ShipBuilding Industry 2019 Issue 6

SBI 2019 | VOLUME 13 | ISSUE 6

Experience the progress.

SB I VOL. 13 ISSUE 6 | 2019

ShipBuilding i n d u s t r y

S H I P D E S I G N , C O N S T R U C T I O N & I N N O V AT I O N

Meeting the Demands of Today’s Modern Ships

Liebherr Heavy Lift Ship Cranes

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

ship management SHIPBUILDING-INDUSTRY.EU

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

in search of Econology ship design, construction & innovation

Game-Changing LifeCraft Receives Approval safety & security

ELIMINATE BOAT ROLL A stabilized vessel means a safer crew, steady productivity, and more profits. Designed to meet the rigorous demands of commercial and military operators.

The new Seakeeper HD line. seakeeper.com

Boat Roll in Degrees

15º 10º 5º 0º 5º 10º 15º OFF

NTX

New IP68 stainless steel thermal camera with radiometric functions Videotec presents NTX, the new IP68 stainless steel thermal camera, developed to provide an efficient and preventative surveillance system in the most critical environmental conditions.

The NTX thermal camera offers temperature detection based on the 4 central pixels of the image, and with the advanced version, the temperature of a specific object can be measured at any point in the image by means of defining a specific area.

IP66/IP67 IP68/IP69

TYPE 4X TYPE 6P

As well as this, the radiometric functions offer the option to set a temperature limit, beyond which an alarm will be raised.

VIDEO SECURITY PRODUCTS www.videotec.com

M a d e in I t a l y

NTX is ideal for the most demanding applications in the marine and industrial sectors, in critical infrastructures, power plants and transport sector, including railways and motorway tunnels.

ON

welcome

Welcome By the time you read this magazine, 2019 will Be coming to an end. looking Back, it has Been an eventful year in the shipBuilding industry, with plenty of innovation and an inspiring drive for sustainability and environmentally-friendly solutions. Ship owners and operators also faced challenges with regards to new regulations coming into force in the next years. However, if the recent Europort maritime event showed us anything, it is that there is a lot of optimism in the industry. People and companies are genuinely excited to find out what 2020 will bring.

Europort 2019 also showed us that the industry is taking great strides in becoming more efficient, both in terms of energy consumption and in embracing the developments in digitalisation. With more than 1,000 exhibitors and 26,076 visitors from 93 countries, it was one of the most successful editions of the biennial maritime event. And it was good to see so many of you at Europort.

In this edition of ShipBuilding Industry, we are already looking forward to the new year. We will be introducing new vessels, announcing plans for more newbuilds, retrofits and sharing new technology and ship management solutions. There is a revolutionary new primer that can be applied in one coat, a game-changing lifecraft and a unique explorer vessel sailing in the Norwegian fjords. We will also take a look at IMO Sulphur regulations coming into force next year and the potential implications for the shipping industry.

This is also the time of year for you to make your marketing plans for 2020, and we at Yellow & Finch would love to be a part of these. We have another year (our 14th!) of must-read magazines planned for you, so please don’t forget to share your news with us.

Marco Geels MArcO@YNFPuBlISHErS.cOM

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contents

36

ISSUE 6 | 2019

28

16

42 32

EUROPORT 2019

6

Positivity Rules at Europort 2019

PAINT & COATINGS

26 28

Revolutionary New Coating by Jotun Paint & Coating News

RULES & REGULATIONS

8

Increase in Vessel Operating Costs in 2020

SAFETY & SECURITY

30 38

New Training Vessel Zeus Game-Changing Viking LifeCraft Receives Approval

SHIP DESIGN, CONSTRUCTION & INNOVATION

10 20 36

Brim Explorer Sails Silently to Success Continuous Development of Ship Design Software PIAS In Search of Econology

REGULARS

01 04 46 48

Welcome News in Brief Yellow & Finch Pages Next Issues & Colophon

SHIP MANAGEMENT

14 22 40

New Technology: Probabilistic Digital Twin Meeting the Demands of Today’s Modern Ships Taking Control of a Vessel’s Data

SHIP REPORT

16 32 42

Willem Barentsz & Willem de Vlamingh: Extra Low Emission Ferries Norwegian Encore: Final Breakaway-Plus Class Cruise Liner Spes Nova: A New Generation of Fishing Vessels ON THE COVER

Shipping company Doeksen’s two newbuild RoPax ferries are the first in the world with single-fuel LNG engines. Read more on page 16.

Photo courtesy of Drone Flight Europe.

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news in brief 100 Years Bakker Sliedrecht Bakker Sliedrecht is celebrating its centenary this year. The company was founded in 1919

by Sion Bakker, whose workshop was then located at the Rivierdijk in Sliedrecht. Back then, the company installed central heating systems and electrical lighting, but it soon started to focus on the dredging and maritime industries. These days, Bakker Sliedrecht designs, assembles, installs and maintains complex electrical installations.

“In the hundred years of our existence, we have constantly been ahead in developing new technologies and innovations. We strive to be a forerunner in this area in the future too,” says Managing Director Sjoerd Teertstra.

Affordable Crew Communications on All Vessels

M E a ve rit n im 3 – ts e M 6D a e

r c Sh i n t em an e c be w gh C h r w a i n 20 w i, . m C a 19 a r hin in a 4 te – cc 6 hi In D na te e c .c r N n a em om ew t i o be w O na r w rle l 20 w . w an W o 19 o r s, r k k b US b o oa A at 11 Sh ts – ho ow S e 13 w a M .c To J a p a r om k a ch w yo, n 20 w J 20 w ap .s a ea n ja pa 18 n.

– ne A s 20 .jp ia M /e M P a ar n/ ar c ch i w ina f i c 20 w B M 2 w a a 0 .a y r p m Sa i t i nd m e a 20 ri s ti , – m Si e . ng S e 23 co a at A m po r p M a re ia d e ril 2 m w i B C r 02 w u w ea i s 0 .s c e e a h, G l t r US o b ad A al 12 ec – ru E u 14 is ro M eg C p o ay lo on r t ba 2 w sta R o 02 l.c w n m 0 om w ta a n .e , u r Ro i a op m o r an t . ia nl

IEC Telecom unveiled its new Thuraya MarineStar at Europort 2019 in Rotterdam. The lightweight satellite communication terminal makes communication at sea easier and affordable. Thuraya MarineStar blends robust design with functionality and provides voice communications with tracking and monitoring across the world’s busiest sea routes and fishing hotspots. The terminal enables satellite calls to landlines, mobile phones and other satellite phones. It can also connect to a standard analogue phone as an extension or an on-board PBX. As a strategic partner for Thuraya, IEC Telecom is making the new terminal available through its global network, providing 24/7 support service to ensure reliable coverage wherever and whenever needed.

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March

April

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

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news in brief Wes Amelie to Run on Synthetic Natural Gas MAN Energy Solutions and Wessels Marine will test the use of drop-in Synthetic Natural Gas (SNG) in feeder container ship Wes Amelie. The 1,036TEU vessel was converted to LNG in 2017 and will sail on a mixture of LNG and SNG in Q2 of 2020. To demonstrate that SNG can successfully be used as shipping fuel, 20 of the 120 tons of LNG that Wes Amelie typically uses per round trip will be replaced by climateneutral SNG. As a result, CO2 emissions are expected to decline by 56 tons for this trip. Automobile manufacturer Audi’s Power-to-Gas facility in Werlte, where a liquefaction plant is currently under construction, will provide the SNG, that will be generated by wind energy and is thus 100% climate-neutral. The SNG trip will take place after the completion of the liquefaction plant in Q2 of 2020.

Photo courtesy of Wessels.

Boskalis to build Bokalift 2 Royal Boskalis Westminster is building a second crane vessel, the Bokalift 2, after being awarded a contract for the installation of offshore windfarm foundations in Taiwan. The project includes the transportation and installation of 62 three-legged jacket foundations and the accompanying 186 pin piles. Similar to the Bokalift 1, Boskalis will convert an existing hull to create the Bokalift 2 crane vessel. The DP2 vessel, with accommodation for 150 persons, will boast 7,500m2 of free deck space and a revolving crane capable of lifting structures more than 100 metres high. Offshore specialist Huisman will deliver the 4,000mt Offshore Mast Crane (OMC).

Stena Estrid Completes Sea Trials Ferry company Stena Line’s new vessel Stena Estrid has successfully completed her sea trials in China’s Yellow Sea. The 215m RoPax ferry is now on schedule to start operating on the Dublin to Holyhead route in early 2020. Stena Estrid is the first of five new Stena Line next-generation RoPax vessels that are being constructed at the AVIC Weihai Shipyard in China, three of which will be introduced on the company’s Irish Sea routes from Dublin to Holyhead and Belfast to Liverpool. Sister ship Stena Edda is due to commence operations from Belfast to Liverpool in spring 2020, with the third vessel, Stena Embla, expected to be introduced on the same route in early 2021. | Read more on shipbuilding-industry.eu

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EUROPORT 2 019

More than 1,000 exhibitors and a record number of international visitors attended Europort.

Positivity Rules at Europort 2019 record number of inTernaTional VisiTors There was exciTemenT and opTimism in The air aT The 39Th ediTion of mariTime Trade exhibiTion europorT. All photos courTesy of europorT.

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pecial ship markets in recovery and real progress on maritime digitalisation brought a feelgood finale to Europort 2019.

The biennial conference and exhibition attracted 26,076 visitors for an energetic week of events at Rotterdam Ahoy in the first week of November.

With over 1,000 exhibitors and a record number of international visitors, Europort’s focus on special ship markets paid particular dividends in 2019. Its successful recipe of conference sessions, masterclasses,

networking events, and exhibitor showcases was seasoned with a sprinkle of market opportunity and business wins.

“You could really feel the positive vibe”, said Europort Exhibition Manager Raymond siliakus. “our extensive knowledge programme, the international atmosphere, the presence of important thought leaders during the master classes, and the connecting role that we play in the knowledge exchange between different stakeholders made it a very successful

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EUROPORT 2019 39th edition. I was particularly touched by the great passion and involvement of exhibitors and visitors. it really is their maritime platform.”

The upbeat mood extended across the exhibition floor, with one of the many international shipyards present even signing up for new business. at a formalised contract signing, CEO of Uzmar A. Noyan Altuğ and DMT Sales Director Andre schelling agreed that the dutch winch maker would supply two shipsets to equip a pair of ASD3200W tugboats under construction at the Turkish yard.

The official opening of Europort 2019.

Europe’s Position

The conference opened with a lively debate about the key challenges facing the maritime industries today and tomorrow.

Journalist Geert maarse led senior executives from Bolida Group, ESL Shipping, stena line and Van oord through discussions on Europort 2019’s themes of Smart Technology, People, and Business.

One of the topics was the fact that Europe’s position as a centre for marine equipment innovation is under threat. According to Annika Hult, Managing Director of Stena Line BV, “There is an amazing amount of knowledge in Europe. Yes, we are building ships in China, but we are using European subcontractors and European knowledge.” pieter van oord called for a levelling of the playing field between Europe and China. “If China is supporting its industry and Europe is not, then we are losing,” he said.

The discussion was followed by a keynote address from Rotterdam-based artist and visionary daan roosegaarde. he outlined how radical technologies can be realised serving both economic and environmental ends. His pioneering, though practical, projects included an air-filtering ‘smog-free tower’ for urban areas, ‘Windvogel’ kite energy, and a space waste lab to recover space junk. all of these projects either sought to convert existing problems into resources, or simply recover otherwise wasted resources. “I don’t believe in Utopia anymore,” exclaimed Mr Roosegaarde.

“I believe in Protopia. Prototype, testing, learning, step by step. Holding on to what we know is not future-proof. We have to invest in new ideas to survive.”

Looking to the Future

The next edition of Europort from 2 - 5 November 2021 is set to benefit from the addition of a completely new convention centre alongside the existing venue, increasing the overall space by 50%.

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Rotterdam-based artist and visionary Daan Roosegaarde shared his plans for a possible solution to space junk.

“One of the most exciting developments was seeing #youngeuroport taking on a life of its own: exploring the opportunities and challenges facing the next generation of maritime professionals resonates with the industry leaders of today and tomorrow,” comments Mr Siliakus. Other Europort 2019 high points included the busy MariMatch, Europort’s matchmaking event to connect international maritime professionals and organisations, the Royal Institution of Naval Architects Maritime Industry 4.0 Conference, and the well-attended CEDA dredging days and european Tug owners conference. i. europort.nl

The conference opened with a lively debate between senior executives from Van Oord, Stena Line, Bolida Group, and ESL Shipping.

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r ules & regulations

Value Maritime installed a scrubber on board cargo vessel Lady Hester.

Photo courtesy of Value Maritime.

Increase in Vessel Operating Costs in 2020 The new IMO Sulphur regulaTIOnS cOMIng InTO fOrce On 1 January 2020 are expecTed TO lead TO an IncreaSe In veSSel OperaTIng cOSTS.

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essel operating costs are expected to rise by 2.7% in 2020 and the new fuel regulations coming into force will contribute significantly to the predicted increase.

International accountants and shipping advisers BDO have carried out their annual Future Operating Costs Survey and high on the list of respondents’ concerns was the cost of regulatory compliance with the International Maritime Organization (IMO) Sulphur 2020 regulation. “It is clear that shipping is well aware of the need to achieve regulatory compliance on a scale not previously envisaged or encountered by previous generations of the industry”,

comments Richard Greiner, Partner, Shipping & Transport at BDO. “This is only the third time that the cost of new regulations has been included in our Future Operating Costs Report, but for the second successive year it has emerged as the factor deemed most likely to have a significant influence on operating costs.”

Ongoing Commitment to Cleaner Shipping

The prognosis for the expected rise in costs is not surprising, according to Mr Greiner, as the Sulphur Regulation is not the only change on the horizon. “The time is also fast

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r ules & regulations

approaching for owners to make a decision on the respective merits of the compliance solutions proposed by the Ballast Water Management Convention”, he says.

“Shipping and its regulators have demonstrated their ongoing commitment to improving the industry’s carbon footprint, but it is clear that this will come at a price, as will the continuing drive towards greater innovation and technical excellence. A cleaner, greener and more efficient shipping industry will ultimately impact favourably on both operating costs and investor appetite.

But, contrarily, the process of attaining environmental and technical proficiency will add to such costs in the shorter term.”

During a recent IMO Symposium on IMO 2020 and Alternative Fuels, representatives from IPIECA, representing the oil and gas industry, and IBIA, representing the bunker industry, confirmed that supply of the lowsulphur fuel oil was expected to be readily available in most locations and is already available in some. However, there is an expectation of price volatility, meaning that supply and demand will have to find a new balance, which could take time. “It is all going to be about market dynamics – but supply and demand will get into balance. It will not be an easy transition, but we will get there”, says Eddy van Bouwel, Chair of IPIECA’s Marine Fuels Committee.

Expectation of Price Volatility

Concerns About Scrubbers

From 1 January 2020, under IMO’s MARPOL convention for the prevention of pollution from ships, the sulphur content of fuel oil used by ships operating outside designated emission control areas is not allowed to exceed 0.5%. This represents an 86% cut in the current 3.5% limit. For shipping companies, the most viable options to reduce their sulphur exhaust to 0.5% are fitting an Exhaust Gas Cleaning System (EGCS), or scrubber, to wash the exhaust gasses, or switching to fuel options low in sulphur, such as ultra-low sulphur fuel oil (ULSFO), LNG or biofuel.

Research published by ING Think at the start of October shows that there were approximately 600 scrubbers on order, while 3,500 scrubbers had already been installed.

The analysts expect that more than 4,000 scrubbers will be installed by January 2020, which is approximately 4.5% of the global fleet by vessel count. This is expected to increase to 6% of the global fleet towards the end of 2020.

However, environmental concerns have been raised about open-loop scrubbers that wash the exhaust with sea water and dispose of the wastewater, after some

Photo courtesy of Heerema Marine Contractors.

One way to meet the new IMO Sulphur regulations is to use LNG, like Heerema Marine Contractors’ semi-submersible crane vessel Sleipnir.

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cleaning, back into the sea. As a result, several large ports have prohibited the use of open-loop scrubbers in their waters. The IMO is currently carrying out a review of the 2015 Guidelines on EGCS. IMO’s Marine Environment Protection Committee (MEPC 74) has agreed to commit to an investigation of the environmental impacts of EGCS liquid effluents by adding a new item on the agenda called “Evaluation and harmonization of rules and guidance on the discharge of liquid effluents from EGCS into waters, including conditions and areas”. IMO is liaising with the Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection (GESAMP), which advises the UN system on the scientific aspects of marine environmental protection.

A GESAMP task team has been established to assess the available evidence relating to the environmental impact of discharges of EGCS effluent, with a view to reporting its findings in 2020. i. bdo.co.uk i. imo.org

Photo courtesy of Wärtsilä.

A closed-loop scrubber by Wärtsilä is in the process of being installed.

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Ship DeSign, ConStr uCtion & innovat ion

Brim Explorer Sails Silently to Success

THE FJORDS OF NORTHERN NORWAY HAVE RECENTLY BECOME BOTH BUSIER AND QUIETER. HOW IS THIS POSSIBLE? WITH THE ARRIVAL OF BRIM EXPLORER’S HYBRID excursion vessel Brim. It has been specially designed to sail silently on battery power for most of its journeys. But what is truly remarkable is the fact that it has been designed, financed and built by two 33-year-old social scientists.

ALL PHOTOS COURTESY OF BRIM EXPLORER

B

rim is the brainchild of Agnes Árnadóttir and Espen Larsen-Hakkebo. The two were working together organising whale-watching tours in the north of Norway but found their chartered sailing ships required too much maintenance and offered passengers too little comfort to truly enjoy the experience. So, they set out to build their own, custom-designed expedition vessel.

“Initially, we looked at chartering another vessel, but there were only old fishing vessels, sailing boats or retrofitted ferries available. We didn’t think they were right for experiencing nature first-hand”, says Mr Larsen-Hakkebo, CFO of Brim Explorer. “So Agnes and I decided to design a new ship. We did our market research and went to the local branch of the DNB, Norway’s biggest bank. They liked the idea and were impressed by our plans.”

Unfortunately, that didn’t mean the bank was ready to finance the Brim Explorer venture. To obtain a bank loan, they first had to raise a starting capital of EUR 1.3 million. They also secured funding from ENOVA, an initiative of the Ministry of Climate and Environment

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Ship DeSign, ConS tr uCtion & innovation

Brim’s enormous windows allow passengers uninterrupted views from the two indoor saloons.

Brim Explorer founders Agnes Árnadóttir and Espen Larsen-Hakkebo.

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Ship DeSign, ConStr uCtion & innovation

The viewing decks and saloons offer passengers the opportunity to experience nature first-hand.

The 800kWh batteries can be charged slowly overnight, requiring only a 400V, 124amp power outlet.

dates in November, December and January that are fully booked. But there is still availability on other dates.”

Sailing in Silence

to support low and zero-emission solutions, and a loan from Innovation Norway.

Award-winning Designer

While the fundraising was going on, the duo contacted Norwegian industrial designer Einar Hareide. This award-winning designer had previously worked for Saab and Mercedes and had started designing ships.

“It was a very good meeting”, says Mr Larsen-Hakkebo. “Afterwards, we found out that Einar had got into his car after the meeting and sat in our parking lot for at least an hour to do some sketches. The first

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sketch he made is the basis for the current design.”

With a design and the funding in place (thanks to convincing market research, approval from the bank and some additional investors), Brim Explorer placed the order for its first vessel, Brim. The contract with shipyard Maritime Partner in Ålesund, Norway was signed in April 2018 and the vessel was delivered in October of this year.

Bookings have been coming in and the first excursions have already taken place.

Mr Larsen-Hakkebo: “The bookings are picking up really well. Already, there are

Brim is a 24m catamaran with room for 146 passengers and 4 crew members. Its most prominent feature is the enormous amount of glass, allowing passengers uninterrupted views from the two indoor saloons. But what is hidden from view is just as interesting. “Three things make the ship really special. The first is that it has been designed from the user’s perspective.

Passengers always have a front row seat to experience nature. The decks have deliberately been lowered so that people standing outside don’t block the views for those inside”, says Mr Larsen-Hakkebo.

“Secondly, we have interactive technology such as underwater drones which provide passengers with eyes below the surface of the water to see underwater forests and wildlife. We also have hydrophones to broadcast the singing of the whales. That

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Ship DeSign, ConS tr uCtion & innovation

SPECS Length Breadth Height Draught Speed (max) Passengers Batteries

Hybrid expedition vessel Brim can sail silently through the fjords of northern Norway.

gives a whole new dimension to the experience.”

The third special feature is the ship’s ability to offer fully electric, silent tours. “The ship has enough battery power for a full day of sailing”, says Mr Larsen-Hakkebo. “We have 800kwh of batteries, which is the equivalent of ten Teslas or about 60% of what hybrid cruise ships have. That gives us enough battery power to sail at 10 knots for ten hours.”

Combine that with a specially designed hull with low resistance at low speeds and reduced wake and Brim can offer passengers a uniquely quiet experience, perfectly suited to the locations it visits. The vessel operates in Tromsø in the winter and Lofoten in the summer months. “The top speed of the vessel is 20 knots with diesel propulsion, but we are mostly operating slow, fully-electric tours between 7 to 10 knots. It means we can sail completely silently. Trollfjord in Lofoten is one of the most amazing fjords in Norway, with a narrow entrance and skyhigh mountains on each side. When we sail

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in silence, you can hear the waterfalls and the eagles flying overhead. It is truly unforgettable”, says Mr Larsen-Hakkebo.

Focus on Sustainability

Most electric vessels opt for fast charging, but this requires a special onshore charging infrastructure and considerable investments from ship owners and harbour authorities.

Brim Explorer chose another option. “When you have a big enough battery pack, you don’t need fast charging. We don’t use the batteries when we are sleeping”, says Mr Larsen-Hakkebo. “So, we went for batteries that can be charged almost anywhere in Norway, as long as there is a 400V, 124amp power outlet, which is basically an industrial power outlet. Almost every port has that and if they haven’t, it isn’t much of an investment to get it. As a result, Brim is the most flexible hybrid ship designed.”

In the period between November and February, Brim offers whale-watching from Tromsø. The whales are located 50nm from

24m 11m 10m 1,6m 20 knots 146 800kWh

Tromsø, so in order to get there they need to go full speed on low-sulphur diesel.

However, as soon as they arrive on site, they switch over to electric propulsion for a silent and non-disturbing experience for both whales and passengers. “As soon as a more sustainable alternative, such as biodiesel is available, we will make sure to choose that”, says Mr Larsen-Hakkebo. From the very beginning, sustainability has been the main focus for the Brim Explorer-team. The vessel itself is made of aluminium, which can be recycled at the ship’s end-of-life. The company also deals mainly with local suppliers, both for building the ships and for outfitting them. “We have made a conscious choice to use local suppliers for basically everything we do. Our crew members are from the areas in which we operate, our suppliers for the vessels are Norwegian companies and all our subcontractors are local. When we sail in Tromsø, we serve food and drinks from Tromsø and it is the same when we sail in Lofoten or even Svalbard.”

Plans for the Future

Brim Explorer’s second ship is already being built and is due to be delivered in 2020. This one is scheduled to sail in Svalbard and has a strengthened hull. “We made a few changes to the original design to offer passengers an even better experience and to ensure it is suited for the destination”, says Mr Larsen-Hakkebo.

There are also cautious plans for a third ship. “Our dream is for the third ship to be fully electric, but we are still making plans.

The first two ships are really prototypes and, for now, we just want to experience what it’s like to sail them. We will use these experiences in the design of any future ships”, says Mr Larsen-Hakkebo. “Agnes and I are social scientists. We are not the classic shipping industry types, but we had an idea and we worked hard to get that idea turned into a reality. And that is pretty amazing.” i. brimexplorer.com

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ship management

New technology: Probabilistic Digital Twin

Risk models usually staRt wheRe digital twins often stop. dnV gl Recently unVeiled the concept foR a pRobabilistic digital twin: live, asset-risk management using digital twins.

All imAges couRtesy of dnV gl.

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hile digital twins live alongside physical assets and are maintained throughout their life cycle, risk models are typically only used in the design phase, in connection with major modifications or events, or when regulators require an update of the risk assessments. dnV gl proposes the Probabilistic Digital Twin (PDT) to close the gap between digital twins and risk analysis. a digital twin is a digital ‘mirror’ of a physical asset, including models of its structure and dynamics which are updated through a combination of multiple data sources. They bring significant benefits for data management and decision-making, providing a consistent, accurate single source of information. Risk models are

rarely brought forward into operations. they typically exist separately within engineering, operations and health and safety disciplines and are mostly used in desk studies, based on analysing historical data and offering only a static picture of potential risks.

In reality, risk is dynamic, varying in time with operational conditions and the condition of the asset, but this is not captured by current risk models which are seldom updated and lack real-time and prediction capabilities. “A single, unscheduled downtime event can cost millions of euros per day”, says dnV gl – Oil & Gas CEO Liv Hovem. “Better and upto-date risk information may significantly

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ship management

DNV GL wants to combine live, asset-risk management and digital twins to create a Probabilistic Digital Twin.

reduce unplanned or unnecessary downtime.” ms hovem says dnV gl’s proposed Probabilistic Digital Twin is designed to bring risk analysis into live use. their creation would add a layer of probabilistic risk modelling to existing digital twins, capturing uncertainty, the effect of new knowledge and actual conditions on operational performance and safety. “By providing a more up-to-date and assetspecific risk picture, a PDT allows operators to adjust operations or take preventive actions to maintain an acceptable risk level at all times. This will enhance safety and reduce expensive downtime.”

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DNV GL – Programme Director Oil & Gas Frank Børre Pedersen.

DNV GL – Oil & Gas CEO Liv Hovem.

Prepared for the Future

exposure to hazards and how the asset is operated. a pdt can say something about the overall impact on safety, by combining reliability models with models of the hazard exposure and the consequences if something goes wrong.

The main elements which distinguish a probabilistic digital twin from traditional digital twins are: • Probabilistic degradation and failure models, reflecting uncertainty and variability of conditions and processes that affect performance and lead to failures; • Logic and relational models, relating performance variables to failures and loss events • Surrogate models, approximating heavier simulation models, allowing fast queries and enabling propagation of uncertainty and model coupling.

DNV GL’s PDT is detailed in a positioning paper which demonstrates the combination of process models with quantitative risk models and structural reliability models – three disciplines that have traditionally been separate – allowing more efficient safety management and creating additional value for the industry.

The Probabilistic Digital Twin concept was unveiled at Offshore Europe 2019 by dr frank børre pedersen, programme director oil & gas at dnV gl’s group technology and Research unit, and senior Research Scientist, Dr Andreas Hafver.

“DNV GL is prepared for a future where our clients will have digital twins of all their assets, having encouraged their use in multiple industries”, says Mr Børre Pedersen. “Many of our clients are building and maintaining digital twins of their assets. the pdt allows us and our clients to take advantage of all the information such twins contain to improve risk assessments.” according to mr børre pedersen, the Probabilistic Digital Twin is not an alternative but an evolution of the digital twin, expanding it into the risk analysis space. “It is a new way of delivering risk analysis – continuously and in a digital format, adding more value in day-to-day decision making.”

Efficient Safety Management

a pdt may include reliability and degradation models to predict the remaining lifetime of mechanical components. however, it is more than a predictive maintenance tool. Risk is not only about component failures, but also about

i. dnvgl.com

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SHIP REPORT

MS Willem de Vlamingh arrives in Harlingen, the Netherlands.

Photo courtesy of Drone Flight Europe.

Ultra Low Emission Ferries sailing passengers across the wadden sea using only lng

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SHIP REPORT

SPECS Dimensions 70m length, 17.30m width, 2.60m drought Capacity 66 cars and 700 passengers, 600 indoor seats Truck Lanes 120m Carrying Capacity 369,6t Speed 14 knots (26km/h) Fuel Capacity 2x 46m3 LNG type C tanks Propulsion System 2x MTU single-fuel LNG engines with Veth CRP azimuth thruster Material Aluminium Emissions Improvement -11% CO2, -90% NOx, -95% PM (particular matter), -100% SOx Energy Consumption Extremely low fuel consumption, energy generation from solar and residual heat, energy-efficient lighting.

Ice Reinforced ice belt Anti-fouling Silicone-based and non-toxic Class Lloyd’s Register of Shipping

FULLY POWERED BY SINGLE-FUEL LNG ENGINES, THESE TWO FERRIES ARE THE FIRST OF THEIR KIND TO START OPERATIONS IN THE NETHERLANDS. THEY ARE ALSO THE FIRST VESSELS IN THE WORLD with single-fuel LNG engines directly driving the fixed propellers. These engines will, according to calculations, emit 95% fewer harmful substances than the gas oil engines used in current ferries.

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hipping company Doeksen’s two newbuild RoPax ferries will be considerably more sustainable than the present fleet ferrying passengers across the ecologically-sensitive Wadden Sea to the Dutch islands of Vlieland and Terschelling. The two LNG-powered catamarans do not only feature ultra-low emission engines, they are also equipped with other innovative applications that make the vessels much more

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SHIP REPORT

Side by side, the MS Willem Barentsz and MS Willem de on site in Vung Tau Vietnam.

Photo courtesy of Shipping Company Doeksen

economical and substantially cleaner than regular ferries, like a heat recovery installation for example. This state-of-theart installation ensures that the residual heat from the engines is used to heat the vessels, but also to charge the batteries for the electric bow thrusters.

In 2016, shipping company Doeksen commissioned the Australian firm Strategic Marine to construct two new catamarans operating on LNG. With the two smaller, sustainable ferries, the company wants to ensure year-round, reliable operations and meet the demand for additional departures from Harlingen and Terschelling.

Respectively named MS Willem Barentsz and MS Willem de Vlamingh, the ferries each offer space for 66 cars and 700 passengers. The two catamarans will be officially launched in April 2020, at the start of the summer season.

Gas Engines with Diesel-like Performance

MTU, a German marine engine specialist with a Dutch branch in Dordrecht, developed the vessels’ highly efficient engines that run exclusively on LNG. Two MTU 16-cylinder V engines were chosen – to be fed by two LNG tanks – each driving Veth contra-rotating azimuth propellers. The

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engines are the first high-speed pure gas engines with a diesel-like performance. The IMO Tier III-compliant engines will each deliver 1,500kW. The power output per cylinder is 93-125kW, with an engine speed of 600-1,800rpm and fuel gas consumption of 9,561kJ/kWh at full power. The engine’s cooling system consists of a separate circuit for charge air cooling. The two vessels are the first ferries in the world equipped with engines from this MTU 4000 series. Periodic maintenance will be executed by the engine manufacturer himself.

Service Noord (MSN), based in the Dutch city of Groningen, supplied the entire design of the LNG fuel installations, from tanks to engines. The four LNG installations, including the LNG tanks with the tank connection space, were transported to Vietnam and were built into the vessel there. The final commissioning of the LNG installations was carried out by MSN. As the vessels will sail in the Netherlands, the availability of parts and the service of installations in Western Europe have been carefully examined. For example, the two contra-rotating rudder propellers are delivered by the Dutch company Veth. The entire ventilation and airconditioning installations are designed and supplied by Heinen and Hopman. The two lifts on board of both ships are designed and supplied by Lift Emotion. The electrical system for driving the bow thrusters is designed by Danfoss. Finally, LNG road tankers will be deployed to fuel the ferries in Harlingen, with LNG from the Gate terminal in Rotterdam.

Design, Assembly, and Upkeep

Heat Recovery

The RoPax ferries are the first with single-fuel LNG engines.

Dutch design agency Vripack from Sneek is responsible for the design of both the interior and exterior. The vessels have long, slender hulls, as it was decided as the most efficient hull form for the shallow waters on which the vessels would travel. Marine

ORCAN Energy, manufacturer of the ePack heat recovery systems, designed the advanced application that uses residual heat from the engine cooling water and exhaust gases. With this residual heat, a working fluid with a very low boiling point is brought

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SHIP REPORT

Both ferries were transported to the Netherlands by heavy cargo ship.

Photo courtesy of Flying Focus

into superheated conditions. This operating fluid subsequently expands in a screw compressor, which works in reverse and drives a generator. This is how electrical power is generated: around 120kW per vessel at full power of the propulsion engines. This capacity generated during transit is stored in batteries and used in the ports for driving the bow thrusters. The result is that the use of the two ePacks means an annual CO2 reduction of 318t each â&#x20AC;&#x201C; a saving of 260,000l of fuel and 462,600kWh per year. This technique is not entirely new. It has already been used in installations on land, such as in greenhouses. What is new, is that this technology is now also available for use on vessels. And for a sensitive area like the Wadden Sea, it is extremely beneficial to have vessels sail in the most environmentally-friendly way possible.

Launched in Vietnam

Both vessels were launched in Vietnam in January. On 19 January 2019, MS Willem de Vlamingh was launched in Vung Tau, after the vessel was baptised by Mrs Christine Doeksen, wife of Jan Willem Doeksen, CEO of Royal Doeksen. Two days later, MS Willem Barentsz was also christened in Vung Tau by Brigitte Bijen, partner of Paul Melles (director of shipping company Doeksen).

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MS Willem de Vlaminghâ&#x20AC;&#x2122;s christening ceremony.

Photo courtesy of Shipping Company Doeksen.

By the end of February 2019, both ferries were transported to Harlingen in the Netherlands by a heavy cargo ship.

Rainwater Damage

Immediately upon arrival in Den Helder from Vietnam, both vessels were subjected to an initial inspection and it became clear that they had been damaged during the

voyage. A big disappointment, especially for the construction team, because a considerable amount of work had to be redone. The vessels were initially scheduled to be launched at the beginning of January 2020, but the festive opening is now scheduled for April 2020. i. denieuweschepenvandoeksen.nl

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SHIP DESIGN, CONSTR UCTION & INNOVAT ION

Continuous Development of Ship Design Software PIAS When it comes to ship design, there is still no universal common data standard for the design information. this means data exchange for now has to rely on agreements with willing partners. one of the most extended ship design software suites is pias, from dutch company sarc.

All imAges courtesy of sarc.

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arc’s program for the integral approach of ship design (pias), is an integrated computer design programme. it comprises, among others, modules for the design of hull and internal geometry, and for the computation and assessment of intact stability, (probabilistic) damage stability, longitudinal strength, resistance and propulsion, and more. it can be used in all design stages, from the first preliminary sketch up to the final design, including the related delivery documents. at present sarc is working on new significant functionality. One novelty is a new method for compartment modelling, which can either be based on volumetric modelling, or on modelling of bulkheads and decks, or on any combination thereof.

Interoperability Between Programmes Herbert Koelman, Managing Director at SARC.

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an area of ongoing research and development is interoperability between computer programmes, in other words interfacing. “unfortunately, a universal

common data standard for the design information of a ship does not exist, despite numerous initiatives in this direction”, says Herbert Koelman, Managing director at sarc. “so, data exchange will, for the time being, not be universal, but will rely on agreements with willing partners. pias has been integrated with CADMATIC, which yields a flawless and real-time exchange of data of the internal layout – such as compartments, bulkheads, and decks – based on a format inspired by STEP.” For the representation of the ship hull, a certain de facto exchange standard has emerged in the form of nurBs surfaces, coded in IGES file format. “however, nurBs are notorious unfriendly for interactive design purposes, which is why pias’ module fairway is based on a more user-friendly technology”, comments Mr Koelman. To enable the use of Fairway models as a basis for further engineering work, a proprietary conversion technology has been developed and implemented, which is called leannurBs.

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SHIP DESIGN, CONSTR UCTION & INNOVATION

Compartment Connections

other work is underway in the aspect of flooding by internal openings and piping in damaged condition. Mr Koelman continues, “pias has the facility compartment connection, which can be used to indicate connections between compartments. although this facility has served us for some decades, it is limited in the sense that only a single connection between compartments can be provided, which is not always sufficient in representing complex piping arrangements.” A new mechanism is therefore under development, which encompasses the true geometry and connectivity of pipes and other connections, or of potential connections, for example, in the case of fire-resistant bulkheads that collapse at a certain water pressure. in the first implementation, this piping-based system will generate conventional so-called ‘intermediate stages of flooding’, but it will eventually act as a framework for timedomain damage stability analyses.

Integrated computer design programme PIAS comprises modules for the design of hull and internal geometry.

Suitable for Multiprocessing

While these developments will give lots of people reason to be cheerful, says Mr Koelman, there will be an increase in computation time. “It might seem a bit strange to worry about this issue in a time that we are told to have virtually unlimited computing power. However, the capabilities of a single processor have not significantly increased over the past decade, the enhanced performance is delivered by using multiple processors simultaneously.” This implies that software has to be adapted to offer tasks suitable for parallel processing to the processor, explains Mr Koelman. “It also implies that some algorithms have to be redesigned in order to benefit from multiprocessing. It may even be that optimal configurations differ for eight simultaneous processes, compared with two processes. there is thus no magic bullet to adapt software to the world of multiprocessing.”

While that may be true, Mr Koelman adds that more and more computation intensive pias algorithms are diverted in this direction. “For example, probabilistic damage stability on a 20-core pc will result in a time-reduction factor of about 18.”

On-Board Loading Software

SARC’s sister-software LOCOPIAS, the onboard loading software, will also benefit from the PIAS developments. In addition, specific enhancements are being implemented: • Automatic container planning

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The Loading module in PIAS.

PIAS can be used in all design stages, from the first preliminary sketch up to the final design.

optimisation in the container module.

• A damage control module, which advises on counter actions in case of flooding by damage or by fire-fighting water.

• Assistance in the evaluation of IMDG requirements when planning cargoes with dangerous goods.

• A longer-term development is to augment LOCOPIAS with photorealistic views which, in combination with its underlying physics models, will gradually evolve into a digital twin fashion. i. sarc.nl

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ship management

The Tranberg Navigation Light System is installed on board Norwegian Navy vessel KV Svalbard.

R. Stahl Tranberg has supplied the navigation light system, deck lights and helideck light system to the MS Skandi Aker, owned by DOFCON/Aker Oilfield Services.

Meeting the Demands of Today’s Modern Ships Digitalisation anD the use of Data plays a key role in the shipping inDustry toDay. the Digital information flows are Driving processes anD functions anD have a major impact on performance, costs, the environment, anD safety. the 2018 Review of Maritime Transport by the United Nations Conference on Trade & Development (UNCTAD) cited that technological advances, such as artificial intelligence, the Internet of Things, and autonomous ships have the potential to significantly “boost efficiency in the global shipping industry”.

Words by thomas linkenheil, managing Director at r. stahl tranberg.

All photos courtesy of r. stahl tranberg.

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ecent research commissioned by mobile communication provider Inmarsat for the maritime sector also found that the average expenditure on Internet of Things (IoT)-based solutions will amount to EUR 2.27 million over the next three years.

This potential is likely to become a reality with the Yara Birkeland, the world’s first autonomous and zero-emission container vessel, which has been developed by Yara and maritime technology company Kongsberg and is due to be launched in 2020.

Amid these developments, what are the drivers for the growth in digitalisation and how is the shipping industry adapting its solutions and technologies to meet these new demands?

Key Drivers

The need to reduce costs and remain competitive in what is a highly competitive and often

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ship management

Private residential community-at-sea M/V The World, owned by ResidentSea, is equipped with the Tranberg Navigation Light System.

economically uncertain environment is crucial to shipping operators today. There is an increased focus on the need to keep ships productive and in operation with a minimum number of personnel. This is where areas such as remote-control operations and preventative maintenance come to the fore with a need for greater intelligence within critical components, so that maintenance requirements can be predicted with high levels of certainty and hereby bringing an end to unplanned failures.

The focus on fuel efficiencies and reducing carbon emissions is another key driver in the maritime sector. Possible CO2 taxes are likely to increase the pressure on the industry to further reduce its carbon footprint as well. Finally, there is the issue of cyber security. The more connected people, systems, and processes are, the greater the vulnerability to potential risks.

Evolving New Business Models

So how are partners in the shipping industry evolving to meet these changing requirements and embrace digitalisation?

There has been a significant move away from an industry that is driven by separate, standalone commodities towards a more

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The BlueLine Lighting Series (left to right): search light, deck light, floodlight and a single and double navigation light.

integrated environment where every shipping component is part of a living, breathing ecosystem. There is also an acknowledgement that the combining of data from multiple sources will lead to faster and more informed decisions.

Take the example of a ship’s bridge. These bridges were previously defined by different suppliers with individual implementation requirements and a large number of interfaces, increasing the possibility of human error. Today, there is a greater interconnection and functionality of components that prevent those errors. In addition, new cloud technologies, storage and data platform developments are also having a huge effect on how the marine and oil & gas industries manage information, and how vessels and their components are designed, built, and tested.

Reliable back-up and cyber security protections systems are also vital, which have been built and integrated into existing control systems. This allows the implementation of advanced predictive maintenance capabilities, as operators now have much more information on individual components.

Next-Generation Lighting

As digitalisation continues to evolve, R. Stahl Tranberg decided to move further up the value chain by providing not only products, but also a mini network that can seamlessly be embedded and integrated into the systems of its customers and suppliers.

The first step is the BlueLine Lighting series; a portfolio of high-quality, cost-effective and next-generation lightings for the maritime sector, launched at the NorShipping

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ship management

Media Kit 2020 Available Now! www.ynfpublishers.com/mediakit

Photo courtesy of Stena RoRo

739, 4383 2Pres.

4 | S BRooseveltlaan I 2 0 1 9 | Volum e 13 | i ssue 6 NG Vlissingen, The Netherlands • T +31 (0)118 473 398 • E info@ynfpublishers.com • I www.ynfpublishers.com s h i p b u i l d i n g -i n d u s tr y. e u

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ship management

Eidesvik Offshore’s M/S Seven Viking is equipped with navigation lights, searchlights, floodlights, helideck lights and de-icing equipment by Tranberg.

international shipping exhibition in Oslo this year. The series consists of navigation lights, searchlights, floodlights, and deck lights for all kinds of vessels and has been specially designed to meet the growing demand for remote-control and sustainable systems.

Key features include seamless integration, simplified plug and play, modular designs for ease of installation, and unmatched availability through – in the case of navigation lights – comprehensive selfmonitoring capabilities that in turn lead to reduced CAPEX and OPEX. The new lighting designs furthermore have a smaller environmental footprint, 100% LED lighting, and the ability to be easily upgraded to leverage future LED lighting advances.

OpenBridge Consortium

A further key benefit of the BlueLine Series is that it has been designed for greater compatibility with existing and future control systems. One means of achieving this is by aligning these and other products with the Norway-based OpenBridge framework, of which R. Stahl

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Tranberg is a consortium member.

OpenBridge is a research and innovation project developing an open platform that provides better and safer user interfaces on ships, simplifies multi-vendor integration, and opens the ship bridge for new applications. The consortium, which consists of 27 partners, covers many of the main Norwegian players in the maritime sector, with research carried out by Ocean Industries Concept Lab at the Oslo School of Architecture and Design, research institute SINTEF Ocean, and the University of SouthEastern Norway.

many of R. Stahl Tranberg’s solutions have great remote-monitoring capabilities, with the company closely working on current, high-profile unmanned vessel projects.

It is clear that digitalisation has only just begun in the shipping industry, with the next few years likely to see a major transformation across all facets of the business as new technologies, such as machine learning and remote-control vessels, come to the fore. i. r-stahl.com

Reduced Personnel Vessels

Like the Yara Birkeland, any technology developments that can reduce personnel and costs and ensure increased availability and revenue generation is likely to be of significant interest to operators. This is evident in the growing development of unmanned and hybrid vessels where onboard crews are, to a large extent, replaced with onshore teams serving multiple vessels. It is with this in mind that

Thomas Linkenheil, Managing Director at R. Stahl Tranberg

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Paint & Coatings

AIDAnova is one of the first vessels to be coated with the new solvent-free universal primer Jotacote Universal S120, which helped to reduce VOC emissions dramatically compared to standard universal primers during newbuilding.

Photo courtesy of AIDA Cruises.

Revolutionary New Coating

by Jotun It started wIth a challenge: to develop a solvent-free, one-coat unIversal prImer. It has taken thirteen years of research, tests, and more tests, but Jotun is now ready to release its innovative Jotacote Universal s120.

All photos coUrtesy of JotUn, Unless otherwIse stated.

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otun has developed a new type of marine paint that reduces solvent emissions by more than 90% compared to other universal primers used today. Jotacote Universal s120 is a solvent-free, one-coat primer that can be used over an entire ship, including ballast tanks. the new universal primer reduces solvent (voc) emissions into the air from approximately 250 grams per litre to just eight grams per litre.

“Jotun focuses heavily on research and development of products with reduced environmental impact”, says dr erik risberg, Global Marketing director of Jotun Marine coatings and one of the scientists behind the new paint. “Universal primer is used to paint as much as 60% to 80% of a vessel during newbuilding, and normal universal primers contribute heavily to the total voc

emissions. so, if you’re going to target a product to reduce emissions, the universal primer is the one to choose.”

Reducing the Need for Maintenance

Jotun wanted to develop a single-coat product that was as good, if not better, than existing two-coat systems. to do so, they spent thirteen years developing a new type of marine paint. the project was a collaboration with samsung heavy industries (shi) shipyard in south Korea. “they asked us to develop a product that was solvent-free and could be applied in one coat, including in the ballast tanks.

When the product was ready, we tested it and it was good,” says dr risberg. “however, it was developed for two-component spray

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PaInt & CoatIngS

Corrosion in the ballast tanks is one of the biggest issues for ship owners and one that could compromise the safety of the vessel. equipment and the shipyard workers preferred to use one-component spray machines (where epoxy and curing agent are mixed ahead of application) instead of the more complicated two-component spray machines, where the two components are pumped individually to a mixing block. the product fulfilled the performance expectations, but not those for the application equipment. so, it was back to the drawing board.” for a single-component spray, the biggest challenges were the viscosity and the pot life of the primer. the paint often has to travel through hoses that are, at times, 120m to 200m long to get the paint to all locations on the vessel including ballast tanks at the hull erection stage, when spray pumps are located at the bottom of the dock. those areas are impossible to reach when the viscosity is too high. so Jotun had to find a way to reduce the viscosity of the primer without an increase in voc emissions. and it had to do so without shortening the pot life too much. “in solvent-based coatings, the solvents help extend the pot life. our primer has a slightly shorter pot life than solventbased primers and a slightly longer drying time. But because you only need one coat, you still end up saving time”, states dr risberg. “in addition, the product has better corrosion protection than previous systems,

A water ballast tank section with a single coat of the solvent-free Jotacote Universal S120.

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which helps extend the life of the vessels and reduces the need for maintenance. something which is very attractive to shipowners.”

Better than Expected

“the research team ran every test imaginable and each time the primer exceeded expectations”, says dr risberg. “the product almost seemed too good to be true. during the salt-spray test, you usually run products on a six-month cycle. We did a 38-month cycle. We took pull-off values in the range of 20Mpa before and after exposure and we could see no difference. this suggests that there is no significant ageing of the coating over time and that the elasticity of the coating is maintained.” an extensive corrosion-creep test was carried out, where a 2mm cut was made in the coating right down to the metal underneath to see how quickly and how far the corrosion would spread. dr risberg: “Usually, when you get water to travel to the interface between the paint and the metal, you get disbondment and the paint loses its adhesiveness. in the first two months some rust developed, but after that, it stayed exactly the same for the given duration of 38 months. there was little corrosion-creep and no disbondment. We couldn’t believe it.”

A concern with single-coat systems may be edge retention, but Jotacote Universal S120 has demonstrated good edge retention.

Dr Erik Risberg, Global Marketing Director of Jotun Marine Coatings and one of the scientists behind the new Jotacote Universal S120 paint.

despite the positive test results, Jotun decided to take the time to test the product on newbuild projects. in the past few years, they have applied it on a limited number of vessels, including the ballast tanks. “corrosion in the ballast tanks is one of the biggest issues for ship owners and one that could compromise the safety of the vessel”, says dr risberg. “corrosion often starts on the ceiling of the ballast tanks and on the welding seams. there is tremendous tension as the metal expands and shrinks with changes in temperature, so you need a coating that remains flexible over the lifetime of the ship. tests so far show that Jotacote Universal s120 can meet those requirements without a problem.” the new product is currently available for Korean shipyards and selected shipbuilders in europe who have experience in applying single-coat primers that require careful application techniques. a wider release of the product is expected in 2020. i. jotun.com

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PAINT & COATINGs

Paint & Coating News Considering the importanCe of using good paint and Coatings in the shipping industry, it is no wonder manufaCturers are Continuously improving or developing new produCts. read about the latest developments here.

Hempel Pushes Fuel Efficiency Boundaries Coatings manufacturer Hempel has launched a new fouling defence system: Hempaguard MaX. This three-coat system provides vessels with a smoother hull. It reduces drag and results in lower fuel requirements and will deliver a guaranteed maximum speed loss of just 1.2% over five years, according to Davide Ippolito, Hempel’s Head of Marine Group Product Management. “Hempaguard MaX is the next logical step for shipowners and operators seeking to maximise their efficiency and reduce associated CO2 emissions. At a time where marginal gains are of importance, the choice of hull coating can make a significant difference.” The strength of Hempaguard MaX is its three different layers. Topcoat Hempaguard X8 combines the smoothness of a silicone coating with an improved hydrogel microlayer and active ingredient to provide an outstanding antifouling performance.

Hempaprime Immerse 900 and tie-coat Nexus II contribute significantly to Hempaguard MaX’s low Average Hull Roughness. i. hempel.com

AkzoNobel’s New Awlgrip Single-Stage Topcoat Navigating the process of yacht care and maintenance just got easier following the launch of Awlgrip HDT (High Definition Technology), a new single-stage repairable topcoat from AkzoNobel. Awlgrip HDT is a high performance, mirror-like single-stage coating which allows owners to protect their boat with a long-lasting finish, all without sacrificing convenience. “This product will give yacht owners a longer lasting and easier to maintain finish,” explains Jean Michel Gauthier, AkzoNobel’s Global Business Director for Marine, Protective and Yacht Coatings.

“It’s another tool in the ‘box of paint tools’ which has been specifically tailored for consistent application, reparability, and exceptional colour retention.” Awlgrip HDT can also be supplied in any colour through AkzoNobel’s Awlmix centres. i. awlgrip.com

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PAINT & COATINGs

Lasting Protection for Scrubbers and Outlets The installation of an exhaust scrubber system has become increasingly widespread.

However, the process of filtering out the hazardous pollutants can lead to corrosion damage on scrubber pipes and outlets. “This can occur as soon as ten months after installation”, says Manuel Hof, Sales and Production Executive at Subsea Industries.

“Ecospeed is a lasting, chemical resistant coating that protects the exterior outlets as well as the interiors of scrubbers to prevent corrosion damage and the resulting consequences.”

The coating can also be used in ballast tanks and has been given the top B1 classification

by DNV GL. “Independent research has proven that the coating is 100% toxin-free and that there is no negative effect on the water quality or the marine environment at any point of its application or use”, comments Mr Hof. i. subind.net

ECOsubsea Receives Contract for Hull Cleaning in North European Ports Norwegian cleantech firm ECOsubsea has won contracts to clean the ports of Antwerp and Zeebrugge, thanks to the technology’s ability to remove all hull fouling from the water. Traditional hull cleaning methods are increasingly shunned due to the high risk of invasive species becoming an environmental and economic hazard. Hard cleaning is also criticised because of the tendency to remove layers of hull coating. ECOsubsea technology consists of a remotely operated vehicle that gently cleans the hull moving across the surface. It removes fouling build-up, without causing any pollution or damage to the coating. Fouling is pumped ashore through a filtration process plant, where it is stored in collection bags and later used in biogas production. “We believe we have leading technology, both in terms of our environmental footprint, and in terms of how fast we clean a hull and how gently the coating is treated,” says ECOsubsea CEO Tor Østervold. i. ecosubsea.com

Nippon Paint Marine Launches Tank Protection Product Nippon Paint Marine has expanded its NOA range of self-indicating epoxy coatings with a new system to protect chemical and product carrier tanks from corrosion and cargo contamination. NOA PC 700, a phenolic/novolac-based epoxy, is resistant to a wide range of chemicals, solvents, and petroleum products. NOA coatings are based on pigments that have various opacities, depending on film thickness. “Achieving the correct film thickness, especially on edges and corners, is a challenge, but this remarkably simple concept allows shipyard staff, surveyors, and coatings inspectors to literally see when the coating has been correctly applied. If the coating appears transparent, the film thickness is flawed. When it is opaque, a correct film thickness has been achieved,” said Makoto Nakagawa, General Manager Sales and Marketing for Nippon Paint Marine Coatings. i. nipponpaint-marine.com

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safety & security

New Training Vessel Zeus Safety training provider relyon nutec recently opened the unique training veSSel ZeuS in the harbour of amSterdam.

What does your company do? mr van cauwenberghe: “relyon nutec provides safety, survival and firefighting training and services to a worldwide network of companies and organisations in the oil and

managing director central europe peter van cauwenberghe explains what is so special about this newest training simulator.

All photos courteSy of relyon nutec.

Having the training take place on an actual ship makes it far more realistic than when people train in interconnected containers. gas, maritime and wind industries as well as to public and industrial firefighters. We currently have 37 training centres in 22 countries, and we are proud of the fact that we are experts on realistic scenariobased training sessions that are incredibly close to real life situations. We use highly realistic simulators and with Zeus, we go one step further.”

Peter Van Cauwenberghe, Relyon Nutec’s Managing Director Central Europe.

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What is so special about Zeus? mr van cauwenberghe: “it is a unique training object. This is the first time a real, retrofitted ship is used as a safety training simulator. having the training take place on an actual ship makes it far more realistic than when people train in interconnected containers. it works on the subconscious and brings people very close to their actual work environment, which starts from the moment they have to cross the gangway to the ship. as the Zeus is docked at the NDSM-Pier along the IJ, it rocks when other ships pass, making it an even more realistic experience. We are also proud of the fact that Zeus does not emit pollutants. the ship is equipped with a scrubber to clean the exhaust fumes and has a closed fireextinguishing water system, so there is no environmental impact on residents.”

What does Zeus have to offer? mr van cauwenberghe: “Zeus was created out of a russian pontoon and the superstructure of the rhine tug triton. the interior of the ship includes a cabin, galley, storage room and a fuel-treatment room.

There is an engine room consisting of two

Zeus is equipped with a conventional and a free-fall lifeboat.

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safety & security

The vessel was created out of a Russian pontoon and the superstructure of the Rhine tug Triton.

levels. Live fires with different types of fuel can be lit in controlled conditions. The ship also provides participants the opportunity to practise working in, and rescue from, confined spaces. The vessel is also equipped with a conventional and a free-fall lifeboat.

We can launch these in the harbour and offer realistic training of evacuation procedures. thanks to the extensive facilities on board, the entire command and control chain can be trained.”

What does scenario-based training entail?

Mr Van Cauwenberghe: “We like to keep the circumstances as close to reality as possible. for instance, we have the ability to escalate an incident if certain procedures are not followed during the training session. We can escalate a fire to the point where they have to evacuate the ship. this makes the training sessions spectacular, but they also leave a lasting impression so that trainees will

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hopefully be able to avoid these kinds of incidents in their daily working life and can competently take the appropriate measures in case of an incident. The objective is that colleagues can blindly trust each other in a real emergency.”

How is Zeus received by clients?

Mr Van Cauwenberghe: “We are almost fully booked for the coming year. of the people attending, more than 60% is from outside of the netherlands. it proves to us that companies and organisations recognise the importance of high-quality safety training. it also means we were right in heavily investing in our training centres, as it means we can offer our clients a customised safety training to meet their individual needs.” i. relyonnutec.com

Having the fire training take place on an actual ship makes the training far more realistic.

The Company RelyOn Nutec is an international safety training provider with its roots in denmark. the company offers more than 750 safety, survival, and firefighting courses, delivered by experienced instructors offline, onsite, and online. the enterprise annually trains more than 250,000 people at its 37 locations in 22 countries. The training location in Amsterdam consists of Zeus and a training centre within walking distance of the vessel, where the full programme of non-fire related courses for the oil & gas, maritime, and wind industries is held.

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SHIP REPORT

Norwegian Encore Final Breakaway-Plus Class Cruise liner

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SHIP REPORT

EntErtainmEnt and sustainability go hand-in-hand onboard norwEgian EncorE, thE fourth and final breakawayPlus class cruisE linEr in thE norwEgian cruisE linE flEEt. All photos courtEsy of norwEgian cruisE linE.

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he newest norwegian cruise line (ncl) cruise ship norwegian Encore set sail for the first time in november and promises its passengers a whole range of spectacular entertainment. the vessel has the longest racetrack at sea, the largest outdoor laser tag arena, an escape room, and more. the 335m vessel was built at Meyer werft shipyard in Papenburg, germany, and delivered to norwegian Cruise line at the end of october. she was christened by her godmother, grammy award-winning artist kelly Clarkson, in Miami on 21 november and set off on her inaugural voyage to the Caribbean on 24 november. norwegian encore offers seven-day voyages to the Caribbean from Miami and new york City. in the spring of 2021, the vessel will sail to alaska from seattle. norwegian encore is the fourth and final vessel in nCl’s breakaway Plus class. the cruise ships are renowned for offering passengers an exclusive and unforgettable experience. however, norwegian encore takes nCl’s attractions to the next level, says kevin bubolz, Managing director norwegian Cruise line (nCl). “our partners at Meyer werft have collaborated with us to bring the industry-leading experiences from the successful breakaway Plus class ships to norwegian encore, truly making her the best in class.”

Plenty of Entertainment

The vessel’s engines are equipped with scrubbers and a heat recovery system for improved energy efficiency.

Just like her sister ships, norwegian Encore captures the attention because of her hull art; a vibrant design by award-winning spanish artists eduardo arranz-bravo. on board, the nearly 4,000 passengers can choose from an array of entertainment options. one of the most impressive ones is the 350m go-kart course named speedway that spans two levels, extends four meters over the side and has ten turns and four

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SHIP REPORT

Passengers can enjoy a whole range of entertainment, including the longest racetrack at sea and an outdoor laser tag arena.

Speedway is a 350m go-kart course that spans two levels and extends four meters over the side.

high-speed curves. the electric go-karts can reach speeds of up to 50km/h. the track is larger than the current ones on sister ships norwegian bliss and norwegian Joy. upgrades include a covered viewing area in the centre of the track, where spectators can provide a turbo boost to passing carts by tagging them with a laser beam. other highlights include an atlantis-themed outdoor laser tag arena with augmented reality elements; an immersive escape room and interactive theatre experiences in the galaxy Pavilion. in addition, there will be a 90-minute version of the tony awardwinning musical kinky boots, as well as the Choir of Man show which combines high

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energy music, dance, and live percussion. an nCl favourite is also added to the norwegian encore line-up: the interactive theatre show happy hour Prohibition: the Musical, which features 1920s-era cocktails.

New Dining Experience

in addition to featuring many of the restaurants and lounges that have proved to be a success for the breakaway Plus class, norwegian encore debuted a new italian dining experience, onda by scarpetta. the new restaurant was created in partnership with ldV hospitality, whose scarpetta portfolio of restaurants can be found in new york City, the hamptons, Miami, las Vegas,

Philadelphia, newport, and london. the menu showcases a selection of modern italian dishes, as well as homemade pastas. among the returning restaurants are Cagneyâ&#x20AC;&#x2122;s steakhouse, food republic, le bistro, los lobos, Q texas smokehouse, ocean blue, teppanyaki, and the american diner. the ship also has a Cocoâ&#x20AC;&#x2122;s sweet shop, dolce gelato on the waterfront, a full starbucks, and a bake shop. norwegian encore has a large selection of bars and lounges, many featuring cocktails on tap created by celebrity mixologist kathy Casey. Venues include wine bars the Cellars, the district brew house, the a-list bar, Maltings whiskey bar, Mixx bar, sugarcane Mojito bar, and the skyline bar. the popular Cavern Club also returns, offering performances by a beatles cover band. norwegian encore also has an expanded, extra-fee two-story Vibe beach Club, the adults-only lounge with private sun deck.

Preserving Oceans and Destinations

nCl recently partnered with Just goods to replace all single-use plastic bottles across its fleet by 1 January 2020, beginning with norwegian encore. the decision is the latest sustainable step forward for the cruise line, which eliminated single-use plastic straws across its fleet and private destinations in

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SHIP REPORT

SPECS Hull art

by Eduardo Arranz-Bravo Built 2019 Gross tonnage 169,145gt Overall length 333.5m Max beam 41.5m Guests (double occupancy) 3,998 Crew 1,735 Decks 20 Staterooms 2,038 Service speed 22.5 knots Max speed 25 knots Engines two MAN B&W 14V48/60CR and three MAN B&W 12V48/60CR Propulsion system two ABB Azipod XO units with total power of 40mW The engines are equipped with scrubbers and a heat recovery system for improved energy efficiency.

The Observation Lounge offers spectacular views.

Norwegian Encore debuts a new Italian dining experience, Onda by Scarpetta.

2018. as a result of this most recent initiative, nCl will replace over six million single-use plastic bottles every year. “it is imperative that we take meaningful steps to preserve our oceans and the destinations we visit”, comments Mr bubolz. “the elimination of single-use plastic bottles across our fleet is just the latest environmentally-responsible action we are taking to reduce our footprint and protect our natural resources. while we are aware that this is just the beginning of what we and others need to do to be good stewards of our environment, we are committed to our sail & sustain initiatives and will continue to work on further solutions for the overall benefit of the planet and its future.”

Just goods produces plant-based carton water bottles that are made of 82% renewable materials and are refillable and recyclable. “it’s critical that businesses take a leading role in efforts to lighten the impact we have on our planet,” adds Just goods Ceo ira laufer. “we created Just goods as a better option in a category that has caused a lot of the damage, and continues to do so. environment conservation is at the core of Just goods and norwegian Cruise line’s partnership. we’re therefore thrilled to be taking steps in the right direction alongside nCl.” i. ncl.com

Spa Suite The Haven is one of 2,038 staterooms on board.

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Ship DeSign, ConStr uCtion & innovation

In Search of Econology fiRst installation of ventifoil systeM Recent yeaRs have seen vaRious types of vessel eitheR being newly built of Refitted with wind-assisted propulsion systems: from rotor sails and kites to retractable, foldable or traditional sails. fed by the growing need for environmentally friendly shipping, the resurgence of wind-assisted ship propulsion continues.

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ow, van dam shipping is adding its name to the fleet of wind-assisted propulsion vessels. in september this year, the dutch shipping company signed a contract for the installation of a Ventifoil system on their

3,636dwt general cargo vessel Mv ankie. at the time of printing, preparations for the installation of the Ventifoil system were well underway. electrical and mechanical work on Mv ankie will commence mid-november 2019. to minimise time loss, the mounting and further installation of the Ventifoil system will take place as far as possible during the vessel’s regular operational activities. whenever MV ankie is alongside in a dutch port, installation work will take place simultaneously with loading and discharging cargo.

Ventifoil System

the Ventifoil is a wing-shaped element that uses modern innovations in aerodynamics to create a high propelling force compared to its relatively small size. the modular Ventifoil units, which consist of a non-

rotating wing with vents and an internal fan, use boundary layer suction to increase and control the propulsion force. the integrated smart suction in the wing allows for the doubling of the force of the Ventifoil, while reefing when needed. the Ventifoil is deployed at the command of the captain, and further operation is carried out automatically with angles optimal to the apparent wind. the generated force allows for the vessel’s motor power to be reduced while the same speed is maintained.

Extendable Wings

the installation on MV ankie will feature two 10m-high wings with a solid end-plate. the Ventifoils generate a substantial force, so with the wings in place, the vessel’s sailing characteristics, fuel savings and stability will first undergo testing. if the tests run smoothly and prove that there is adequate space and stability to add length, 6m-long foldable extensions will be built and connected to the top plate. the solidity of the base and the fan are calculated to support these extensions and handle the added force. the installation of Ventifoils was initially planned on board another one of van dam’s vessels, MV Carolina. after close inspection

eConowind together with the technical university of delft and maritime research institute Marin in wageningen, ship design company conoship in the netherlands has been studying several concepts of wind propulsion systems for several years. after concluding that the suction wings studied by Jacques cousteau were the most promising for modern seagoing vessels, econowind was founded in december 2016. with the support of a grant from the european union, eConowind then designed Ventifoils. the Ventifoil system can be retrofitted onto existing vessels, integrated in newbuilds or placed inside a container, which can be put onto the hatches of a vessel’s cargo hold. Ventifoils can fold and rotate around their own axis, so that the cargo hold is always accessible.

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SHIP DESIGN, CONSTR UCTION & INNOVATION

eConowind’s Ventifoil test unit during sea trials on the Lady Christina.

We expect the fuel cost reduction to equal the costs of the system in approximately three to four years, thus fulfilling our dream of using the wind again in modern shipping.

of the respective sailing routes, it was decided, however, to install the Ventifoils on MV Ankie instead, as her routes generally have more favourable wind conditions.

Fuel savings on MV Ankie are expected to be around 15%, depending on her exact sailing routes and the actual wind conditions she encounters. Under ideal circumstances, the Ventifoils could generate 25%-30% of her propulsion.

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“We expect the fuel cost reduction to equal the costs of the system in approximately three years, thus fulfilling our dream of using the wind again in modern shipping, which has been 40 years in the making”, states a delighted Jan van Dam, owner of Van Dam Shipping. Moreover, both Van Dam Shipping and eConowind believe that the fuel savings achieved by the Ventifoils system could help shipping reach the IMO decarbonisation targets for 2030 and 2050.

WASP Research Programme

Van Dam Shipping will participate in the further testing of the concept in the new EU Interreg-backed Wind-Assist Ship Propulsion (WASP) research programme, which commenced in October 2019 and is set up to study the practical use of wind-assisted systems in day-to-day operation, as well as the actual savings the system achieves over an extended period of time.

The WASP research programme will evaluate various systems between 2020-2023. Within the programme, eConowind expects to install its Ventifoil system on another vessel from a different participant, which will be assembled in Q1 or Q2 of 2020.

A simulation of the twin Ventifoil system installation on board the MV Carolina.

i. vandamshipping.com i. www.econowind.nl

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Safety & Security

Chute arrangements provide a controlled vertical passage from the embarkation point to the survival crafts.

Each inflatable survival craft has four independent electric engines at its corners for greater manoeuvrability.

Game-Changing Viking LifeCraft Receives Approval Viking has deVeloped a hybrid between a lifeboat and a life raft that can safely eVacuate more than 800 people, and which takes up just a quarter of the space of conVentional lifeboats.

All photos courtesy of Viking

T

he Danish Maritime Authority (DMA) has given flag state approval to the new Viking LifeCraft system, meaning the world’s first inflatable and electrically-powered evacuation solution is now cleared for installation on ships around the world.

The Viking solution has been approved as a novel life-saving appliance system. This designation reflects the dual nature of the LifeCraft system, which unites the advantages of modern lifeboats – such as self-propelled manoeuvrability – with the flexibility, comfort, and smaller footprint of today’s life rafts.

“The LifeCraft system goes far beyond the capabilities of existing evacuation solutions, and I am very proud of my team and our achievements,” says Viking CEO, Henrik Uhd Christensen.

Complete Evacuation Solution

Most maritime safety products and systems that have achieved novel life-saving appliance approvals to date have been adaptations or variations of conventional

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life-saving appliances. However, this is the first time that a complete evacuation solution falls under this category.

“Everyone in the industry knows that novel life-saving equipment requires strict alternative design studies and documentation that can show superiority to existing life-saving appliances,” comments Niels Frænde, Vice President of Sales – Cruise & LifeCraft at Viking. “We’ve certainly gone the distance with the new system, setting new standards for our design and testing activities throughout the process.”

The Viking LifeCraft system’s development journey began in 2009. Over the best part of a decade, more than 50 prototypes were created and put through their paces undergoing a battery of tests, which included employing jet engines to assess how well the system stood up to 150km/h winds.

Innovative Design

The LifeCraft system consists of two main elements: four inflatable survival crafts and

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Safety & Security

The Viking LifeCraft is a hybrid between a conventional lifeboat and life raft.

a fully self-contained stowage and launching appliance that can either be placed on deck or built into the ship’s side. Chute arrangements provide a controlled vertical passage from the embarkation point to the survival crafts. These can hold 203 persons each, giving each LifeCraft system the capacity to evacuate 812 people.

With four independent electric engines at its corners, each survival craft is highly manoeuvrable and its ability to quickly turn 360 degrees is unmatched by conventional motor-propelled survival crafts. Crucially, explains Mr Frænde, the four inflatable survival crafts are powered by electric motors instead of diesel-driven units.

“These not only enable excellent manoeuvrability for reaching a safe position

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with conventional lifeboats, the system surpasses SOLAS requirements and allows a greater overall flexibility in vessel design.”

We’ve certainly gone the distance with the new system, setting new standards for our design and testing activities throughout the process. or for rescuing passengers or ship personnel in the water, but are quieter in operation and more reliable, requiring far less maintenance. They also pose less of a fire risk and reduce evacuees’ exposure to harmful fumes. There is a strong focus on comfort inside, with triple the air space of existing lifeboat solutions and a novel natural ventilation system.”

From a ship design perspective, the system is a significant space-saver, taking up around 25% of the necessary deck space compared to the equivalent capacity in lifeboats. “This compact footprint is in itself a compelling argument for cruise ships, as it frees up space for additional berths or passenger amenities”, says Mr Christensen.

“Furthermore, by enabling the positioning of evacuation capacity on both sides of a ship, something which simply is not possible

Worldwide Roll-Out

Full commercial availability of the triple award-winning Viking LifeCraft is set to follow within a few months. “We expected the final approval process to go every bit as smoothly as the previous novel life-saving approval, and it did,” states Mr Christensen.

“And this achievement comes at a perfect time, considering the amount of interest cruise shipowners are showing in getting this new evacuation solution installed and operational. Now they can take their plans for incorporating Viking LifeCraft into both newbuilds and existing ships to the next level.” i. viking-life.com

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Ship ManageMent

Taking Control of a Vessel’s Data Inmarsat gets approVal In prIncIple for Its fleet data platform

It can be hard to access, extract and aggregate all onboard

Vice President Business Development at Inmarsat Maritime.

data, especIally when there Is

Maritime Innovation

a lot of It and no easy way to transfer it to a secure place. fleet data from Inmarsat offers shipowners and operators just that: a platform to extract data from onboard sensors and upload it to a secure, central, cloud-based database.

All imAges courtesy of Inmarsat

F

leet Data has just received Approval in Principle (AiP) from classification society bureau Veritas. It is a major milestone for Inmarsat, which upholds its products as the ‘maritime industry’s leading secure sensor data and Internet of Things (IoT) platform’.

“Conditions of approval from Bureau Veritas verify that Fleet Data can be installed safely on board, without its operation affecting existing navigation, safety and radio communication systems”, says Stefano Poli,

The bandwidth-inclusive platform allows ship owners and managers to take control of sensor data collected on board and preprocess, extract and aggregate it in cloudbased storage. From there, it can be exploited by the operator’s own decisionmaking software or third-party applications.

Fleet Data is available via Fleet Xpress and is soon to be rolled out to Inmarsat Fleetbroadband users.

“Bureau Veritas is an innovator in maritime digitalisation”, says Jean-François Segretain, Technical Director, Bureau Veritas Marine & Offshore. “Granting this AiP to Fleet Data offers powerful evidence of our strategy to lead the way when it comes to supporting the technologies that will truly transform our industry and instil the required confidence in users and stakeholders.”

Safe to Install

The Fleet Data IoT platform draws on different sources for its data, including onboard sensors and the ship’s voyage data

recorder (VDR) or Integrated Automation System. Data is pre-processed and transferred ashore by satellite connection.

Users can access all their onboard sensor data from a secure online dashboard that is virtually connected via Application Program Interfaces (APIs) to the analytic, monitoring and management tools available through the IoT. “Securing approval demonstrates that the maritime industry’s impartial standardbearers on safety, security and the environment identify Fleet Data as supportive of their objectives,” says Mr Poli.

“This approval verifies that Fleet Data can be installed onboard any ship without the need for further approval, certification or testing of any existing system, and means it is safe to install.”

Mr Poli emphasises that the power of Fleet Data can be enabled via any suitably equipped data-logging device that benefits from continuous connectivity. “As a bandwidth-inclusive service, Fleet Data is also available to subscribers without additional airtime cost, whether they use the solution to enhance operational ship efficiency or to benchmark data across an entire fleet.”

Fleet Data can be installed safely on board, without its operation affecting existing navigation, safety and radio communication systems.

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Ship ManageMent

With Fleet Data all data can be extracted from onboard sensors and uploaded to a secure, central, cloud-based database.

Best Practice at Sea

In addition to the new platform, Inmarsat has also released a practical field guide to help ship managers build onboard networks that are resilient and reliable. The Best Practice Information and Communications Technology (ICT) Recommendations, published by the Inmarsat Research Programme, offers guidance on maximising uptime and minimising the cybervulnerabilities of onboard networks and automated systems.

The guide covers the design, deployment

and ongoing operational management of shipboard ICT systems. It also outlines how to design a software environment that not only prioritises uptime, but also facilitates long-term maintenance in terms of management and scheduling upgrades. It offers a framework for developing IT policy and advice on best-practice record-keeping for audits such as the OCIMF Tanker Management Self-Assessment scheme.

Other topics include satellite connection options, IoT applications and crew access, and even the benefits of virtual servers/

workstations for scalability and speedier recovery after failure.

Guidance is also provided which covers expectations regarding cyber-security, in the context of up-coming revisions to the International Ship Management code.

In fact, cyber-security is explored from multiple perspectives, including crew education and drills, and approaches to IT system lockdown/hardening. i. inmarsat.com

Stefano Poli, Vice President Business Development at Inmarsat Maritime

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ship report

Spes Nova introducing A new generAtion of fishing Vessels The susTainable fly-shooTer/Twin rigger spes noVA is not like Any trAditionAl fishing Vessel. she hAs been designed with sustAinAbility in mind And hAs A hybrid installation, resulting in a significant reduction of Co2 emissions and fuel consumption. all photos courtesy of dAmen mAAskAnt shipyArds

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he spes nova uK-205, a fly-shooter/twin rigger vessel, is part of a newly developed range of fishing trawlers based on a design by Vripack naval architects in a collaboration with ekofish group, a subsidiary of fishing company Van der Zwan.

The vessel is the first of two constructed at Damen Maaskant shipyards stellendam. The second vessel will be delivered in early 2020. “Damen Maaskant was chosen thanks to its reputation for high-quality shipbuilding,” says gerard Zwijnenburg, owner of Van der Zwan. “Damen Maaskant shipyards stellendam also has an impeccable track record of vessel maintenance going back many years, so the project was certainly in good hands.” for Vripack, a company well-known for its yacht design portfolio, spes nova represents its first fishing vessel design. “we were invited to look at the creation for the trawler with a fresh pair of eyes; approaching the project from a non-conventional angle from our position of a holistic design and naval architecture studio,” comments ierring faber, naval architect at Vripack. “in the next phase of the project, the valuable input from Maaskant shipyards developed the design into a feasible fish trawler, while still doing justice to the innovative concept design with which we started off.”

Thinking of the Future

The vessel’s innovative design will help to set new performance standards in the Van der Zwan fleet. it features a new type of hull design to reduce pitching in head waves, similar to Damen’s sea axe bow and ulstein’s X-bow. “This is achieved by reducing reserve buoyancy in the bow above the waterline,” explains John van der Maas, Project Manager at Damen Maaskant shipyards stellendam. “an oncoming wave

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ship report

Spes Nova has a hybrid installation, resulting in a significant reduction of CO2 emissions and fuel consumption.

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ship report

Spes Nova in the dry dock at Damen Maaskant Shipyards Stellendam.

The battery bank allows silent, emission-free running near populated areas. will lift the midbody but will have less effect on the bow, resulting in a softer motion. rather than slamming into waves, the vessel splits them, reducing resistance and stress on the hull.” in terms of propulsion, the vessel is powered by diesel-electric. Mr Zwijnenburg explains the logic behind Van der Zwan’s opting for a diesel-electric hybrid system, in addition to a battery bank. “we’re thinking of the future. The battery bank allows silent, emission-free running near populated areas, and also introduces the possibility of peakshaving to help the vessels run at optimal energy efficiency.”

Cutting Operational Costs

The potential for balancing and optimising energy use is complemented by an energy recovery source in the form of a 700-volt DC-bus connected to the battery bank. as the vessel’s winches let out the fishing nets, the e-motors can work as generators to convert braking energy into battery power, a method very similar to that used in hybrid cars. along with the vessel’s capability to sail on two or three motors thanks to its inbuilt redundancy, these energy-optimising measures will help Van der Zwan cut operational costs without compromising on performance quality.

“This vessel has been built for the next twenty years. it has been designed to use as little fuel as possible, and to be as safe as possible for the crew”, says louwe de boer, Managing Director of ekofish group. “before the arrival of the spes nova, we used an average of 0.5l of fuel per kilo of fish caught. with the new vessels, we hope to reduce that to a maximum of 0.3l.” spes nova underwent classification tests in the third week of october, followed by north sea fishing trials that same month, before returning to stellendam for the final touches in preparation for its naming ceremony on 1 november 2019 in scheveningen. The vessel has already started its duties fishing for flatfish such as plaice, cod, and turbot.

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SHIP REPORT

SPECS Length Beam Tonnage Fuel tanks Fish hold Propulsion

Vripack Naval Architects’ design for fly-shooter/twin rigger Spes Nova.

32m 9.6m 497gt 40m³ 230m³ 1,000kW

The propulsion system consists of: • Leroy Somer LC450LB-6, water-cooled 1,050kW at 1,000o.p.m.

• Reintjes reduction gearbox AF 873 7,905 :1 • Maaskant propeller shaft • AMW Marine 4-blade propeller Ø 3,400mm • Damen Marine Components propeller nozzle Optima • Van der Velden steering system

i. damen.com i. wvanderzwan.nl

MONITORING

Shaping Next Generation Mobility ZF is contributing to a clean and sustainable future in shipping with innovative driveline technology.Thus ZF combines its wide-ranging portfolio of thrusters and hybrid-capable transmissions with a digital condition monitoring to shorten downtimes, lower operating costs, and increase safety on board and at the port.

Visit zf.com/marine

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

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THE YELLOW & FINCH PAGES

AncoferWAldrAm SteelplAteS Bv P.O. Box 190 4900 AD Oosterhout The Netherlands t +31 (0)162 491500 f +31 (0)162 429806 e sales@aws.dillinger.biz I www.ancoferwaldram.com Over 100,000 tons of quality heavy steel plates in stock AncoferWaldram Steelplates B.V. (AWS) is a stockholding wholesaler and steel service center, specializing in the supply of hot-rolled heavy carbon steel (quarto) plates, and profiled parts for more than 40 years now. Over the years, AWS has developed into a business that sets the standard for its industry.

Plates from stock or profiled parts The choice is yours! It is the combination of comprehensive stocks of over 100,000 tons of heavy carbon steel plates plus the sophisticated profiling plant that gives AWS a decisive lead in experience, product range and customer service.

Art4 technIcAl SyStemS Bv Nieuwegracht 9-11 3763 LP Soest The Netherlands t +31 (0)35 582 2468 f +31 (0)35 642 4860 e Info@art4.nl I www.art4.nl contact: Mr Paul Schraven Art4 Technical Systems BV is an independent Dutch company. We design, build and deliver fully turnkey solutions for hydraulic and electrical systems for customers worldwide.

Our clients use the hydraulic and electrical systems for various end products such as:Mobile drives, transport conveyers, winch drivers, jack up platforms, cranes, both onshore and off shore, a-frames, special equipment, fairground attractions.The systems can be custom built to fit the specifications of the product they are used for.

4 6 | S B I 2 0 1 9 | Volum e 13 | Issue 6

yellowpages SBI 13_6.indd 46

BAchmAnn electronIc GmBh Office Veenendaal: Vendelier 65-69 3905 PD Veenendaal The Netherlands t +31 (0)85 210 0550 e r.epskamp@bachmann.info I www.bachmann.info contact: R. Epskamp Bachmann hardware matches the harsh conditions in the maritime and offshore industry. We take pride of extremely high availability using stateof-the-art technologies.

Integration of AMS, PMS, CMS, etc. in a Redundant solution is realized with our modular and marine certified PLCbased product range.

The group of companies includes the CMS specialist Bachmann Monitoring and Certec EDV, the developers of the 1st fully web enabled SCADA software atvise®

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 high quality offshore standards and marine classification rules.

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.

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, mechanical ventilation,central heating, refrigeration, sanitary systems, fire protection, environmental systems and air duct cleaning. Founded in 1965, the company is renowned for being an innovator in the design, engineering and installation of customised solutions.

We work in four specialist areas: – Superyachts.

– Commercial shipping.

– Offshore industry.

– Navy vessels.

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

Pantone 299

Pantone 354

Black K=100%

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

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

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

huBel mArIne B.v.

Karel Doormanweg 5, 2nd Floor 3115 JD Schiedam P.O. Box 3219 3003 AE Rotterdam, The Netherlands t +31 (0)10 458 7338 f +31 (0)10 458 7662 e info@hubelmarine.com I www.hubelmarine.com twitter: HubelMarine contact: Mr Erik A. de Koning m +31 (0)6 53724457 Hubel Marine is a full-service firm for s h i p b u i l d i n g -i n d u s tr y. e u

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YELLOW & FINCH PAGES

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.

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), s h i p b u i l d i n g - i n d u str y.eu

yellowpages SBI 13_6.indd 47

wastewater treatment, vacuum sanitary systems for yachts, deck equipment (doors & hatches) and watertight sliding door systems.

Our Ship Repair department is specialised in the overhaul of all types of main and auxiliary engines, including attachments i.e. governors, turbochargers, fuel equipment and the sales of spare parts and engines. We are capable of crankshaft grinding.

Our service is 24/7 worldwide!

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

rBI mArIne conSultAncy De Ruyterstraat 62 4335 GN Middelburg The Netherlands t +31 (0)6 190 358 20 e info@rbimarineconsultancy.com I www.rbimarineconsultancy.com contact: Ruud Bimmel RBi Marine Consultancy provides full-service 24/7 worldwide. This is the core of our business. We advise,

manage and carry out projects with expertise and experience; a result of years in supporting the Marine industry both locally and internationally.

Our business conduct inspection, surveying, new-build, repairs, refurbishment, regular maintenance, fleet management, site management, owner representative, and of course project management.

Our network contains more than just that. Together with established partners we provide delivery of genuine marine parts, blasting and painting, welders, fitters and sorts of craftsmen. For more details please call us or view our website: www.rbimarineconsultancy.com

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.

Suhbo Industrial co., ltd.

6, Mipyeong-ro, 106 beon-gil, Wonsam-Myeon, Cheoin-gu, Yongin-si, Kyunggi-do, Korea t +82 31 334 6979 f +82 31 334 1789 m +82 10 4999 6979 (Korea), +61 434 509 501 (Australia) e joeykim@suhbo.co.kr I www.suhbo.co.kr contact: Joey Kim, Export Sales Manager Established in 1985, Suhbo Industrial Co., Ltd is the major leading Korean manufacturer and supplier of high performance roundsling for heavy & shipping building industries. We have been supplying high performance roundslings to major heavy industries companies and projects in Korea and Asia.

Our Suprime roundsling with Ultrapowerful Poly Arylate fiber is highly recognized from many customers due to its excellent performance, the maximum lightening, the optimum handing efficiency (slim in size) and optional functions such as anti-cutting, anti-flame and multi-checking.

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.

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 S B I 2019 | Vo l u me 13 | I s s u e 6 | 4 7

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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 1 Ship Refit, Repair & Maintenance Marine Propulsion & Power Generation Cruise Vessels & River Cruise Vessels NAVCOM

Copy deadline | 15 January 2020 Advertisement deadline | 10 February 2020

Photo courtesy of ulstein Group

ShipBuilding Industry – Issue 2 Posidonia 2020 Focus on The Netherlands Workboats, Tugs & Service Vessels Water Treatment Systems

Copy deadline | 4 March 2020 Advertisement deadline | 30 March 2020

Photo courtesy of damen Subjects can be changed without prior notice.

colophon

copyright & disclaimer ShipBuilding Industry is owned and published by Yellow & Finch Publishers.

commercial department MARCo GEElS | Commercial Director RoB dE kERF | Account Manager AlEx dIjkSTRA | Office Manager

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editors ARNo dIRkzwAGER SANNY ENSING EEFjE koPPERS YARA Rood

arno@ynfpublishers.com sanny@ynfpublishers.com eefje@ynfpublishers.com yara@ynfpublishers.com

contriBUting editors julIA zAlTzMAN | joANNA VAN koERT-HuGHES design NATHAlIE PuTMAN

nathaliep@ynfpublishers.com

managing director CHARlES VAN dEN ooSTERkAMP

charles@ynfpublishers.com

sUBscriptions To subscribe, send an email to subscribe@ynfpublishers.com. Subscriptions will be automatically renewed unless written cancellation is given three months prior to expiry date. Annual subsciption is EuR 110, single copy is EuR 22.50, back copies are EuR 17.50, and a subscription to our entire suite (all three titles, plus the Maritime Services directory – EuR 375 value) is EuR 270.

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

13-11-19 10:52

ELIMINATE BOAT ROLL A stabilized vessel means a safer crew, steady productivity, and more profits. Designed to meet the rigorous demands of commercial and military operators.

The new Seakeeper HD line. seakeeper.com

Boat Roll in Degrees

15º 10º 5º 0º 5º 10º 15º OFF

NTX

New IP68 stainless steel thermal camera with radiometric functions Videotec presents NTX, the new IP68 stainless steel thermal camera, developed to provide an efficient and preventative surveillance system in the most critical environmental conditions.

The NTX thermal camera offers temperature detection based on the 4 central pixels of the image, and with the advanced version, the temperature of a specific object can be measured at any point in the image by means of defining a specific area.

IP66/IP67 IP68/IP69

TYPE 4X TYPE 6P

As well as this, the radiometric functions offer the option to set a temperature limit, beyond which an alarm will be raised.

VIDEO SECURITY PRODUCTS www.videotec.com

M a d e in I t a l y

NTX is ideal for the most demanding applications in the marine and industrial sectors, in critical infrastructures, power plants and transport sector, including railways and motorway tunnels.

ON

SBI 2019 | VOLUME 13 | ISSUE 6

Experience the progress.

SB I VOL. 13 ISSUE 6 | 2019

ShipBuilding i n d u s t r y

S H I P D E S I G N , C O N S T R U C T I O N & I N N O V AT I O N

Meeting the Demands of Todayâ&#x20AC;&#x2122;s Modern Ships

Liebherr Heavy Lift Ship Cranes

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

ship management SHIPBUILDING-INDUSTRY.EU

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

in search of Econology ship design, construction & innovation

Game-Changing LifeCraft Receives Approval safety & security