length of 16,000mm Sterntubes with sealings and bearings Shaft brackets complete Gearboxes Brand ZF

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.

DON’T DELAY, ORDER YOUR LISTING TODAY IN 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,

Yellow & Finch Pages

Have your company listed in Yellow & Finch pages for just EUR 600/year and get in touch with the best in quality and quantity of readers.

T E

+31 (0)118 473 398 info@ynfpublishers.com

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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.

21-02-19 13:39

21-02-19 13:40

NEXT ISSUES We have already started preparing our upcoming issues of ShipBuilding Industry. Below you will find some of the main topics we are planning to cover. Please feel free to provide our editorial staff with any relevant information, so they can take your input into consideration for publication. Our commercial department will be happy to assist you with your marketing needs.

ShipBuilding Industry – Issue 2 NorShipping 2019 Focus on The Netherlands Workboats, Tugs & Service Vessels Ship Refit, Repair & Maintenance

Copy deadline | 20 March 2019 Advertisement deadline | 10 April 2019

Photo courtesy of Robert Allan Ltd.

ShipBuilding Industry – Issue 3

Electric & Hybrid Marine World Expo Amsterdam 2019 Hybrid Propulsion & Battery Systems ShipBoard Automation & Marine Electronics QHSE Copy deadline | 1 June 2019 Advertisement deadline | 22 June 2019

Photo courtesy of Asahi Tanker Co. Ltd.

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adVERTIsING Marco geels | Commercial Director rob de kerf | Account Manager alex dijkstra | Office Manager

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EdIToRs arno dirkzwager yara rood grace schouteren

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coNTRIBUTING EdIToRs julia zaltzMan | joanna van koert-hughes dEsIGN nathalie putMan | Art Director

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G N IN IO G S Y R L G A PU LO CH RO NO P H & TEC

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SBI 2019 | VOLUME 13 | ISSUE 1

The power of innovation.

SB I VOL. 13 ISSUE 1 | 2019

ShipBuilding i n d u s t r y

GREEN SHIP TECHNOLOGY

The project has received funding from the European Union’s Horizon 2020 research and innovation programme under grant agreement No 636146.

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Catching the Wind green ship technology

On the Horizon

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The Benefits of Methanol marine propulsion & power generation