ShipBuilding Industry 2020 Issue 2

SBI 2020 | VOLUME 14 | ISSUE 2

The best things come in small packages.

SB I VOL. 14 ISSUE 2 | 2020

ShipBuilding i n d u s t r y

FOCUS ON THE NETHERLANDS

U-Boat Worx, market leader in mini-submarines

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Amokabel’s unique aluminium power cables innovations

24m South Class CTV enters the market workboats, tugs & service vessels

Experience the Progress.

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Liebherr CBB series: High performance for heavy lift

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• Up to 1000 t lifting capacity and 42 m outreach – Ready for a wide range of heavy lift projects • Low self-weight and centre of gravity – Increased stability and faster balasting • Litronic® crane control – Highest precision, speed and safety without control delay • LiDAT data transfer – Quick troubleshooting on the crane monitor and by remote service • Heavy lift ship cranes – Proven Liebherr technology and professional service worldwide Avelingen-Oost 5 | 4202 MN Gorinchem | Tel.: +31 (0)183 633 788 | Fax.: +31 (0) 183 633 427 | sales@stigterstaal.nl | stigterstaal.com

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WELCOME

Shipbuilding in times of corona FOLLOWING THE ECONOMIC CRISIS A FEW YEARS AGO, THE SHIPBUILDING INDUSTRY WAS GETTING HEALTHIER

BY THE YEAR. CONFIDENCE WAS HIGH, ECONOMIES WERE BOOMING, AND THERE WAS GROWTH ALL ACROSS THE industry’s various branches. And then COVID-19 appeared, a pandemic unlike anything we have seen in modern times.

As a result, there is a lot of uncertainty about what the future will hold. Immediately obvious is corona’s human toll, but the full magnitude of the economic impact will become visible in the months and years to come. It is in times like these that we want to reach out to our friends and colleagues, which is currently rather difficult to do. Many of the trade fairs scheduled for the first half of 2020, such as Posidonia and the Electric & Hybrid Marine World Expo, have been postponed or cancelled. It has, at least temporarily, deprived us of the opportunity to share our experiences and to plan ahead.

Fortunately, there is cautious room for optimism, too. It may be too soon to say that we have conquered the virus or even subdued it, but some countries are considering easing their lockdowns and safety measures. It shows that there is life and work after COVID-19. What is also abundantly clear is that in times of crises, our creativity flourishes. There have been several innovative workarounds to ensure services to customers are uninterrupted, and I am confident most companies are already formulating a post-corona plan of attack. It is this determination, experience, and flexibility that will get our industry through this.

While we have to keep everyone at a 1.5m distance, the virus has somehow brought us closer together. So let’s use that togetherness to help our wonderful shipbuilding industry to recover from this and to start flourishing again. The world may never be the same again after this, but we can try to make sure it is a change for the better.

Stay safe and healthy!

Marco Geels COMMERCIAL DIRECTOR MARCO@YNFPUBLISHERS.COM

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

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contents

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ISSUE 2 | 2020

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54 36

CURRENT EVENTS

12

How COVID-19 is affecting shipbuilding

FOCUS ON THE NETHERLANDS

26 34 40 44

U-Boat Worx is market leader in minisubmarines Alewijnse works on world’s largest diamond recovery vessel Safe Lifting Europe: confidence in lifting and rigging Alphatron Marine introduces Alpha-MINDS

INNOVATIONS

22

Amokabel presents ALU Ship Connect System

SHIP REFIT, REPAIR & MAINTENANCE

30

SPS Technology offers answer to unnecessarily costly repairs

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SHIP REPORT

46

Piriou delivers 23m artisanal fishing trawler Anthémis

WATER TREATMENT SYSTEMS

42 52

BIO-UV awarded type approval for new ballast water system Call for stricter regulations for verifying wastewater treatment

REGULARS

01 04 58 61 62 64

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

WORKBOATS, TUGS & SERVICE VESSELS

18 24 36 54

24m South Class CTV enters the market Thordon TG100 seals prevent catastrophes Hydrographic survey boat Cassiopée launched Robert Allan & Sanmar have productive start to year ON THE COVER

Pictured during construction, new TSHD Ghasha has an 8,000m³ hopper capacity and a dredging depth of 45m. Read more on page 11.

Photo courtesy of IHC.

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NEWS IN BRIEF Unique Group cooperates with dry dock pioneer Tugdock Integrated subsea and offshore solutions provider Unique Group has entered a new partnership with floating dry dock innovator Tugdock.

Unique Group has provided their Seaflex brand buoyancy bags for a brandnew, patented modular floating dry dock concept designed and manufactured by Tugdock. The system comes in sizes ranging from 12m x 12m to 100m x 100m with a total lift capacity up to 15,000t, and is able to lift vessels and other floating structures clear of the water at a fraction of the cost of standard dry docks. Easily transportable in standard shipping containers, it is quickly and cost-effectively taken to the vessel(s) where the components are assembled in customised dimensions. Each Tugdock system uses individually controlled Seaflex buoyancy bags contained within an open steel frame structure, in a concept developed over two years by Tugdock and a team of Unique Group experts. i. uniquegroup.com i. tugdock.com

Bolidt offers creative lighting for cuise vessels Bolidt has expanded its Bolideck range of ship deck covering solutions with an illuminated LED design that can be used on cruise vessels and superyachts. The Bolideck LED has been installed in a bar and a number of passenger access areas onboard the 2,894-passsenger TUI Cruises vessel Mein Schiff 2.

It is also part of a stunning ‘floor diamonds’ artwork on the ship, developed in partnership with ICArt and design studio SOFTlab. Installation of the novel artwork floor required close cooperation between the shipyard, Meyer Turku, Bolidt and SPT Finland, while the vessel was under construction at the Finnish yard. The project’s success depended on the fitting of the LED lighting with the right sequencing and at the optimum time in the production process to enable Bolidt to complete the striking flush decking finish.

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i. bolidt.com

August

September

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NEWS IN BRIEF Vestdavit secures four-ship davit contract with French Navy Boat-handling systems supplier Vestdavit has won a tender from Chantiers de l’Atlantique to supply davit systems for four new logistic support ships due for delivery to the French Navy under the FLOTLOG (Flotte Logistique) programme. The modern, doublehulled vessels will ultimately replace the Navy’s current, single-hulled LSSs and will be deployed to support France’s blue-sea combat fleet commitment to OCCAR (Organisation for Joint Armament Cooperation).

Vestdavit will supply two PLD-6000 A-frame davits for interception craft and a single PL-3600R davit for fast rescue per ship to ensure safety and crew comfort in missions worldwide in unforgiving seas.

With the first vessel to be handed over by the end of 2022, deliveries will be completed by 2029.

Vestdavit’s PLD-6000 type davit is designed specifically for the flexibility and speed needed by interception vessels and can handle everything from leisure craft to work boats. It has a load-bearing capacity of up to 6t and remains effective even beyond sea state 5. Thanks to the modular design, the PLD-6000 can be equipped with a docking head and guiding arms and handle unmanned surface vessels or underwater autonomous vehicles if required. Meanwhile, the PL-3600R davit is designed for fast rescue craft and has a safe working load of 3.6t. i. vestdavit.com

Schottel EcoPeller retrofit on Torghatten ferry The successful Schottel Rudder EcoPeller is set to be installed in a retrofit project for the first time. Two fourbladed EcoPellers type SRE 340 L CP with an input power of 750kW each will be featured in a double-ended ferry from the Norwegian ferry operator Torghatten Trafikkselskap. The Schottel solution can be integrated into the existing steel structure of the former propulsion system, so no hull changes or major steel work will be necessary. Moreover, the work can be carried out by a local shipyard – thus reducing installation efforts and shortening downtime tremendously.

The EcoPellers will be driven by electric motors. In operating mode, the required power will be supplied by battery packs installed on board. These will be recharged from the land grid during the stays on the quay. i. schottel.com

| Read more on shipbuilding-industry.eu

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VentiFoil units for Boomsma Shipping Netherlands-based eConowind and Boomsma Shipping announced their collaboration with eConowind contracted to install two of their wind-assist VentiFoil units on one of Boomsma’s vessels. The eConowind-units are both integrated in a specially designed Flatrack, from which a folding VentiFoil can be deployed; a ridged aspirated wing profile acting as a sail. The Flatrack is designed to optimise the handling of the VentiFoils. The VentiFoils are designed as optimal compact (non-rotating) wing profiles, creating superior thrust by means of the principle of boundary-layer-suction, for which ventilators are mounted inside the VentiFoils. Due to the herewith generated thrust, the thrust of the propeller can be reduced to maintain the same speed leading to fuel savings and emission reductions. The installation of the system is scheduled for September 2020. The installation will then be monitored and evaluated throughout the rest of 2020 and 2021. i. econowind.nl i. boomsmashipping.nl

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17-04-20 14:16

NEWS IN BRIEF New LARS solution for Kongsberg HUGIN range Kongsberg Maritime has developed a new Launch and Recovery System (LARS) solution for its HUGIN range of Autonomous Underwater Vehicles (AUVs), which is set to bring about a series of far-reaching operational improvements. The new LARS operates from midships, with the release and capture of HUGIN marine robots occurring beneath the sea surface.

Launching and recovering AUVs under water, away from the splash zone, lessens the possibility of them being damaged, while midships deployment averts any likelihood of AUVs being run over by the launch vessel. The new LARS’ launch and recovery processes can be carried out in much higher sea states, reducing the risk of weather damage to marine robots, while significantly cutting costs.

The design allows AUVs to be deployed from a hangar or container, and multiple robots may be managed from a single LARS. During recovery the AUV finds its way home to the cradle using the onboard navigation system and a Kongsberg MicroPAP located in the LARS. Once nearby, the HUGIN drives itself into the cradle and is locked in before it is lifted out of the water. i. kongsberg.com

Incat-built Saint John Paul II wins High Speed Ferry award Virtu Ferries’ high speed ferry, Saint John Paul II, has won the coveted High Speed Ferry award in Cruise and Ferry Review’s first ever Ship of the Year awards. Cruise and Ferry created the Ship of the Year award to recognise passenger vessels that showcase innovative new green technologies, impressive interior and exterior designs and unique onboard amenities and guest experiences. Saint John Paul II, operating between Malta and Sicily, is the largest vessel of its kind operating in the Mediterranean and the second largest in the world. The Incat-built 110m vessel scooped the award from a short list of nominations including High-speed Express 4 from Molslinjen, Rikulau from Brave Lines, Venus Clipper from Thames Clippers and fellow Incat catamaran Volcán de Tagoro from Naviera Armas. i. incat.com.au

IMO carriage ban enters into force The next step has been taken in the implementation of the IMO 2020 regulation which limits sulphur in ships fuel oil. From 1 March 2020 vessels are no longer allowed to carry non-compliant fuel oil. The IMO 2020 regulation that limits sulphur in ships’ fuel oil to a maximum 0.50% has been in force globally since 1 January 2020, under IMO’s MARPOL treaty. The complementary International Convention for the Prevention of Pollution from ships (MARPOL) amendment prohibits the carriage of non-compliant fuel oil for combustion purposes for propulsion or operation on board a ship – unless the ship has an approved exhaust gas cleaning system (scrubber) fitted.

The amendment is intended as an additional measure to support consistent implementation and compliance and provide a means for effective enforcement by States, particularly port State control. i. imo.org | Read more on shipbuilding-industry.eu

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NEWS IN BRIEF

AMOKABEL & MECATRACTION PRESENTS

A NEW GENERATION OF SHIP CABLES

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Kab elvägen 5 SE-364 4 3 ALSTERMO SWED EN info@amokab el.com fi n d out more at a mo ka b el .com/alush i pcon n ect 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 Jumbo Javelin upgrades power generation Jumbo has contracted Alewijnse Marine to fabricate and install two switchboard panels for its heavy lift crane vessel Jumbo Javelin. The switchboards will manage the additional power provided by six containerised temporary generator sets, which Jumbo has installed to increase the vessel’s capacity for an upcoming contract. The temporary generator sets will supply power to the vessel’s bow thrusters and offshore equipment during DP operations.

Alewijnse Marine will completely integrate the new switchboards into the Jumbo Javelin’s existing systems. Furthermore, the company will install the switchboards in such a way to allow the ship’s electrical systems to return to their previous settings after the removal of the temporary generators, through modifications to the PMS and PLC control systems. The switchboards will remain in position, giving Jumbo the option to increase the vessel’s power capacity again in the future. i. jumbomaritime.nl | i. alewijnse.com

Concordia Damen nominated to build STC Group training vessel Following a competitive European tender process, Concordia Damen has been nominated to build a new training vessel for the STC Group. The new vessel will be used in the training of students on maritime courses. Ab Initio will replace two training vessels – the Princess Christina and the Princess Beatrix – which the Rotterdam-headquartered maritime training institution has used for over 50 years. The vessel will feature a hybrid diesel-electric propulsion system complete with battery pack.

Additionally, Ab Initio will feature solar cells. As well as being uncompromising in its stance towards sustainability, STC Group required that the vessel be futuristic and distinctive, yet recognisable in appearance.

Concordia Damen will carry out the outfitting of the vessel at its yard in Werkendam, the Netherlands.

Ab Initio is scheduled for completion in 2022. i. damen.com

Finnlines orders two-stroke propulsion package Finnlines, a Finnish shipping company part of the Grimaldi Group, has ordered six MAN B&W 9S50ME-C9.6 Tier IIcompliant main engines from MAN Energy Solutions for three new-to-be-built 238m RoRo-vessels intended for operation in the Baltic Sea. The engines will be built in Korea by MAN Energy Solutions’ two-stroke licensee, Hyundai Heavy Industries, while Nanjing Jinling shipyard in China will construct the vessels.

Delivery of the vessels is expected from 2021.

Designed by Nordic marine designer Knud E. Hansen, the new ice-classed RoRo’s will be among the first examples of a new series of hybrid vessels that will use fuel-oil during navigation and lithium mega-batteries in port - guaranteeing zero emissions in port, while still satisfying energy requirements at berth. The batteries will be recharged during navigation through shaft generators adding the so-called peak-shaving system. i. finnlines.com | Read more on shipbuilding-industry.eu

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NEWS IN BRIEF

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The HullSkater is a revolutionary onboard solution specially developed for proactive cleaning. Together with the premium antifouling SeaQuantum Skate, Jotun Hull Skating Solutions will maintain a clean hull, even in the most challenging operations.

Operational needs arising from a dynamic market in combination with challenging environmental conditions increase the risk of fouling. The end-result being increased fuel cost and Green House Gas emissions. To combat fouling, Jotun Hull Skating Solutions is engineered to keep the hull fouling-free at all times. This groundbreaking approach is now in the final verification stage, in collaboration with leading industry partners.

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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 Read more about Hull Skating Solutions on jointherevhullution.com

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NEWS IN BRIEF IHC launches TSHD Ghasha During a festive ceremony at the Royal IHC shipyard in Kinderdijk, the Netherlands, the newly built trailing suction hopper dredger (TSHD) Ghasha was launched. The ceremony took place on 19 February 2020 and was attended by shipyard crew and special guests from the National Marine Dredging Company (NMDC), the new vessel’s owner. Ghasha was modelled after her successful sister ship, 6,000m³ TSHD Arzana, which was also delivered to Abu Dhabi-based NMDC by IHC in the first quarter of 2018. The new TSHD boasts a number of innovations, including an enlarged hopper capacity of 8,000m³ and a larger dredging depth of 45m. Read a full report on the new TSHD Ghasha in the next edition of ShipBuilding Industry. i. royalihc.com

VARD contracts Hydroniq for newbuild stern trawler Shipbuilding group VARD has contracted Hydroniq Coolers to deliver a hull-integrated seawater cooling system to a newbuild stern trawler currently under construction. Hydroniq Coolers will deliver its hullintegrated Rack seawater cooler to the vessel. The marine cooling system’s primary purpose is to reduce temperatures in the vessel’s engines and other auxiliary systems through use of seawater. The system is also designed to increase intervals between cleaning and reduce cleaning time when cleaning is necessary. It does not require dry-docking for maintenance and cleaning as the coolers can be extracted from below the engine room, even while at sea.

Hydroniq Coolers will manufacture and assemble the equipment at its headquarters in Ålesund, Norway, and deliver it to the Vard Vung Tau shipyard in Vietnam. i. hydroniq.no

ABB signs MOU for fuel cell manufacturing ABB has signed a Memorandum of Understanding (MOU) with Hydrogène de France to jointly manufacture megawatt-scale fuel cell systems capable of powering ocean-going vessels. The MOU between ABB and hydrogen technologies specialist Hydrogène de France (HDF) envisages close collaboration on the assembly and production of the fuel cell power plant for marine applications. Building on an existing collaboration with Ballard Power Systems, the leading provider of proton exchange membrane (PEM) fuel cell solutions, ABB and HDF intend to optimise fuel cell manufacturing capabilities to produce a megawatt-scale power plant for marine vessels. The new system will be based on the megawatt-scale fuel cell power plant jointly developed by ABB and Ballard and will be manufactured at HDF’s new facility in Bordeaux, France. i. abb.com | Read more on shipbuilding-industry.eu

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CURRENT EVENTS

COVID-19 HOW CORONAVIRUS IS AFFECTING SHIPBUILDING

THE CORONAVIRUS HAS CAUSED MAYHEM AROUND THE WORLD AND IT HAS BEEN NO DIFFERENT FOR THE SHIPBUILDING INDUSTRY, WITH SHIPYARDS SUSPENDING OR ADAPTING ACTIVITIES AND TRADE FAIRS POSTPONED OR EVEN CANCELLED. A QUICK OVERVIEW OF THE EFFECTS OF COVID-19.

Photo courtesy of Gothenburg Port Authority.

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CURRENT EVENTS

A

t the start of 2020, the shipbuilding industry seemed healthier than it had in years and the outlook was positive.

But then the COVID-19 pandemic hit. The world screeched to a halt. Shipbuilding companies and suppliers around the world had to adapt their working schedules and practices in line with the restrictions put in place by their government. Shipyard Fincantieri in hard-hit Italy had to completely suspend activities from 12 March 2020. The company announced in a statement: “Following the coronavirus emergency and in order to apply the measures that the Italian Government has gradually determined, Fincantieri has promptly carried out a series of actions aimed at preventing and countering the chance of infections in its shipyards. In line with this, Fincantieri considers its key priorities the protection of its personnel and subcontractors, as well as meeting the current needs of our country. For this reason, the company decided to suspend production activities at the Italian sites of Fincantieri.” The initial lockdown in Italy was supposed to end on March 26 but was extended, although restrictions eased a little mid-April.

Social distancing at work

Shipbuilding companies with yards or production companies in China were the first to close down, including those operated by shipbuilder Damen. The four Chinese yards are however now fully operational again. Operations in the Netherlands have continued with minimal interruptions. Both Damen and Amels have taken steps to implement social distancing at work, while production shifts have also been introduced to reduce contact to a minimum. Managing Director Rose Damen emphasised that the yards remain open for business. “During these times, we retain our focus on the projects we are currently working on for our clients, while simultaneously working hard to minimise the impact and spread of the virus,” she stated.

Dutch shipyard Niestern Sander has also taken steps for a safe continuation of business. It followed the Dutch government’s advice and the guidelines of the National Institute for Health and Environment (RIVM). In a statement, the company clarifies it

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Synergy Group crew are briefed on coronavirus preparations before arrival at the port.

Tanker vessel Ternvag approaching the Port of Gothenburg Energy Port. The port’s practices regarding vessel calls have been adjusted to avoid the effects of the virus.

Photo courtesy of Synergy Group.

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I have spoken of our ‘voyage together’. Never has the spirit of these words been more important than now.

Photo courtesy of Fincantieri.

The North-Italian shipyard Monfalcone was one of four Fincantieri yards that had to suspend activities following the coronavirus lockdown.

solution that enables secure access to onboard systems from ashore and enhanced digital support for crews. “We are taking all possible steps to help our customers through this challenging period. Providing 24/7 care to ships sailing around the world with onboard and remote services is an integral part of our ‘Electric. Digital.

Connected.’ approach”, explained Juha Koskela, Managing Director of ABB Marine & Ports. “We are committed to assisting vessels globally, whilst putting the health and wellbeing of our employees, customers and partners first.”

Recertifications

The corona crisis also has consequences for people needing to get recertified. With many countries in lockdown and strict travel restrictions in place, most face-to-face seafarer training has been suspended. Some flag administrations have responded by granting automatic three-month extensions to the Standards of Training, Certification and Watchkeeping (STCW) Certificates that seafarers must update every five years.

Viking Safety Academy has designed a unique training setup so that seafarers can undergo training for a full certificate Photo courtesy of Synergy Group. renewal, even while the crisis persists.

Viking Safety Academy has worked with Synergy’s seafarers are fully trained on coronavirus avoidance measures.

Estonia’s Reval Safety Training to offer STCW refresher training on an e-learning basis for specialist ABB has increased the availability of Estonian seafarers. The training set-up “has minimised the number of people per includes Personal Survival Techniques, Fire technical service teams to offer remote room to ensure a distance of at least 1.5m Prevention and Fire Fighting, Proficiency in assistance to vessels where on-site visits are from each other. We have instructed our Survival Craft and Rescue Boats, Fast Rescue not an option. Key to this approach is an shipbuilding and ship repair crews not to Boats, and Advanced Fire Fighting. integrated global network of centres and board ships and accommodations if this is services that can take care of the full scope of “Seafarers can now use e-learning to train not strictly necessary, and we have set up and renew certificates during these ABB systems onboard vessels from afar. ABB one-way traffic as much as possible on experts monitor onboard systems, coordinate extraordinary times and maintain proof of routes, entrances, and exits of ships and in equipment diagnostics, and offer maintenance competence,” says Camilla Runge Nissen, halls. Office staff has been facilitated as Viking Safety Academy Product Manager, services 24/7 from eight ABB Ability much as possible to work from home.”

Training. “They can secure a longer, sixCollaborative Operations Centres around the month extension and can make good use of globe.

Remote assistance Furthermore, responding to customer the time for getting ahead in the compliance The COVID-19 crisis is motivating companies requests, ABB has introduced a basic level process.” to find creative solutions. Technology

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Photo courtesy of ABB.

ABB has increased remote support for ships to help customers during the COVID-19 outbreak.

Once the seafarers have completed the e-learning course, whether onboard or at home, they are given a provisional STCW certificate extension. Should conditions allow, seafarers can visit a Reval Safety Training centre during the six-month period for classroom/practical training and secure a five-year Certificate of Proficiency or complete the training once the crisis passes.

While the STCW certificates extension based on e-learning is as of yet only available to Estonian residents, the course could easily be extended to other flag states, says Ms Nissen. “All elements of the temporary package have been approved by the Danish Maritime Authority (DMA), we are already talking to other flag states and we can quickly roll this out.”

Trade fairs postponed

Whilst many activities can be performed remotely or from home, the same cannot be said for trade fairs. The many events scheduled for the first half of 2020 have had

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to either change their dates or cancel their 2020 editions altogether. International shipping exhibition Posidonia was originally scheduled for the start of June, but organisers have postponed the event to 26 - 30 October 2020 at the Athens Metropolitan Expo, together with all related Posidonia sports events and conferences. In a statement, organisers explained that the decision was made because of “the uncertainty currently surrounding our original dates, the international character of Posidonia, and the pressure our exhibitors and visitors are under in actioning now their travel and logistical arrangements as well as the shipment of their exhibits. We have taken this step in consultation with Posidonia’s Supporting Organisations who have confirmed their agreement and support for the October dates.”

Bigger and better next year

Electric & Hybrid Marine World Expo in Amsterdam initially announced it would be

postponing its event from June to the last weekend of October. Organisers only afterwards realised that they had inadvertently picked the same weekend as Posidonia. “Neither our Greek friends nor us could have possibly known that we had chosen the same alternative dates within hours of each other”, stated Managing Director Graham Johnson. “Event Directors Oliver Taylor, Michael Blackhurst, and I have since spent a great deal of time deciding what is the best solution, not just for Electric & Hybrid Marine World Expo, but for the industry as a whole. We are aware that thanks to COVID-19 and the rescheduling of shows, the industry now faces the prospect of attending almost a year’s worth of shows in just three months between September and the end of November.”

As a result, the organisers decided to cancel this year’s event, but promised it would return “on 22 - 24 June next year, bigger and better than ever”.

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CURRENT EVENTS

Many trade events scheduled for the first half of 2020, including Posidonia, have been postponed until later in the year or even until 2021.

Photo courtesy of Posidonia.

IMO SecretaryGeneral Kitack Lim.

Symposium 2020 and Europort Romania have been cancelled for 2020. The symposium will return next year from 22 - 24 June 2021, while Europort Romania has been rescheduled for 18-20 May 2021.

Europort Exhibition Manager Raymond Siliakus stated that the organisation had closely monitored the developments prior to taking the decision to postpone. “It is still hard to predict how the COVID-19 virus will develop over the next months and how soon life and business can turn to recovery.

Based on the current information and after careful consultation, we have therefore decided to reschedule Europort Romania to 18-20 May 2021.”

Photo courtesy of IMO.

In this together

Rescheduled or cancelled

Seawork International and the Marine and Coastal Civil Engineering Expo (M&CCE Expo), due to be held from 9 - 11 June, have also been postponed. At the time of going to print, no new dates had been announced.

Both the Autonomous Ship Technology

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The International Maritime Organisation is keeping a close eye on developments worldwide. IMO Secretary-General Kitack Lim commented that the spread of the coronavirus has placed the entire world in an unprecedented situation. “In these difficult times, the ability for shipping services and seafarers to deliver vital goods, including medical supplies and foodstuffs,

will be central to responding to, and eventually overcoming, this pandemic. He added, “It is, therefore, crucially important that the flow of commerce by sea should not be unnecessarily disrupted. At the same time, the safety of life at sea and protection of the marine environment must also remain paramount.”

Mr Lim urged a practical and pragmatic approach to issues like crew changeovers, resupply, repairs, survey, and certification and licensing of seafarers. Together with the World Health Organisation, IMO has been developing and issuing practical advice and guidance on a variety of technical and operational matters related to the coronavirus. Visit www.imo.org for the most up-to-date information. “I will personally be initiating a series of meetings and consultations with leaders from shipping, ports, and other key-related sectors, so that we can all better understand the issues being faced and develop sensible, practical and unified solutions”, concludes Mr Lim. “I have spoken many times of our ‘voyage together’. Never has the spirit of these words been more important than it is now.”

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CURRENT EVENTS

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WORKBOATS, TUGS & SERVICE VESSELS

The 24m South Class is essentially a Mk II modernised update of the hugely successful original South Boats range of CTVs.

24m South Class CTV enters the market A NEW CLASS OF CATAMARAN CTV DESIGNED BY AD HOC MARINE DESIGNS AIMS TO BRING A SIMPLE NO-NONSENSE VESSEL WITH A WELLPROVEN PEDIGREE TO THE MARKET. ALL IMAGES COURTESY OF AD HOC MARINE DESIGNS

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he new South Class range of catamaran CTV is not trying to reinvent the wheel but, to put it simply, is trying to improve the offering on the market. The vessels have been collaboratively designed with Due South Designs, pulling together a decade of collective knowledge. The inspiration for the new CTVs is the original South Cats range, designed and produced in the Isle of Wight

by South Boats’ founder Clive Jeffrey. AHMD Naval Architect John Kecsmar worked very closely with the original South Boats until 2012, assisting with the DNA naval architecture and structural design of the South Boats range of CTVs. “I’ve known John since we first met in the

late Eighties at FBM Marine where we both worked”, recalls Clive Jeffrey. “When I left FBM and formed South Boats, I kept in close contact with John as both he and Nigel Warren assisted me on the technical and structural design aspects of my growing brand of designs at South Boats. We have always remained close friends and it seemed only natural to join forces again to continue our close working relationship and create the Mk II South Class of CTVs at AHMD.”

No-nonsense quality workboats

The 24m South Class is the first of these collaborations. It is essentially a modernised

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update of the hugely successful original South Boats range of CTVs. A coffee-time chat last year inspired the friends to breathe new life into the old designs. “After Clive sold the company in 2012 and the new owners eventually shut it down, it left a void in today’s market”, explains Mr Kecsmar.

“There is very little on offer in terms of good design and quality catamaran CTVs. The original South Boats did not have endless sleeping accommodations on board, and they did not aim for service speeds that were chasing headlines or pushed up the engine size, weight, and cost of the boat.

They were fine, honest, no-nonsense quality workboats with renowned seakeeping; boats you could rely on in any weather, which wouldn’t cost a fortune because of endless bells and whistles.”

The South Class CTVs also have much lower freeboards than the current class of vessels on the market. “Vessels with high freeboards are prone to violent motions and may well fall foul of the HS-OSC Code”, comments Mr Kecsmar. “And since many of the current crop of CTVs are going for 30 knots or more and have crew sleeping

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areas akin to hotel spaces – we felt the baby had been thrown out with the bath water.

So, Clive and I started over again, but with plenty of hindsight.”

Pedigree and provenance

At the time, South Boats built more than 50 vessels, ranging from 10 to 24m in various different configurations. “That pedigree and provenance of those original South Cats are what make this new CTV special”, states Mr Kecsmar, adding that all the main design challenges were conquered during the South Boats boom years. “For example, more deck space was required as the vessels became larger. To create that extra space, the deckhouses were situated directly above the engine room and close to the vents, which caused uncomfortable vibrations and noise levels inside the deckhouse”, he continues. “This resulted in the famous flexibly mounted deckhouse.

The amount of R&D that went into those deckhouses to get the right balance between weight saving, structural strength, and fit-for-purpose was no small task.”

Most of the original features of the South

South Class CTVs are fine, honest, no-nonsense quality workboats with renowned seakeeping.

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WORKBOATS, TUGS & SERVICE VESSELS

The first-in-class South Class boat is expected to measure 24m in length, though the series will be made available in a range of lengths.

The beam of each South Class vessel will range from approximately 7.5m to 9.2m.

Cats have returned, although some have been tweaked a little or updated. “The new hull design is based upon the same advanced chine hull, developed in conjunction with more than ten years of construction and in-service feedback from those original vessels, as well as our hydrodynamic tweaks”, describes Mr Kecsmar. “This has resulted in a hull design with very good internal volume, roll damping, and retaining the superior seakeeping qualities. While the changes are minor and subtle, they can reduce resistance by as much as 5%.”

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Fully customised

The first-in-class South Class boat is expected to measure 24m in length, though the series will be made available in a range of lengths. “We currently have enquiries for a 22m, 24m and a 26m”, reveals Mr Kecsmar. “Those boats in the UK Workboat Code range will span 15 to 24m in length and will carry up to 12 turbine technicians. The South Class boats designed to HS-OSC Code specifications will be able to accommodate up to 36 technicians aboard 24m vessels. For lengths in excess of 24m load line, a maximum number of

60 technicians is possible, as per the HSC-OSC Code.”

The beam of each South Class vessel will range from approximately 7.5 to 9.2m, depending on the size and number of technicians carried and the specified deck cargo capacity. The maximum capacity for boats in this class will be 45 to 50t, including a maximum 20t of cargo on a deck strengthened to 1.5t per m2. The vessel layout will largely depend on the owner’s wants and needs, but the South Class’ plans provide for a Palfinger PK6500M or heavyduty PK10000M deck crane.

The service speeds are in the region of 20-30 knots, depending on payload and configuration. In terms of propulsion, the customer has a number of options. These range from standard fixed-pitch or controllable-pitch propellers to IPS drives or waterjets with engine options to match, including Scania, MAN, Caterpillar, Yanmar, MTU, as well as Wärtsilä’s new W14, all suited to the South Class format. i. adhocmarinedesigns.co.uk

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INNOVATIONS

Due to the narrow and confined spaces, it is not easy pulling cables inside a vessel. ALU cables can reduce installation times by at least 40%.

ALU Ship Connect System A NEW ALTERNATIVE TO COPPER ELECTRICAL CABLES IS OFFERING SHIPOWNERS MORE FLEXIBILITY AND A POTENTIAL WEIGHT REDUCTION OF 55% PER AMPERE. ALL PHOTOS COURTESY OF AMOKABEL.

Amokabel Norway CEO Hermod Iversen.

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n the race towards more environmentallyfriendly shipping solutions, reducing a vessel’s weight is a good way to achieve that goal. Swedish cable manufacturing company Amokabel has developed the ALU Ship Connect System, aluminium power cables that offer vessel owners and operators significant benefits. “Until now, it wasn’t common to use aluminium cables aboard vessels”, comments Amokabel Norway CEO Hermod Iversen. “The main reason for not using the aluminium cable before is that the IEC standards for shipboard cables only accepted copper cables. After contacting DNV GL, it was agreed that alternative technical solutions, in this case aluminium cables, might be accepted onboard, provided equivalent technical safety was documented by thorough testing.”

Testing and qualification of the ALU Ship Connect system was completed in May 2018 and DNV GL subsequently issued the first type approvals for aluminium cables and connectors on vessels.

Significant savings

Amokabel manufactures various kinds of wires, cables, and consumer-packaged products. The company has a strong focus on quality and minimal environmental impact, and these values are the foundation of the new system. “The main reason we started looking into the possibilities with aluminium was the environmental aspect.

Copper is much heavier and with the new types of vessels, the hybrid or high-speed vessels, any weight reduction option is worth looking into”, explains Mr Iversen.

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INNOVATIONS “Compared to copper cables, you need more or bigger aluminium cables to get the same electrical load but even taking that into account, you can save up to 55% in weight per ampere by using aluminium cables. That is a big reduction and one that can make a significant impact on the fuel consumption of a vessel. Especially when you measure it over a vessel’s lifetime.”

This weight reduction is particularly attractive for the new type of environmentally-friendly vessels being built, Mr Iversen explains. “When you have a heavy containership, the weight savings are going to make a difference but it will be comparatively small. However, on a batterypowered vessel or a high-speed ferry, the weight reduction is going to have an enormous impact. Every kilo counts on electric vessels.”

Additional benefits

It is not just the weight reduction that will have a positive impact on the environment.

Aluminium is also a more environmentallyfriendly solution, states Mr Iversen. “The production of the cables is completely green, adding to the environmental benefits of using our aluminium cable systems.

Moreover, the cost of aluminium cables is significantly lower than copper cabling, because the material costs are much lower.

Copper is a semi-precious metal. It is not cheap, and it seems a waste to just hide it on the bottom of a ship for thirty years.

Especially if there is a cheaper, lighter, and cleaner alternative available.”

Successful installation

Amokabel has spent years developing the project, researching, carrying out tests, and getting certified with, and by, DNV GL. The ALU Ship Connect System consists of aluminium cables and copper terminations from Mecatraction in France. “The whole system has been approved by DNV GL. The crimping technology (DBI) has been specially developed by Mecatraction and we worked very closely together to find the best solution for a reliable connection. The crimping technology is based on the combined experience from the aircraft and automotive industry.”

In 2015, Amokabel successfully installed the ALU Ship Connect System on an offshore service vessel in Norway. Another benefit of the aluminium cables became evident during installation. “Because the aluminium cables are so much lighter, they are easier to install”, details Mr Iversen. “It is not easy pulling cables inside a vessel due to the

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The aluminium power cables of the ALU Ship Connect System are much lighter and easier to install than traditional copper cables.

narrow and confined spaces in which they are often placed. I have received several positive comments from installers saying that our ALU cables make their job a lot easier. I would estimate that our cables can reduce installation times by at least 40%.”

Amokabel and DNV GL in March 2018 carried out a joint inspection on board the offshore vessel and found the cables were working perfectly. “There was no change in behaviour or rise in temperature in the cables”, comments Mr Iversen. Successful testing, both in laboratory and on board, showed equivalent safety levels compared with traditional copper cables. This enabled DNV GL to issue the first type approvals for

aluminium shipboard cables and terminations in 2018.” He concludes, “Our biggest challenge now is convincing ship owners and operators of the benefits of the ALU Ship Connect System. Rome wasn’t built in a day, or even a year. But we believe in our product and we believe others will too.” i. amokabel.com

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WORKBOATS, TUGS & SERVICE VESSELS

Leaking and vibrating shaft seals resulted in costly repairs.

All photos courtesy of Thordon.

Thordon seals prevent catastrophes WHEN THE ORIGINAL SHAFT SEALS FITTED TO TWIN-SCREW OFFSHORE TUG SUPPLY VESSEL HADI 37 BEGAN TO LEAK AND VIBRATE, THORDON PROVIDED A LONG-LASTING SOLUTION.

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uring the system procurement process, capital expenditure is always a key consideration. But when low cost components result in an increase in unbudgeted operational costs, any savings quickly diminish. This was the experience of Saudi Arabia-based ship operator Hadi Hamad Al-Hammam, when the original shaft seals fitted to Hadi 37, a 2013-built twinscrew offshore tug supply vessel (OTSV), began to leak and vibrate. As a result, the vessel had to make regular drydock visits for costly repairs.

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“Reducing the maintenance spend associated with the original seal installation was the driving factor behind the decision to retrofit Thordon Bearings’ TG100 seals,” reveals Rafid Qureshi, Managing Director of Ocean Power International LLC, the Dubai-based engineering and technical services company.

Easy decision

The TG100 is a mechanical seal specially developed for 86mm to 305mm water lubricated propeller shafts typical of workboats, dredgers, tugs, yachts, patrol crafts and other coastal vessels operating in either clean or dirty, abrasive waters. The primary seal uses hard wearing, silicon carbide faces and Thordon’s proprietary elastomeric bellows to provide an unlimited shelf life compared to rubber-based bellows, which need periodic replacement. It also features a unique secondary seal with ‘Return to Port’ capability. In the unlikely

event that the primary sealing surface is damaged, this emergency function allows the shaft to turn at reduced speed, enabling the vessel’s safe return to port for repairs.

“The costs of pulling a shaft and replacing a seal every two and a half to three years, can go upwards of EUR 50,000 over the life of a vessel”, explains Mr Qureshi. “This is well above the acquisition cost of a maintenance free alternative. So retrofitting the TG100 was an easy decision to make.”

Recent inspection

During Hadi 37’s most recent classification survey, Hadi Hamad Al-Hammam, which operates a fleet of over 40 vessels, found the seals to be in “excellent working order”.

“We recently inspected the seals in drydock and they were in perfect condition. We are highly satisfied with their performance,” stated Khalid Zahran, Engineering Manager at Hadi Hamad Al-Hammam.

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WORKBOATS, TUGS & SERVICE VESSELS

Had this vessel not been installed with Thordon’s emergency seal technology, the vessel was likely to have sunk Catastrophic shaft failure

Recently, the safe-return-to-port function of Thordon Bearings’ TG100 emergency shaft seal proved once again to be an invaluable feature when it prevented a vessel from sinking following a catastrophic shaft failure.

The crew of the MM Transportationoperated Jennifer S, a 17m workboat operating on the Ohio River, near Rockport, Indiana, activated Thordon’s secondary inflatable emergency seal when the tailshaft was pulled out of the coupling, damaging the TG100’s primary aft shaft seal.

Jennifer S was towing a dredge when the starboard shaft line became entwined with a buoy’s wire rope, forcing the shaft from the hub at the gearbox. This, in turn, resulted in the aft shaft nut at the wheel hitting the rudder when in the full ahead position, causing the shaft to slide even further aft.

A new TG100 seal has been installed on board Jennifer S.

“When steering became stiff, the crew went down to the engine room and noticed water gushing in up to the deck plates. They immediately activated the TG100’s emergency seal, which prevented further water ingress”, comments Jason Perry, Thordon’s Business Development Manager USA.

Emergency seal to the rescue

The original TG100 seal that saved the vessel from sinking.

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Upon inspection, port engineers found that the shaft had come loose from the coupling, slamming into the entire rotating assembly and damaging the TG100 seal’s silicon carbide faces, which in turn cut a 25.4mm split all around the bellows.

“Had this vessel not been installed with Thordon’s emergency seal technology, the vessel was likely to have sunk”, states Mr Perry.

Scott Groves ,Thordon Bearings’ Regional Manager for the Americas, adds that the emergency function helped keep the seal’s taper lock (wedge ring) in position on the shaft, preventing the vessel’s shaft from completely sliding out of the vessel.

“We are extremely confident that no other shaft seal currently available is able to prevent complete seal failure in such a scenario. I have my doubts as to whether a

conventional seal would have responded as well as the TG100 in such circumstances.

Certainly, standard clamp rings with a set screw would have been unable to hold position when the shaft seal was so heavily damaged,” he explains.

Safe and dry

Thordon’s tapered lock/wedge ring tightens to the shaft under forward forces to maintain compression of the bellows on the shaft, even if the entire assembly is damaged or the tailshaft retracts. “Everyone onboard was safe, dry, and went home to their families that night,” recalls Mr Perry.

Thordon’s US Inland Waterways team arrived at the port and a new TG100 seal was installed. MM Transportation Drydocking Manager Jeff Hall concludes, “We received excellent service from Thordon who helped reinstall a new TG100 seal and replaced the silicon carbide faces on the port seal, which were also damaged when the shaft came loose. We have the seals on two other workboats and will definitely be installing the same system on others. The TG100 seal saved our boat.” i. thordonbearings.com

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FOCUS ON THE NETHERLANDS

The ocean floor is the limit U-BOAT WORX IS MARKET LEADER IN MINI-SUBMARINES

DUTCH MANUFACTURER U-BOAT WORX HANDCRAFTS EXCLUSIVE MINI-SUBMARINES FOR THE SUPERYACHT AND EXPEDITION CRUISE INDUSTRY, AS WELL AS FOR RESEARCH PURPOSES. ALL PHOTOS COURTESY OF U-BOAT WORX.

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hat started as one man’s dream has grown into a company that is leading the field in underwater exploration. Following his success as co-founder of Exact Software, a company specialising in financial administration software, Bert Houtman decided to pursue his dream of building one-man submarines. In just fifteen years’ time, his company U-Boat Worx has become the world’s leading manufacturer of minisubmersibles. Ranging from one to eleven-man vessels, the subs are built for depths from 100 to 3,000 meters and are characterised by their small size, low weight and innovative technology. They are increasingly popular with superyacht owners, as well as with expedition cruise companies, offshore companies and research institutions.

“It has taken a lot of vision and hard work to get to where we are today. You do not become a company employing 80 people just like that”, comments

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FOCUS ON THE NETHERLANDS

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Ranging from one to eleven-man vessels, the subs are built for depths from 100 to 3,000 meters and are characterised by their small size, low weight and innovative technology.

U-boat Worx Marketing Manager Roy Heijdra. “We keep a close eye on the market, and we are years ahead of other companies in terms of technology. We currently have more than 40 mini-subs in the orderbook.”

Standard for expedition cruises

The company employs 80 people and has recently moved into its new headquarters in Breda. “It is five times bigger than our previous location and, with design, engineering and production under one roof, our teams can work even closer together to share ideas and brainstorm on how to further improve quality”, details Mr Heijdra.

He adds that, so far, the corona virus outbreak has had little impact on the company. “We have flown back all our overseas personnel, but our production is ongoing. We have deadlines to meet, but of course we are working as safely as possible

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and are operating according to the guidelines outlined by the authorities.”

There are currently numerous subs under construction, mostly for the expedition cruise market. The most popular model is the Cruise Sub 7 – 300, a seven-person sub with room for a pilot and six passengers. It can travel up to a depth of 300m. “We have become the de facto standard for the expedition cruise market and have built or are building submarines for companies such as Viking Ocean Cruises, the Scenic Eclipse, Seabourn Venture, and Crystal Cruises.”

Innovative engineering team

With an engineering pool of 35 submarine specialists, U-boat Worx has produced numerous innovations to make the minisubs safer, lighter, and easier to pilot. “We have developed our own operating system to make it more reliable”, states Mr Heijdra.

“Our philosophy is to keep it as simple as

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FOCUS ON THE NETHERLANDS chairs inside huge spheres made from 40cm thick acrylic. Once you are underwater, the acrylic seems to disappear, and it feels as if there is nothing between you and the underwater world.”

Adding to the experience is the fact that the cruise subs are highly manoeuvrable. Apart from the basic forward, reverse, up and down movements, U-Boat Worx submersibles can also move laterally. “This lateral movement optimises object approach, view, and dive efficiency”, explains Mr Heijdra.

More affordable subs U-boat Worx Marketing Manager Roy Heijdra.

About 95% of our oceans is still unchartered territory.

The most popular model is the Cruise Sub 7 – 300, a seven-person sub with room for six passengers divided over two spheres.

The pilot has his own mini-sphere.

possible in order to make it as safe as possible. The simpler it is, the less that can go wrong, because we want to ensure our customers are as safe as possible. The way to do that is to make sure the subs are easy to operate.”

In addition to the operating system, U-Boat Worx has also developed its own Manta controller and flexible ballast tank technology to enhance performance and reduce storage space requirements. Another innovation is its remote-control system for the easy and safe docking and launching of the mini-sub.

Safety is of paramount importance. Every U-Boat Worx submersible is designed, engineered and built to the highest possible standards and registered with classification society DNV GL. Every submarine is subjected to extensive testing including hydro-static pressure tests and material qualifications prior to in-house bench testing, harbour trials, and full sea trials before final delivery.

Magical experience

The design of mini-submarines has come a long way. U-Boat Worx’ submersibles stand out because of the enormous acrylic spheres offering unparalleled views. Furthermore, the company was the first to let go of the idea that all passengers on board had to share the same sphere. Instead, it came up with the concept of a cruise sub with two spheres, each with room for three to five passengers.

The pilot has his own mini-sphere in between the two passenger pods. “Thanks to the double-ended viewport design, it does not matter where the passengers sit. They all have ringside seats with undisturbed and undistorted view in all directions”, enthuses Mr Heijdra. “In other tourist submarines, passengers have little space or small windows.

Here, you are seated in revolving leather

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In the past fifteen years, U-Boat Worx has been exploring the possibilities and pushing the limits of deep-sea diving. However, going forward, the company has set itself a range of different goals. “We want to start up serial production and are looking at developing a more affordable range of submarines”, details Mr Heijdra. “We are currently working on a new two-man submarine that can dive up to 100m and weighs 2,500kg. “It is just 1.5m high and fits on virtually any yacht over 30m. It can even be towed on a trailer behind a car.”

Another aim is to expand its charter fleet and make their mini-subs accessible to a wider audience, such as television companies or research institutions whose budget may not stretch to owning a minisub. “There is still a lot of research to be done below the sea surface. About 95% of our oceans is still unchartered territory”, states Mr Heijdra.

To meet the growing demand of manned submersibles, there is a great need for technically trained personnel. As an incentive, the company is offering new allround mechanics a free submersible pilot course at its new training facility in Curaçao after they have been in service for six months. After the training course of about two weeks, the mechanics can get back to work in the factory in Breda, but they can also choose to be sent as a submarine pilot to one of U-Boat Worx’ customers. “This is such an unusual but beautiful business to work in”, concludes Mr Heijdra. “There is a lot of job satisfaction, because we are giving people a glimpse of a world that is virtually unexplored. A customer in Italy recently discovered amphora of a Roman ship that went down centuries ago. Another sub was diving in Antarctica and discovered a type of orca whale no one had ever seen before.

Who knows what else is out there...” i. uboatworx.com

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SHIP REFIT, REPAIR & MAINTENANCE

No hot work repairs SPS TECHNOLOGY OFFERS AN ANSWER TO UNNECESSARILY COSTLY REPAIRS

In these uncertain times, it is important that companies look at smart solutions for repair and maintenance of FPSOs.

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SHIP REFIT, REPAIR & MAINTENANCE

A KNOWLEDGE GAP AND LACK OF COMMUNICATION IN THE OFFSHORE MARKET IS CAUSING REPAIR PROJECTS ON FPSOS TO COST MILLIONS OF EUROS MORE THAN NECESSARY. ALL IMAGES COURTESY OF SPS TECHNOLOGY.

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he already low oil prices are currently being driven down further by the COVID-19 pandemic. Oil producers have the choice of either closing wells or storing their oil until prices go up again. As a direct result of the latter, it is likely that Floating Production, Storage and Offloading (FPSO) vessels will be more in demand than ever.

That means these vessels will need more maintenance and repairs, especially when companies are re-activating older or retired assets.

In these uncertain times, it is especially important that companies look at smart solutions for repair and maintenance, says SPS Technology Business Manager Ian Nash.

And according to him, that has long been one of the industry’s biggest challenges.

“FPSO units have become the go-to asset, reflecting the market sentiment for maximising output with minimal spend.

Offering lower CAPEX, more flexibility, and cheaper abandonment costs than fixed platforms, the FPSO market is expected to be worth EUR 49 billion by 2023, up by more than 50% against 2016 levels.”

In order to capture the FPSO retrofit opportunity with lifecycle extension solutions, reviving ageing FPSOs requires considerable maintenance and repair work.

“This is typically a time-consuming and expensive undertaking when choosing traditional repair methods, with costly downtime and potentially hazardous operations”, adds Mr Nash. “A more holistic view of maintenance projects combined with a broader understanding of available and proven repair methods could generate millions of dollars in time and cost savings.

However, there are obstacles intrinsic to the industry which are keeping these potential savings out of reach of repair and maintenance managers.”

Growing knowledge gap

Referencing the industry survey ‘FPSO 2019: The State of the Market’, Mr Nash observes that decision makers at all key stages of an

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asset’s lifecycle are recognised as possessing less industry knowledge than would have been typical ten years ago. “There is a brain drain, because people who have been working in the industry for 20 to 30 years are retiring. At the same time, there is an escalating shortage of skills entering the market and an increasing competition for talent. The resulting brain drain is a hindering factor.”

There is huge opportunity for asset owners to educate themselves and their teams to review and reconsider their historic understanding of the cost and capability of the numerous repair techniques available in today’s market. “Generally, operators in the offshore industry can spend more than half a year preparing for planned maintenance periods, during which remedial work can be undertaken in what is normally a hazardous environment”, states Mr Nash.

“Furthermore, the true costs of a repair can be difficult to ascertain, as the budgets for these repairs are often spread across a myriad of departments, each managed by different personnel with their own budget and goals. With this fragmented approach, senior managers are unable to take an overarching view of procedures and identify areas of overspend or excess downtime.”

Thinking outside the box

In order to make the most of the available budgets, it is imperative that there is a closer collaboration across departments to facilitate knowledge sharing. It is also vital that the industry looks at all the available solutions for lifecycle extension. “The oil & gas industry has done things a certain way for a long time and that way has worked when the profit margins were healthy. That is no longer the case, so we need to focus on ways to control costs”, urges Mr Nash.

“The answer lies in looking at technological improvements for their potential to reduce the spend. There are other options available, that have been around for a long time, but they are not industry practice.

>>

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WWW.DEHOOP.NET

CREATIVITY

INNOVATION

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

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

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CRAFTMANSHIP

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SHIP REFIT, REPAIR & MAINTENANCE The industry needs people who think outside the box.”

Structural steel repairs are one such area where alternative solutions are available.

“Traditional methods include cutting away the affected steel and replacing it with a new section. However, there is an alternative method that offers both improved cost control and reduced downtime and comes with a ream of safety and environmental benefits”, states Mr Nash. “Our repair technique is one of the industry’s best kept secrets. It is time that changes.”

Permanent class approved repair

According to SPS Technology a broader understanding of available and proven repair methods could generate millions of dollars in time and cost savings.

SPS Technology offers ‘SPS no hot work’ (NHW) repairs, a patented composite steel repair solution. The affected section of the hull is left in place, but a new steel top plate is fitted over it on the inside of the vessel. It is then bonded to the original section by a solid polyurethane elastomer core. “The no hot work solution reduces the down time of the asset massively,” reveals Mr Nash.

“There is no risk of oil leaks and there is no need for divers or special equipment, so you eliminate those health and safety risk factors as well.”

According to Mr Nash, another major advantage is the fact that the NHW repairs do not affect day-to-day operations of an FPSO. “With traditional main deck repairs, the tanks may need to be emptied or operations halted while the repair is in progress. With NHW, there is no need for that. Our solution can be up to eleven times cheaper and three times faster than traditional crop and renewal. And it is a permanent class approved structural repair.”

Massive money and disruption

SPS Technology has carried out NHW repairs since 2003 and has worked on a wide range of projects on all sorts of vessels, including cruise vessels, LNG tankers, ROROs, and bulk carriers. “We can work on anything that floats”, declares Mr Nash.

To illustrate, he recalls an FPSO where the side shell hull below the waterline had reduced down to 50% of the original thickness. “In this instance, the options were to either replace the section or add to it from the inside of the vessel. The first option would have required a cofferdam to cut out the section from the inside and bring in the new plate section. That takes massive money and disruption, and you require more people”, explains Mr Nash.

“For the second option, you need to prepare the inner surface of the hull and clean it up,

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SPS Technology offers ‘SPS no hot work’ repairs, which do not affect day-to-day operations of an FPSO.

so you can attach a new top plate. The 25mm gap between the new plate and the steel hull is then injected with a polyurethane resin that bonds the new plate to the hull. The new section is now protected by the old hull, by the polyurethane, which is impervious to most substances including sea water and oil, and by the new steel plate. There is no need for the added expense of divers or of shutting down the FPSO completely.”

In another instance, SPS Technology’s NHW solution received approval from classification society ABS to carry out repairs on the main deck of an FPSO. Using traditional methods, the cargo tanks with oil would have had to be emptied before any welding or hot work could be done. “With our technology, there was no need to do so.

We attached bars to the steel deck with industrial strength adhesive and the new plates were bolted to the bars. The polyurethane was injected. There was no hot work, so the cargo well could remain full and the tanks could stay in operation during the work. That is a massive advantage.”

Best kept secret

In these uncertain times, companies need to embrace any solution that can save them time and money, concludes Mr Nash. “Our repairs have prolonged the lifetime of the vessel and have cost considerably less. It really is a game changer. Don’t waste money, especially when there is an equivalent that is as good, if not better.” i. spstechnology.com

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FOCUS ON THE NETHERLANDS

Diamond recovery vessel

ALEWIJNSE MARINE WINS A CONTRACT FOR THE COMPLETE ELECTRICAL INSTALLATION ON THE WORLD’S NEWEST AND LARGEST OFFSHORE DIAMOND RECOVERY VESSEL. ALL IMAGES COURTESY OF ALEWIJNSE

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A

lewijnse has started preparations for the complete electrical installation on board of what will be the world’s largest and most advanced offshore diamond recovery vessel.

Designated an Additional Mining Vessel (AMV) by its owner De Beers Marine Namibia, the ship will be the seventh member of the fleet. Alewijnse is once again working with the Damen Shipyards Group, this time at Damen Shipyard Mangalia in Romania. This is the group’s flagship facility for the largest and most complex vessels, including big offshore vessels and offshore structures. “We won this contract based on our reputation and years of experience on special projects,” says Petrică Crăciun, Sales Manager at Alewijnse Marine Galati. “We have worked with the Damen Group on challenging one‐off projects before. This will be our first time at Damen Shipyards Mangalia but once again, we will have the opportunity to demonstrate our know‐how, flexibility, and capabilities beyond conventional ships and into sophisticated, special‐purpose vessels.”

Tight timeframe

The AMV3 is a complex vessel and the build involves partners from both the mining industry and maritime sector. Its function demands a wide array of sophisticated systems requiring electrical power, control, and monitoring. Paramount among these is the latest sub‐sea crawling technology that recovers the diamonds from the seabed.

This involves a 300‐tonne crawler machine which deploys a mechanical arm that moves in a horizontal arc, dredging material from the sea floor immediately below the hull at depths of around 130m. A large onboard processing plant then sifts the dredged gravel on board the ship, removing the diamonds and sealing them in metal canisters. Another large and complex system is the seven thruster, DP2 dynamic positioning system that will be powered by six generators of 3,230 ekW each.

Alewijnse is preparing to start work on board and looks forward to the challenge, explains Project Manager Cătălin Androne, who is leading the Alewijnse team. “This is a

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FOCUS ON THE NETHERLANDS

Debmarine Namibia’s new Additional Mining Vessel will be the world’s largest and most advanced offshore diamond recovery vessel.

new type of vessel for us and our first time at the Mangalia yard, so we will be learning a great deal as we proceed. But it’s always good to be working with Damen. The time allowed for the works is very tight, but we are quite used to that! Good coordination and effective planning will be the keys to success and our own steelwork team will also be a valuable asset.”

passed the Factory Acceptance Test (FAT) in Finland.

On 11 March 2020, the keel laying ceremony was held at Damen Shipyards Mangalia.

Debmarine Namibia’s Captain Jerzy Mazgaj, Master of the Vessel seconded to the project team in Romania, was invited to weld two commemorative coins on the vessel’s bulkhead.

Ahead of schedule

Mission equipment

Constructed from a Marin Teknikk design, the vessel will be 177m long, slightly larger than the current largest vessel in the Debmarine Namibia fleet, Mafuta. The project started during the summer of 2019 with steel fabrication and cutting. According to Chris Groninger, Managing Director of Damen Shipyard Mangalia, all vessel sections are in assembly stage and have been delivered. More than half of the vessel has been pre‐erected and is ready to go into the dry dock. The Wärtsilä main engines were delivered to Romania three months ahead of schedule, and have successfully

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In total, the vessel will take around two years to build. Damen Shipyards Mangalia will deliver the vessel platform in Mangalia and the vessel will sail on its own keel to Cape Town, South Africa. De Beers Marine (South Africa) is constructing the mission equipment, including the subsea crawler and diamond recovery plant. This will be integrated into the vessel by De Beers Marine once it arrives in South Africa. The vessel is planned to deliver its first diamond production in the second quarter of 2022.

Debmarine Namibia operates the largest offshore mine worldwide, working at a

Alewijnse Marine will be delivering the complete electrical installation to the diamond recovery vessel.

water depth of between 90 and 150m off Namibia’s southwestern coast. i. alewijnse.com i. damen.com

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WORKBOATS, TUGS & SERVICE VESSELS

Cassiopée HYBRID HYDROGRAPHIC SURVEY BOAT LAUNCHED IN LA ROCHELLE

NEW HYDROGRAPHIC SURVEY BOAT IS POWERED BY INNOVATIVE HYBRID PROPULSION AND USES UPGRADED SURVEY EQUIPMENT TO MAP THE UNDERWATER LANDSCAPE AROUND THE PORT OF LA ROCHELLE. ALL PHOTOS COURTESY OF TORQEEDO.

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A

lumarine Shipyard has delivered a new hydrographic survey boat that is powered by an innovative dual electric/ diesel propulsion system to the Port of La Rochelle. The 8m aluminium Cassiopée will provide bathymetric surveys of the ocean floor to collect data that will be used to map the underwater landscape, ensuring safe navigation in and around the port.

The high-speed vessel has been designed to the specifications of the team at La Rochelle. The shape of its hull is suited to the sea conditions in the area and offers the required stability during survey work. Its deck plan and equipment allow the crew to work in comfort and safety, and workspace has been optimised in the wheelhouse. The choice of aluminium for this construction

was immediately obvious, according to Philippe Texier, Head of the Maritime Access and Land Infrastructures at the Port of La Rochelle. “In addition to being light and robust, it is a material that allows tailormade solutions and changes at a later stage, unlike a polyester hull on which future alterations are more complex.”

Innovative dual drive

One of the vessel’s special features is the hybrid propulsion system, supplied by Torqeedo. The company worked closely with the naval architect and shipyard to specify, install, and integrate an electric propulsion package consisting of two Cruise 10.0 R electric outboards, each powered by four Power 48-5000 lithium batteries. It also

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WORKBOATS, TUGS & SERVICE VESSELS

SPECS Construction Alumarine Shipyard Design Bemad Naval Overall length 8.13m Overall width 2.98m Draught 0.91m Maximum draught <1.00m Light displacement: 3.4t Crew 5 people Propulsion 1 Volvo D4 225hp diesel inboard engine, z-drive base 2 electric Torqeedo Cruise 10.0RL outboard motors Data acquisition speed Transit speed Diesel capacity Certification Flag

3-7 knots 20-25 knots 240l Bureau Véritas French

Cassiopée can sail at 20-25 knots under diesel power between the port and acquisition area, shifting to the electric outboards while performing scans of the seafloor.

The two electric motors will allow the vessel to work in silence and without any impact on the environment.

Torqeedo supplied an electric propulsion package consisting of two Cruise 10.0 R electric outboards, each powered by four Power 48-5000 lithium batteries.

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includes an intelligent Battery Management System that automatically monitors all components and communicates with the onboard computer.

Cassiopée is designed to sail at 20-25 knots under diesel power between the home port and acquisition area, then shift to the electric outboards while performing scans of the seafloor. The two electric motors will allow the vessel to work in silence and

>>

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OFFSHORE WIND

OIL & GAS

HOME OF ENERGY TRANSITION

MARINE ENERGY

From phasing out fossil fuels to investing in greener innovations within the maritime and offshore industry, the energy transition is relevant for all of us.

The developments in these industries are driven by the changing landscape in the energy sector and the necessity to have all industries working together for the same goal: a more sustainable future.

Join us.

WWW.OFFSHORE-ENERGY.BIZ

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Created and produced by

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WORKBOATS, TUGS & SERVICE VESSELS

New hydrographic survey boat Cassiopée will provide bathymetric surveys of the ocean floor.

The vessel operates on electric power at a speed of five knots for six hours, which perfectly covers our needs in electric mode on a working day.

without any impact on the environment.

“The dual-mode propulsion system gives the best of both worlds: high-speed transits to maximise uptime on station and efficient, emission-free slow-speed operation for long periods when conducting an underwater survey,” comments Cassiopée Captain Franck Souchay. “The vessel operates on electric power at a speed of five knots for six hours, which perfectly covers our needs in electric mode on a working day. Then the batteries are recharged at the pier during the night.”

Torqeedo CEO Dr Christoph Ballin adds that his company is proud to be part of this project. “From deep ocean science to hydrographic survey boats like Cassiopée, electric research vessels are a growing market for Torqeedo. Reduced engine vibration and noise mean better data and clearer results.”

and the workstation. The entire wheelhouse is insulated, equipped with heating and glazed to provide the crew with a 360° view of the exterior and aft deck. Cassiopée is equipped with a new multibeam echosounder supplied by geosciences systems specialist Cadden, which replaced the single-beam system used previously. The new sounder will provide more precise data.

Instead of carrying out a scan of the seabed on a series of points as before, the sounder will perform a continuous scan over a width of up to five times the water height: 10m of water height represents 50m of continuous measurement width. “The data collected will be all the more precise, making it possible to refresh the bathymetric maps of the Port more regularly, while simultaneously being in compliance with the International Hydrographic Organisation standards”, states Mr Texier.

Precise survey equipment

i. torqeedo.com i. alumarine-shipyard.com

The interior layout consists of three spaces: the wheelhouse, the hydrography station,

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FOCUS ON THE NETHERLANDS

Safe Lifting Europe CONFIDENCE IN LIFTING AND RIGGING

Safe Liftingâ&#x20AC;&#x2122;s rental portfolio contains a huge range of lifting, testing, site operations, marine operations, ROV, and hydraulic equipment.

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FOCUS ON THE NETHERLANDS

WHEN IT COMES TO LIFTING ANYTHING, SAFE LIFTING EUROPE CAN HANDLE IT. THE COMPANY WORKS WITH THE LIFTING INDUSTRY’S TOP MANUFACTURERS TO DELIVER LIFTING AND RIGGING SOLUTIONS UP TO ANY CAPACITY, FOR SHORT OR LONG-TERM RENTAL. SALES ENGINEER GIOVANI VROEGOP GIVES AN INSIGHT INTO THE COMPANY’S SUCCESS. ALL PHOTOS COURTESY OF SAFE LIFTING EUROPE.

S

afe Lifting Europe has grown steadily during its first decade of business. This growth has not only been in terms of completed projects but also, perhaps more notably, in terms of a wider variety of sectors served. Furthermore, the company’s expansion has gone hand-in-hand with the broadening of its product and service portfolio. Based in Vlaardingen, in the heart of the Port of Rotterdam, Safe Lifting Europe first started with a focus on the offshore oil & gas industry: renting out lifting and rigging equipment. However, it became apparent very quickly that the company’s services were also highly suitable for sectors outside the oil & gas realm.

Extensive portfolio

“We have expanded well beyond the offshore oil & gas industry,” comments Mr Vroegop. “Today, we have clients from sectors as diverse as onshore construction and engineering, and inland shipping. We work with both shipyards and suppliers for shipbuilding. Shipyards often come to us for heavier lifting and hoisting materials, while the suppliers tend to hire more specialised items such as hydraulic torque sets, water bags, and test weights.”

Safe Lifting’s rental portfolio contains a huge range of lifting, testing, site operations, marine operations, ROV, and hydraulic equipment. “A key point of our range of equipment is variety. We have everything from water bags and round slings to hoists and hydraulic ROV release shackles”, lists Mr Vroegop. This translates directly into a diversity of projects. For crane testing operations, for instance, Safe Lifting has the scope to handle a small davit crane test just as well as the biggest offshore cranes. “Material baskets, man baskets, and pallet hooks are also popular items for the maritime sector.

Shipbuilders also regularly hire various hydraulic tools, as well as our load test items.”

Equipment management

According to Mr Vroegop, there are clear benefits to renting the equipment. “With

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rentals, you pay only for the rental period.

When you buy the equipment, there is the initial purchase price and in addition, equipment owners must budget for maintenance, periodic re-certification, storage, repairs, and more”, he explains. “By hiring the equipment from us, customers can be sure that the materials are in perfect working condition and that the certification is up to date. Our core business is actually equipment management. Our certified and implemented ISO 9001 system helps us to streamline this.

We heavily focus on maintenance and we keep our rental fleet in top condition. This way, our customers can trust that they receive wellmaintained equipment to help them finish the project safely and securely.”

But it is not just materials that can be rented from Safe Lifting. The company also has a team of specialist personnel. “We have the in-house skills to carry out the engineering and ballast plans for heavier lifts, and to carry out the actual lift itself”, explains Mr Vroegop. “We will bring the lifting equipment, as well as on-site equipment such as water pumps or light towers for when we work at night. In terms of products, we have everything from A to Z, but having our own specialist personnel means that we are a real one-stop-shop.”

Close cooperation

For the non-standard type of project, Safe Lifting provides clients with tailor-made solutions. At the ‘heavy’ end of the scale, this can call for the deployment of grommets up to 1,700t, shackles up to 2,000t, and spreader beams with a capacity of up to 3,000t. The company also works closely with its equipment manufacturers and suppliers to develop specialist equipment. A recent example is the company’s cooperation with Modulift, with whom they engineered a 3,000t modular spreader beam. “We want to be as involved as possible,” states Mr Vroegop. “For this spreader beam, we gave Modulift the specifications of what we needed. Being involved like this and giving the feedback of what our customers need enables us to have great confidence in the products that we have on offer.” He concludes, “In a complex lift with multiple components, it is imperative to know exactly how each element is going to behave. It is because we know the ins and outs of all our products that we can call ourselves Safe Lifting.” i. safelifting.eu

For the non-standard type of project, Safe Lifting provides clients with tailor-made solutions.

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WATER TREATMENT SYSTEMS

Low flow ballast water treatment BIO-UV AWARDED USCG AND IMO TYPE APPROVAL FOR NEW SYSTEM BIO-UV GROUP HAS RECEIVED IMO AND USCG TYPE APPROVAL FOR ITS NEXT GENERATION LOW FLOW RATE BALLAST WATER TREATMENT SYSTEM RANGE.

T

he BIO-SEA L Easy-to-Fit system had to undergo new type approval testing as it incorporates a completely new UV-reactor.

It has been designed specifically to meet market demand from the luxury yacht, expedition cruise and offshore vessel segments, where ballast water pump flow rate capacities are often under 100m3/h.

The system has now received IMO and USCG type approval.

“We are pleased to have received type approval from both the International Maritime Organisation and the US Coast Guard for this new ballast water treatment system”, comments Benoît Gillmann, BIO-UV Group CEO and Founder. “This development really sets us apart from our competitors in the market. BIO-SEA L Easy-to-Fit is the smallest BWTS purpose-built for low flow rates.”

Completely new system

According to Mr Gillmann, some ballast water treatment plants marketed as a lowflow rate system are in fact the same systems designed for larger capacities.

However, they simply treat lower volumes using the same, high-power consuming, higher wattage lamps. “BIO-SEA L, however,

is not derivative of the company’s existing BIO-SEA B product and is based on a completely new 6kW UV lamp arrangement, sized to guarantee full compliance while treating flow rates of between 20m3/h and 90m3/h (USCG mode) and up to 120m3/h in IMO mode”, explains Mr Gillmann.

A key change is the UV lamp and casing materials used in the new system. One 6kW lamp can treat ballast water flows of up to 30m3. A further one or two lamps can be added to the BWTS skid for flow rates of 60m3 and 90m3, respectively.

Low CAPEX and OPEX

Based on the experience gained from BIOSEA B range (50 to 2,000 m3/h) which received USCG type approval in 2017, the France-headquartered system designer and manufacturer says the development provides ship operators with more competitive ballast water treatment with low CAPEX and low OPEX. “Everything has been adapted to suit the lower flow rates of the smaller vessel,” states Mr Gillmann.

Technical and R&D Manager Xavier Bayle adds: “These benefits have been achieved as a result of the unique design of our reactors. Each BIO-SEA L Easy-to-Fit unit

BIO-UV Group CEO and Founder Benoît Gillmann.

Photo courtesy of BIO-UV Group.

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WATER TREATMENT SYSTEMS

Image courtesy of BIO-UV Group.

BIO-SEA L Easy-to-Fit is specifically designed and adapted for ships with small flow rates.

features reactors with a 6kW UV lamp, which it is less expensive to replace than the larger lamps. This means reduced maintenance for the crew, fewer spare parts have to be kept onboard and as the automated UV sensors adapt to the quality of the water, energy consumption is better regulated, reducing energy consumption and preserving lamp life.”

Most compact system

With a footprint starting at 1.36m2, the BIO-SEA L skid is not only the most compact system on the market, it can also be split into two parts simplifying onboard delivery, installation and integration, and making it suitable for retrofit projects.

“For many owners and builders, system footprint is an important consideration”, observes Ballast Water Solution Business Director Xavier Deval. “As a flat packed, split-skid solution, we are able to simplify the installation process and reduce installation costs and time as a BIO-SEA L Easy-to-Fit can easily fit through existing hatches and doors, without having to cut access holes into the vessel.”

Competitive lead time

With quick response times and flexibility, BIO-UV Group can deliver its modular BIOSEA system in eight weeks. “That is a highly competitive lead time”, enthuses Mr Gillmann. “So far, the new coronavirus has not presented any significant risk to our activities. As to manufacturing supplies, we

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Photo courtesy of IMO.

The BIO-SEA L Easy-to-Fit system has received IMO and USCG type approval.

currently have an inventory level sufficient to maintain production rates. The bulk of our UV systems are assembled mainly in France and Asian operations are restarting.”

BIO-UV Group also have revenues coming from other sectors with the provision of solutions for drinking water, wastewater, aquaculture and recreational activities. In the first two months of 2020, BIO-UV Group activities resulted in a 29% increase in revenue compared to the same period 2019. i. bio-uv.com

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FOCUS ON THE NETHERLANDS

Introducing Alpha-MINDS ALPHATRON MARINE’S NEW PRODUCT, THE ALPHA-MINDS (MULTIFUNCTIONAL INFORMATION NAVIGATION & DOCKING SYSTEM), HAS BEEN CREATED FOR SMALL AND MEDIUM-SIZED VESSELS. ALL IMAGES COURTESY OF ALPHATRON MARINE.

T

he Alpha-MINDS is based on the new in-house-developed software platform, named Lynx. Lynx is a new flexible automation platform with a flexible graphical user interface (GUI) for monitoring and controlling all kinds of equipment onboard a vessel. Lynx makes it possible to freely compose a GUI out of widgets (addons) for relevant information and controls out of an ever-growing Lynx library.

The Alpha-MINDS console (or package) is standard-equipped with a high-resolution, 26-inch touch screen with a range of modular-build integrated functionalities unique to the industry. With Alpha-MINDS you can select different modules in order to build up the system based upon the

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customer’s demand and budget. The modules that are available are a special docking information screen that makes easy docking possible with a sharp overview supported by camera images and high accuracy GPS sensors and a basic ENC/ECDIS-approved chart database that supports the information underlay. This basic composition complies with ECDIS regulations and offers the full docking aid information suite as an additional benefit, and as an option, the system can be upgraded to a more advanced ECDIS system.

Due to the fact that the design of the system is modular, a library of optional extra conning pages can be added such as Passage, Dredging info, SAR info or other custom-built applications.

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FOCUS ON THE NETHERLANDS

The SMART network consists of JRC offices, manufacturer-trained to the highest level.

NeCST

There is also a very advanced feature available for vessel voyage planning and reporting, called NeCST and designed by JRC in close cooperation with NYK lines. JRC NeCST is a voyage planning system supporting ECDIS routes and tracks. With NeCST the ship’s crew is able to share data with ships and offices via the cloud with JRC’s J-Cloud and ensure simple route planning with an intuitive user interface.

They can also handwrite on electronic charts and export to ECDIS, assure weather/ meteorological info overlay/routing and guarantee easy hand-over to next Officer on Duty. That also guarantees efficient briefing of voyage and tasks on board. By adding the JRC JMA-5300 or JMR-5400 radar series, a full advanced bridge concept is realised for vessels up to 10,000gt.

SMART Service

An ever-expanding service and client roster has seen JRC Europe continue to grow

SMART Service, an international network of JRC/Alphatron Marine companies that offer service, maintenance, assistance, retrofit and technical solutions.

significantly over the past few years. And with success comes change. The result of this has been the creation of SMART Service, an international network of JRC/ Alphatron Marine companies who can offer our customers service, maintenance, assistance, retrofit and technical solutions either by themselves or through our distributor network.

JRC has a wide variety of resources available to support service needs. Depending on the complexity of the service, the vessel’s location and availability of technicians, the best service solution is chosen. The goal is to maximise FTFR (First Time Fix Rate)

against lowest cost for the customer and to satisfy the customer’s service needs with a one-stop-shop concept for JRC/Alphatron Marine products.

The SMART network consists of JRC offices, manufacturer-trained to the highest level.

Information is shared through a centralised database. Technical details and service proposals are transferred to the local engineers of a JRC office or to our worldwide distributors whose technicians are also JRC-trained & certified. i. alphatronmarine.com

The new Alpha-MINDS, a Multifunctional Information Navigation & Docking System.

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SHIP REPORT

Anthémis PIRIOU DELIVERED 23M TRAWLER TO SHIPOWNER CABARET

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SHIP REPORT

ARTISANAL FISHING VESSEL ANTHÉMIS HAS BEEN DESIGNED TO OPTIMISE THE COMFORT AND SAFETY OF THE CREW. ALL IMAGES COURTESY OF PIRIOU

P

Artisanal fishing vessel Anthémis has her homeport in St. Brieuc, North Brittany.

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iriou has just delivered a new vessel for artisanal fishing to shipowner Jérôme Cabaret. The 22.75m LOA named Anthémis has a 7.30m beam and is built for standard demersal and pelagic fisheries in the English Channel and Celtic Sea. Her home port is St. Brieuc in North Brittany.

“Jean Lijour at the design office has done an outstanding job,” Jérôme Cabaret stated as he took delivery of the new trawler.

“Anthémis is a fine working platform with a high-quality finish, offering a combination of comfort, performance, and safety. I am totally satisfied with her as she meets my requirements perfectly, thanks to the whole team at Piriou.”

Piriou’s President Vincent Faujour commented that this trawler is the fruit of an initial meeting with the Cabaret family.

“We established an ongoing relationship, supported by shipbroker Atlantique Marine Services and Didier Marchand at Pantocarène. I think we have built the vessel that Jérôme Cabaret was expecting.” He added, “At Piriou, we have been building trawlers for over fifty years and coastal fishing is the origin of our DNA. This vessel reinforces our position in the market for coastal fishing trawlers. Jérôme Cabaret is the kind of entrepreneur we like at Piriou, and we are proud to be involved in the company’s development.”

The order was placed with Piriou in October 2018 and the vessel was designed by naval architecture Pantocarene. It will replace Armament Cabaret’s present trawler Nominoe that was acquired in 2017. The company has been active since 1996 and operated 12m coastal trawlers Indomptable, Anthineas, Antheus, and the 14.90m Ixia, all of which have since been sold.

“The new ship will replace Nominoe and has been designed to optimise the comfort and safety of my crew. This is part of a sustainable and responsible fishing venture”, says Mr Cabaret.

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Veth Integrated L-drive The most compact thruster ever

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SHIP REPORT

The 22.75m LOA named Anthémis is built for standard demersal and pelagic fisheries in the English Channel and Celtic Sea.

Good thrust when fishing

Anthémis is a vessel dedicated to bottom and mid-water trawling fishing in the Channel and Celtic sea. Her hull has been optimised by Computational Fluid Dynamics (CFD) and allows a maximum speed of more than 11 knots, an economical speed of around 8-9 knots, and good thrust when fishing.

The engine system features a V8 engine and a gearbox driving a controllable pitch propeller with nozzle. The engine system and rudder make steering quite responsive and offer directional stability. Power is supplied either by a 100kVA alternator coupled to the gearbox or by the 108kVA generator set. The two trawl winches, three drums, and two Gilson winches are powered by a gearbox-driven hydraulic pump. All the fishing equipment is operated from the bridge or tween deck.

Plenty of storage

The vessel has three trawl drums and a Gilson winch.

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The tween deck used as the working area is equipped with a wooden deck. The fish hold, with a gross volume of 85m³, has a storage capacity for 900 fish crates of about 38m³. Its temperature is maintained at -1°C. The ice generator can produce 2.5t of flake ice per day. The forward store hosts the

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smm-hamburg.com /trailer

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SHIP REPORT

freshwater system and ice generator and offers large storage capacity for fishing equipment.

The engine room access also houses a workshop and storage. The fore part of the superstructure is fitted with large storage compartments with opening panels to store moorings and various materials. The mast and the gantry bear all the antennas, radar, and navigation lights. The two life rafts, each with an eight-person capacity, sit on an aluminium cradle with tilting arm. The fore deck can be fitted with a hydraulic crane.

Optimal crew comfort

Each detail has been optimised for crew comfort. The vessel can accommodate a crew of seven, with a six-man crew cabin, and the captain’s cabin located in the bridge. The crew members can change clothes in the laundry and have direct access to the crew cabins. The wet area for oilskins is also the laundry: it is equipped with a washer dryer, closets, and boot dryer.

From their cabins, the crew also has direct access to the lounge or galley without

crossing the tween deck or going outside.

The living premises include a lounge for the crew, a galley, a toilet, and a sanitary block with shower. The refrigerated lazarette (positive cold) is adjacent to the lounge.

Comfortable work environment

During the design stage, Jérôme Cabaret was closely involved in the design of the control panels and the location of the equipment. Each piece of equipment, command or monitoring system has a specific location and on the whole offers a more comfortable work environment for the captain. The bridge offers visibility both over the water surface and working areas through large windows, as well as with monitoring cameras. The ergonomic control panel is designed to gather all commands on hand and enhance the visibility of the radio navigation screens. A control desk at the rear of the bridge gathers the commands of the fishing equipment and provides a good view of the equipment. i. piriou.com

SPECS Main characteristics Length overall Breadth Depth at main deck Draught Gasoil Fresh water Crew Speed Hull/superstructure

22.75m 7.3m 3.92m 4.2m 33m3 16m3 7 11.5 knots Steel/aluminium

Fishing equipment Trawl drums Gilson winch Aft

2 x 8m3 | 1 x 5m3 1 x 90m – Ø 22mm A-frame

Fish processing and storage Hold Ice machine

85m3 - 0°C/-1°C

Propulsion

Diesel engine 1 x 450kW Gear box Ratio 7.877/1 Propeller 4 blades Variable speed - Ø 2400 mm under nozzle

Machinery

Auxiliary generator Driven alternator Driven hydraulic pumps Classification

1 x 100 kVA - 1500rpm 1 x 100 kVA

Bureau Veritas, SNC

The bridge offers visibility both over the water surface and working areas through large windows, as well as with monitoring cameras.

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WATER TREATMENT SYSTEMS

Verifying wastewater treatment ACO MARINE CALLS FOR STRICTER REGULATIONS

A GROUP OF LEADING WASTEWATER TREATMENT SYSTEM MANUFACTURERS AND ENVIRONMENTAL ORGANISATIONS has called for a revision to MARPOL Annex IV in order to verify the ongoing performance and discharge criteria of sewage treating systems onboard ships.

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W

hile there are rules in place for verifying discharge parameters, these relate only to type-approval testing in land-based establishments. There is currently no enforcement of the wastewater discharge criteria once a system has been installed and becomes operational onboard a vessel. A group of wastewater treatment system manufacturers and environmental organisations has now called for a revision of the regulations. One of the manufacturers involved is ACO Marine.

According to its Managing Director, Mark Beavis, enforcement is needed for ship wastewater discharge performance. “The main contention is that we believe there are type-approved systems in operation at sea that are scientifically incapable of treating sewage waste,” he says.

Magic boxes

A paper co-authored by Mr Beavis, titled ‘Sewage Treatment with No-Sludge Production – A False Claim, and a NonConformity’, attests: “Some manufacturers claim their sewage treatment plants do not produce sludge. Unfortunately, conformity assessment bodies have approved their equipment. But they have certified impossibilities and created certified ‘magic boxes’. These systems contravene science.”

Mr Beavis comments: “Sewage treatment plants protect the marine environment by turning raw sewage into less harmful effluent that meets specific discharge criteria set by the International Maritime Organisation (IMO). As a by-product of the treatment process, sewage sludge is created that either must be treated onboard or incinerated ashore. This sludge is a by-

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WATER TREATMENT SYSTEMS

There is currently no enforcement of the wastewater discharge criteria once a system has been installed and becomes operational onboard a vessel.

Existing guidelines do not explicitly prohibit no-sludge systems, but the authors of a new paper believe they should.

product of all treatment processes. But instead of being separated from the treatment process, this sludge is being flushed out in the effluent. These ‘magic boxes’ would not be able to perform, no matter how well they are operated, and we are very concerned about the environmental damage these systems are causing.”

While the rules were tightened with MEPC.227(64) and the use of dilution water has been limited during performance tests, this has not prevented the certification of these so-called sludge-free systems.

“Certificates have become licenses to pollute. Something is very wrong,” the authors state in the paper.

Establishing protocols

Mark Beavis, Managing Director at Aco Marine.

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Existing guidelines do not explicitly prohibit no-sludge systems, but the authors believe the type approval regime is a “contradiction to the IMO’s intentions”. The paper was written by numerous co-authors from various wastewater treatment system manufacturers, knowledge institutions and environmental organisations: Mark Beavis, Managing Director at Aco Marine; Dr Wei Chen, Future Programme Development Manager at Wärtsilä Water Systems UK; Dr Elmar Dorgeloh, Managing Director of the Development and Assessment Institute in Waste Water Technology at the RWTHAachen University (PIA), Germany; Holger Hamann, Managing Director at Holger Hamann Consulting; Matthew MacGregor, Executive Director at TEi-Testing Services; Dr Daniel Todt, Project Manager R&D at Ecomotive; Niclas Karlsson, Managing Director at Clean Ship Scandinavia; Mark

Mellinger, President at Headhunter; and Felix von Bredow, Board Member of Hamman.

The authors have called on the IMO, its Member States and the approval assessment bodies to identify and to acknowledge the issue and establish protocols in order to prevent such nonconformities from reoccurring. The authors conclude: “There is a lot at stake: the credibility of the approval regimes, the liabilities to ship owners and yards, a level playing field, the IMO’s environmental aspirations and ultimately, the pristine marine water that we have agreed to protect.”

Advanced wastewater treatment

Established more than fifteen years ago, Aco Marine is a member of the international German-headquartered Aco Group. The company supplies advanced wastewater treatment systems to the global commercial, naval, offshore and leisure marine sectors.

Its environmental solutions are used primarily in wastewater technology, wastewater management and drainage systems. Aco Marine develops in-house solutions from its ISO 9001 accredited production facilities, all of which are located entirely within the EU. i. acomarine.com

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WORKBOATS, TUGS & SERVICE VESSELS

Z-drive tractor tug Italia is 25.3m long, with a 12m beam and harbour draught of 6.45m.

Robert Allan & Sanmar TUG DESIGNER AND SHIPYARD HAVE PRODUCTIVE START TO YEAR

CONSULTING NAVAL ARCHITECTS AND MARINE ENGINEERS ROBERT ALLAN HAS COLLABORATED WITH SANMAR SHIPYARDS OF TURKEY FOR MORE than 25 years. The cooperation has led to an innovative Z-drive tractor tug and the 200th commissioned tugboat.

ALL PHOTOS COURTESY OF ROBERT ALLAN AND SANMAR SHIPYARDS.

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B

ased in Genoa, Italy, Rimorchiatori Riuniti Group has taken delivery of a modified version of Robert Allan’s TRAktor 2500-SX standard design from Turkey’s Sanmar Shipyards. The 25.30m Z-drive tractor tug has been given the name Italia. Rimorchiatori Riuniti operates a relatively large fleet of this style of tug, however, it has been some years since the company ordered a newbuild Z-drive tractor. Instead, they opted to add newbuild ASD and VWT tugs to their fleet.

The addition of Italia to their fleet could potentially signal a renewed interest in Z-drive tractor tugs for the group.

Robert Allan and Sanmar Shipyards worked

very closely with Rimorchiatori Riuniti to modify the design to suit the requirements of the knowledgeable owner. These modifications included the rescue boat and davit on the foredeck, Fi-Fi 1 capability through independent pump set, recovered oil capability, escort rating, as well as other minor modifications to outfitting and arrangements.

Highly manoeuvrable tractor tug Despite having a low length to beam ratio for accommodating high bollard pulls, the TRAktor 2500-SX is an efficient, highly controllable and manoeuvrable tractor tug.

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WORKBOATS, TUGS & SERVICE VESSELS This is due to a modern hull form and appendage configuration, in which Robert Allan invested significant effort on model testing and computer-based computational fluid dynamics optimising.

The hull features a raised fo’c’sle deck for operation in rough weather and keeping the lower accommodation space above the design waterline per MLC code.

Italia has been outfitted to a high standard for a crew of six. The accommodations are MLCcompliant and each cabin features a private en-suite toilet space. The wheelhouse is designed with a single split control station for both ahead and astern operation, with good visibility over the aft working deck. The engine room includes a separate switchboard room and a separate engineer’s workshop.

70.2t bollard pull

Main propulsion consists of a pair of Caterpillar 3516C diesel engines, each rated 2,100bkW at 1,600rpm, driving Rolls Royce US 255 P30 fixed pitch azimuthing drives through straight line carbon fibre shafts. The electrical plant consists of two Caterpillar C 4.4 diesel gensets, each with a power output of 86ekW, 50Hz, 400V. During trials, Italia achieved a 70.2t bollard pull and a free running speed of 12.4 knots.

Fi-Fi 1 capability is provided by a Fire Fighting Systems package featuring a single diesel driven pump set and two remotely operated monitors model FFS1200/300LB with 1200/300m³/h seawater/foam capacity.

Deck machinery features DMT Model TWE250KN, frequency controlled electric drive, constant tension, and a towing winch with tension and length indication. The band brake holding load is 190t on the first layer. Haul-in, low speed on first layer is 25t at 0-9m/min while at high speed. The first layer is 8t at 0-28m/min.

Ship-handling fenders at the stern consist of an upper row of a 800mm diameter cylindrical fender and a lower course of W-fender. 300mm D-rubber lines the shear strake and 300mm thick W-fenders are fitted at the bow.

Bogaçay XXXVIII is the latest ˘ evolution of the highly successful RAmparts 2400-SX design.

Celebrating 200 tugs

There was yet more reason to celebrate for Robert Allan and Sanmar. Earlier this year, the two companies celebrated the commissioning of the 200th tug built by the shipyard to a Robert Allan design. Achieving this milestone in just over 25 years is remarkable and a testament to the close working relationship developed by the companies. A private ceremony between the two organisations was held to mark this special occasion.

The 200th tug is itself a reflection of the desire of both companies to continue to move the goalposts for advanced tug designs.

Robert Allan Manager of Project Development Jim Hyslop (right) presents a plaque to Sanmar Shipyards Projects Director Ali Gürün, commemorating the 200th tug built.

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ShipBuilding Industry 223x297 R

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™ÂÏ›‰· 1

WORKBOATS, TUGS & SERVICE VESSELS

Listen to the sea

Posidonia 26 - 30 October 2020

Metropolitan Expo, Athens Greece

The International Shipping Exhibition

Organisers: Posidonia Exhibitions SA, e-mail: posidonia@posidonia-events.com

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WORKBOATS, TUGS & SERVICE VESSELS

Bogaçay XXXVIII has been painted with a green hull ˘ and colourful flowers on the deckhouse, inspired by pop artist Andy Warhol’s Flowers print.

Boğaçay XXXVIII is the latest evolution of the highly successful RAmparts 2400-SX design, incorporating the newly developed CAT Advanced Variable DriveTM (AVDTM) hydromechanical hybrid propulsion system. The tug has now joined Sanmar’s towage fleet in Izmit Bay, Turkey.

Boğaçay XXXVIII has been painted with a green hull and colourful flowers on the deckhouse, inspired by pop artist Andy Warhol’s Flowers print. “Innovation, respect to environment, quality, form, function, aesthetics, and art: these are all essential parts of this new tugboat, and it describes Sanmar very well. We are proud that this boat is joining our fleet”, comments Sanmar’s Vice President Ali Gürün.

Continuously variable transmission

The CAT AVD TM system consists of a pair of dual input, continuously variable transmissions, located in the shaft lines between the main engines and the Z-drives.

The AVDs can accept power from the CAT 3512 main engines, rated 1,765kW at 1,800rpm and/or from two 435kW hydraulic motors powered by a single CAT C32 auxiliary engine, rated 1,081kW at 2,100rpm. The power is delivered to

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two CAT MTA 627 FP Z-drive units with 2.7m diameter fixed pitch propellers.

A primary advantage of the CAT AVD TM system is the continuously variable transmission that can modulate propeller speed down to 0rpm like a slipping clutch.

It can also spin the propeller up faster than if the engine was directly coupled to the drive, allowing the engines to operate in their peak efficiency zone instead of operating along the propeller demand curve at higher specific fuel oil consumption, thus resulting in significant fuel savings. With a FP propeller pitched for bollard condition at 0 knots, this feature enables full power to be taken from the engine whilst free running, much like a CP or DEP system.

“This (AVD system) allows propeller speed independent of engine speed, so optimal engine efficiency can be achieved, leading to fuel savings of fifteen to twenty percent”, reveals Nathan Kelly, Caterpillar Marine Product Definition Engineer. “This basically means all the benefits of a variable speed Diesel Electric Propulsion (DEP) system, at a fraction of the cost and size.”

overall maintenance costs due to significantly reduced operating hours on the main engines.

It is noteworthy that with this system, the engines are smaller than would normally be the case in a tug of this power (3512 vs.

3516 engines). The additional power to achieve maximum bollard pull comes from the C32 engine that also drives the Fi-Fi pump.

The vessel has been outfitted for a crew of six. The main deckhouse contains the galley, mess, two officer cabins, and a common WC. The lower deck contains two double berth cabins, a laundry, galley stores, and a common WC space. The wheelhouse provides all-round maximum visibility and exceptional visibility to the bow and side fendering. The engine room features a small, sound-resistant switchboard room.

On trials, Boğaçay XXXVIII achieved 70.35t bollard pull and a free running speed of 13.3 knots. i. ral.ca

Lower maintenance costs

Other advantages include improved response and acceleration, as well as lower

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OUTFITTERS Sperry Marine keeps shipping on the right course Northrop Grumman Sperry Marine has announced the launch of NAVIGAT 2500 and 3500, its next generation high accuracy, maintenance-free Fiber Optic Gyro (FOG) compasses. Suitable for all types of vessels, the NAVIGAT family of compasses provide superior heading measurement in all kinds of dynamic conditions with full compatibility to Sperry Marine’s networked heading management system CompassNet. NAVIGAT 2500 and NAVIGAT 3500 are based on solid-state technology with no moving parts, offering compact size and low weight. The units have rapid alignment time once installed and unlike HRG compasses whose performance in harsh environments can become degraded over time, NAVIGAT FOG compasses have no moving parts and provide a higher level of long term accuracy, especially for heading, roll/pitch, rate of turn and heave. i. sperrymarine.com

iXblue introduces USBL system Gaps M5 iXblue has launched the Gaps M5, a new compact, export-free and omnidirectional USBL system for accurate location, positioning and tracking of subsea assets. It is the latest addition to iXblue’s USBL product range, where it joins the popular Gaps (now Gaps M7). Gaps M5 integrates an Attitude and Heading Reference System based on iXblue FOG technology for stable heading roll and pitch compensation and a true north reference. Smaller, lighter and easy to install, Gaps M5 is ready-to-use and calibration-free. It offers an accuracy better than 0.5% up to 995m operating range, making it free of export restrictions for fast and easy shipment. With the Gaps M5, there is no need to tilt the antenna. The acoustic offers maximum aperture and allows up to 200° omnidirectional coverage. Gaps M5 is suitable for any tracking operation, from diver to multiple subsea assets, or inspection ROV-tracking while Gaps M7 remains the best asset for highest survey requirements, subsea multibeam and laser scan positioning. Third-party friendly, Gaps M5 can also be used for dynamic positioning as an acoustic transceiver using one single beacon in USBL mode or multiple beacons (3+) in LBL mode. i. ixblue.com

Intelligent adapter corrects shore power mismatches While a growing number of boats operate on 100A electrical systems, many marinas are still in the process of upgrading power pedestals to accommodate them. The YQ100PLUS adapter from Hubbell Marine offers a solution. It safely powers a 100A vessel from one or two 50A AC receptacles – especially helpful for cruisers visiting new ports. Built to last, the Hubbell YQ100PLUS adapter incorporates a rugged, UVresistant, high-impact housing that is environmentally-sealed against humidity, fog and rain. It allows a 100A 125/250V AC vessel to safely connect to single or double 50A 125/250V AC receptacles. Internal logic control automatically senses whether one or both plugs are engaged, while built-in indicator lights confirm correct phase and polarity dockside. i. hubbell-marine.com

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OUTFITTERS

Jotun announces Hull Skating Solutions Marine coatings provider Jotun has launched Hull Skating Solutions (HSS), a proactive cleaning solution for the most challenging operations. The primary component of HSS is the ground-breaking, on-board Jotun HullSkater, the first robotic technology purposely designed for proactive cleaning. As a permanent crewmember, it is always on station, ready to clean all known fouling from the hull which, if left to accumulate, causes increased drag leading to extra fuel consumption and emissions into the air (GHG and CO2). In combination with the premium SeaQuantum Skate antifouling and a set of services, the Jotun Hull Skating Solutions will help ship operators combat early stages of fouling, significantly reducing fuel costs, CO2 emissions, and the spread of invasive species.

The system is designed and optimised for proactive cleaning using non-abrasive brushes to remove fouling, without damaging the anti-fouling coating. No divers are required, so the HullSkater can be used not only when the vessel is in harbour, but also at anchor.

The HullSkater removes individual bacteria and biofilm before macrofouling takes hold. This delivers both peak performance and unlimited idle days for shipowners, and minimises the need for reactive cleaning, hereby cutting costs, environmental risks, and optimising fleet flexibility. The HullSkater stays on the hull by the force of its magnetic wheels, each equipped with electric motors for propulsion and steering. The vehicle has several cameras and sensors, supporting the operator with data for navigation and documenting fouling on the ship hull. The specially designed motorised brush keeps the hull free from fouling, without causing erosion or damage to the coating. The vehicle is connected to the operatorâ&#x20AC;&#x2122;s control centre via an umbilical and can be remotely operated for vessels anywhere in the world with 4G coverage. HullSkater can inspect a 10,000m2 hull in approximately two hours. Inspection and proactive cleaning of a hull should take about two to eight hours, depending on size and condition.

Jotun HSS provides individual proactive condition monitoring services

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tailored for each vessel, using a proprietary algorithm and big data to accurately predict fouling development and cleaning schedules.

Kongsberg Maritime is responsible for the industrialisation and manufacturing of HullSkater, which will take place at a new facility located nearby its Sensors & Robotics campus in Horten, Norway. HullSkater will be supported by extended performance and service level guarantees, with global technical support from Jotun and Kongsberg Maritime. i. jointherevhullution.com

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SUBSCRIBE TO OUR ONLINE NEWSLETTERS TO REMAIN UP-TO-DATE WITH THE LATEST NEWS INÂ THE INDUSTRY, INCLUDING COVERAGE ON MAJOR TRADE FAIRS AND EVENTS.

INFO@YNFPUBLISHERS.COM 6 0 | S B I 2 0 2 0 | Vo l u m e 1 4 | Issue 2

People def.indd Newsletter adv full60page SBI 2020.indd 1

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PEOPLE Aleksander Askeland Marc van Heyningen Chief Sales Officer

Suresh Kavan

President & CEO

Strategic Advisor

appointment at

appointment at

appointment at

YARA MARINE TECHNOLOGIES

DAMEN SHIPYARDS GROUP

CLASSNK

SONIHULL

Yara Marine Technologies has appointed Aleksander Askeland as Chief Sales Officer. He has worked for the Yara group since 2016, starting in the Industrial segment for the Environmental Solutions business unit, then managing the Animal Nutrition business unit. He has worked on strategic projects in Supply Chain and Strategy & Business Development. Previously, Mr Askeland worked as Director for Sales & Business Development for Store Norske, and the Boston Consulting Group.

Since 1 April, Marc van Heyningen is the new Chief Operations Officer of Damen Shipyards Group. This completes the Executive Board of the leading Dutch maritime solutions provider. He is a MSc in Civil Structural Engineering at Delft University and has spent most of his career working for Fluor Corporation in various general and operations management positions.

His last role was Vice President of Operations based in Fluor Company Headquarters in Texas.

Senior Executive Vice President Hiroaki Sakashita has been appointed as President & CEO as well as a Representative Director of ClassNK. Current Senior Executive Vice Presidents Tetsuya Kinoshita, Junichiro Iida, and Dr. Toshiyuki Shigemi will continue in their present roles, joined by Hirofumi Takano and Taira Narisawa as Executive Vice President. Former President & CEO Koichi Fujiwara has been appointed as Chairman of the Board of Directors.

Industry leader Suresh Kavan is a new strategic advisor on the board of Sonihull. He has over 30 years’ experience in the B2B information and technology industry, holding a variety of positions in sales, marketing, research, technology, product development, business development and general management. He has served as CEO of DMG Information and DMG Events and as Chairman of risk modelling company RMS, and as President of a division of Thomson Reuters.

Taro Kitamura

Ron Krisanda

Michael Madely

Sharon Rowlands

President

Executive Chairman

Vice President of Global Service

Strategic Advisor

appointment at

appointment at

appointment at

appointment at

YANMAR MARINE INTERNATIONAL

SURVITEC

ECOCHLOR

SONIHULL

Taro Kitamura is the new President of Yanmar Marine International (YMI) and head of Yanmar’s Recreational Marine Business Unit.

The 30-year company veteran will replace Shiori Nagata, who has been promoted within Yanmar Holdings in Japan after overseeing a strong five-year period of growth for the Netherlands-based recreational marine division.

Mr Kitamura is now relocating to the Netherlands following the appointment.

Ron Krisanda has been appointed as Executive Chairman at lifesaving equipment specialist Survitec. Mr Krisanda will drive a comprehensive strategic plan to focus on customer needs and profitable growth, and both the Survitec Board of Directors and the Executive Management Team. He has extensive business experience, including the roles of Chairman, President, CEO and COO across various global manufacturing and service businesses.

Ecochlor announced the addition of Michael (Mick) Madely to fill a newly created position of Vice President of Global Service. He has had a full career in the global maritime industry with over 25 years’ experience in senior management positions in both Commercial and Technical roles.

Prior to joining Ecochlor, Mr Madely held the positions of General Manager and Managing Director for Goltens, firstly Vietnam and latterly China.

Sharon Rowlands has joined the Sonihull board as strategic advisor.

She is CEO of domain name registry and web development service Web. com and on the boards of technology companies such as business software company Pegasystems and the emergency communications provider Everbridge. She has operated billionEuro companies across financial services, media, risk management and driven a number of high-profile digital transformations.

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12:50

COO

Hiroaki Sakashita

People def.indd 61

appointment at

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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.

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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.

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 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 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!

MEN TECHNIEK BV Caïrostraat 55 3047 BB Rotterdam The Netherlands T +31 (0)10 820 8717 E info@mentechniek.nl I www.mentechniek.nl Contact: Lucien Tuinfort Safety, quality and innovative entrepreneurship. Men Techniek BV is a company with a very broad field of activities. We are specialised in general repair on and offsite and have a lot of experience in welding, fire work and mechanical and electrical work. We can also offer a full NDT examination.

NICOVERKEN MARINE SERVICES BV Algerastraat 20 3125 BS Schiedam The Netherlands T +31 (0)10 238 0999 F +31 (0)10 238 0988 E info@nicoverken.nl I www.nicoverken.nl Contact: Jacco Vermunt Distributor, 24/7 service & spare parts agent of marine equipment.

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

Our Ship Repair department is specialised in the overhaul of all types of main and auxiliary engines, including attachments i.e. governors, s h i p b u i l d i n g - i n d u s t r y.eu

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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

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 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 S BI 2020 | Vo l u me 14 | I s s u e 2 | 6 3

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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 3 Green Ship Technology ShipBoard Automation & Marine Electronics QHSE Exhaust Gas Cleaning Systems Copy deadline | 15 April 2020 Advertisement deadline | 11 May 2020

Photo courtesy of Den Breejen Shipyard.

ShipBuilding Industry – Issue 4 SMM Hamburg 2020 Hoisting & Lifting Equipment Safety & Security Decom- & Heavy Lift Vessels Copy deadline | 1 July 2020 Advertisement deadline | 27 July 2020

Photo courtesy of Nicolas Maack/Hamburg Messe.

Subjects can be changed without prior notice.

COLOPHON COMMERCIAL DEPARTMENT MARCO GEELS | Commercial Director ROB DE KERF | Account Manager ALEX DIJKSTRA | Office Manager EDITORS ARNO DIRKZWAGER SANNY ENSING EEFJE KOPPERS YARA ROOD

COPYRIGHT & DISCLAIMER ShipBuilding Industry is owned and published by Yellow & Finch Publishers.

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CONTRIBUTING EDITORS JOANNA VAN KOERT-HUGHES DESIGN NATHALIE PUTMAN

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MANAGING DIRECTOR CHARLES VAN DEN OOSTERKAMP

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This magazine and its related website and products are sold and distributed on the terms and condition that: – The publisher, contributors, editors and related parties are not responsible in any way for the actions or results taken by any person, organisation or any party on the basis of reading information, stories or contributions in this publication, website or related product.

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Pres. Rooseveltlaan 739 4383 NG Vlissingen, The Netherlands T: +31 118 473 398 | E: info@ynfpublishers.com | I: ynfpublishers.com

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Experience the Progress.

50,000 TONNES OF SHIPBUILDING STEEL IN STOCK

Liebherr CBB series: High performance for heavy lift

Tailor-made worldwide deliveries.

• Up to 1000 t lifting capacity and 42 m outreach – Ready for a wide range of heavy lift projects • Low self-weight and centre of gravity – Increased stability and faster balasting • Litronic® crane control – Highest precision, speed and safety without control delay • LiDAT data transfer – Quick troubleshooting on the crane monitor and by remote service • Heavy lift ship cranes – Proven Liebherr technology and professional service worldwide Avelingen-Oost 5 | 4202 MN Gorinchem | Tel.: +31 (0)183 633 788 | Fax.: +31 (0) 183 633 427 | sales@stigterstaal.nl | stigterstaal.com

From 8 - 11 September 2020 we attend the SMM fair in Hamburg #Hall7 ship.port.crane@liebherr.com facebook.com/LiebherrMaritime www.liebherr.com

SBI 2020 | VOLUME 14 | ISSUE 2

The best things come in small packages.

SB I VOL. 14 ISSUE 2 | 2020

ShipBuilding i n d u s t r y

FOCUS ON THE NETHERLANDS

U-Boat Worx, market leader in mini-submarines

ASD TUG 2312

DAMEN.COM

SHIPBUILDING-INDUSTRY.EU

Damen tugs embody a mix of new designs and proven technologies, placing the future on a solid foundation. Our offer combines safety and sustainability with excellent performance, reliability and high value over the vessel’s lifecycle.

focus on the netherlands

Amokabel’s unique aluminium power cables innovations

24m South Class CTV enters the market workboats, tugs & service vessels