ShipBuilding Industry issue 3 2020

SBI 2020 | VOLUME 14 | ISSUE 3

SB I VOL. 14 ISSUE 3 | 2020

ShipBuilding i n d u s t r y

GREEN SHIP TECHNOLOGY

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Exhaust gas cleaning systems SHIPBUILDING-INDUSTRY.EU

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Growing demand for scrubbers

harnessing aerospace technology green ship technology

Better crew training needed for CO2 firefighting systems QHSE

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FACTS & FIGURES – – – –

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WELCOME

Green innovations and good news WITH EVERYTHING THAT HAS HAPPENED IN RECENT MONTHS AND ALL THE THINGS THAT HAVE CHANGED, IT IS A GREAT RELIEF TO SEE THAT SOME THINGS AREN’T CHANGING OR ARE AT LEAST CHANGING IN THE WAY THEY ARE SUPPOSED TO. Amidst the chaos that corona has brought, it is comforting to see that the drive to cleaner shipping and shipbuilding industries has not diminished. The amount of knowledge and passion used to achieve innovation in our industry just never ceases to amaze.

Some initiatives seem to combine knowledge from the past with new technology. Others are firmly rooted in the future, keeping a close eye on emerging technologies to adapt them to the needs of the industry. In addition, there are new regulations coming into force to ensure that activities such as the disposal of retired vessels are carried out safely and with as little environmental and human impact as possible. Each of these projects share a common goal: to make shipbuilding and shipping cleaner and safer for generations to come.

And each of them makes for good reading. Check out the article on GoodFuels’ progress in showing the benefits of its Bio Marine Fuel, Airseas’ fascinating plan to harness aerospace technology or ABB’s intent to combine different green technologies.

Because there is in times like these no such thing as too much good news, there is yet more! A consortium of maritime heavyweights has agreed to a take-over of Royal IHC, ensuring that the shipbuilder’s vast knowledge and experience stays in the Netherlands. There are interesting initiatives from Survitec and Marble Automation to improve crew safety on board, and Viking Safety Academy has just released a free online COVID-19 course to help seafarers and maritime personnel to safely steer through the corona crisis.

Amidst all of this, the industry would normally be gearing up for a very active and highly stimulating trade fair season. As the world ground to a halt, so did all the major events. Fortunately, these have been merely postponed until when it is safe to meet once again. I for one cannot wait to see all of you and discuss all these new ideas for a greener, more prosperous, and healthier shipbuilding industry.

Until we meet again!

Eefje Koppers EDITOR EEFJE@YNFPUBLISHERS.COM

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contents

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ISSUE 3 | 2020

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42 32

CURRENT EVENTS

08

Consortium of maritime companies acquires Royal IHC

EXHAUST GAS CLEANING SYSTEMS

10 28 42

Growing demand for scrubbers Innovative exhaust gas cleaning solutions on cruise vessels Retrofitting SOx scrubbers with confidence

GREEN SHIP TECHNOLOGY

12 22 32 40

Harnessing aerospace technology Deadline for new EU ship recycling regulation approaches GoodFuels reports an increasing demand for biofuel ABB is looking at a different energy mix

QHSE

15 36

Better crew training needed for CO2 firefighting systems Viking Safety Academy offers free COVID-19 safety course

Welcome News in Brief People Yellow & Finch pages Next issues & Colophon

18 30 38

Energy efficiency with Danfoss Drives Marble Automation’s constant search for innovation Bakker Sliedrecht offers a new approach to maintenance

SHIP REFIT, REPAIR & MAINTENANCE

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SHIPBOARD AUTOMATION & MARITIME ELECTRONICS

Driveline specialist ADS van STIGT: fifty years of service excellence

SHIP REPORT

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REGULARS

Articulated tug-barge Aveogan-Oliver Leavitt: unique integrated design

ON THE COVER

The installation of one of VDL AEC’s exhaust gas cleaning systems. Read more on page 10.

Photo courtesy of VDL AEC.

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NEWS IN BRIEF CWind expands fleet for power networks maintenance Offshore support services provider CWind has continued with its fleet development and expansion plans by signing a long-term agreement with Dalby Offshore. The agreement will see CWind immediately add four new vessels to its fleet with the option of an additional two vessels later in the year. It is evidence of the company’s commitment to supporting its clients in maintaining their offshore assets. CWind have already chartered some of the new vessels following a quick turnaround by marine engineering company Alicat Workboats. The new vessels range from 20m to 26.5m in length, with one of them able to carry 24 passengers and two carrying 12 passengers each. i. cwind.global

Damen Shiprepair Harbour & Voyage signs contract for ECGS service provision Damen Shiprepair Harbour & Voyage (DSHV) has signed a joint partnership cooperation with Verolme Special Equipment for the provision of services to exhaust gas cleaning systems (EGCS). The partnership will create a leading global service provider of EGCS, supporting cleaner, emissions-reduced shipping worldwide and available 24/7. More and more vessels are having scrubbers installed as one of the options to comply with IMO 2020 Sulphur Cap. However, this increase in scrubber installations represents a potential increase in maintenance, service, modifications and repairs. The partnership between Damen Shiprepair Harbour & Voyage and Verolme Special Equipment provides a complete service for all problems that might occur.

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i. damen.com

September

October

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NEWS IN BRIEF Hartmann Orders ME-LGIP Engines for LPG Tankers MAN Energy Solutions has won the contract to supply individual MAN B&W ME-LGIP (Liquid Gas Injection Propane) dual-fuel engines to three 5,000m3 LPG tankers currently under construction by CIMC Sinopacific Offshore & Engineering in Shanghai for Hartmann Gas Carrier, the German shipping company. Each newbuilding will receive a propulsion package featuring one 5S35ME-LGIP engine with an Alpha controllable pitch propeller, power take-off (PTO) and propulsion control system (PCS). MAN Energy Solutions states that it also expects to introduce its new Triton control platform with the engines. MAN Energy Solutions’ two-stroke licensee, CMD, will construct the engines in Lingang, China with delivery scheduled during the latter half of 2021. The contract contains an option for two further vessels. i. man-es.com

BIO-UV Group’s BWTS technology adapted to kill coronavirus The ultra-violet light technology used to kill the invasive species found in ships’ ballast water tanks can be used to protect seafarers, health workers and firstresponders from picking up the coronavirus from surfaces. Following research by the France-based company behind the BIO-SEA ballast water treatment, a surface disinfection system could be ready for market introduction by the end of May. A prototype scanner based around BIO-UV Group’s proven UV-C reactor technology is currently being independently verified. The 50cm handheld device emits a ray of UV-C which is passed over the surface, taking only seconds to disinfect the scanned area. The scanner can be used to kill the coronavirus from sickbay/hospital beds, tables, computer keyboards, furniture and all other surfaces. In parallel, BIO-UV Group subsidiary TRIOGEN is currently working on the development of a disinfection system for wet surfaces using ozone. i. bio-uv.com

JRC/Alphatron to supply four integrated bridge systems JRC/Alphatron Marine has obtained a contract for the supply of four integrated bridge systems for the US-based Seabulk Towing, a subsidiary of SEACOR Holdings. The new vessels, two upgraded ART 90-98US tugs, and two new Rapport 3000 are being built at Master Boat Builders. One of the tugboats is expected to be delivered in December 2020.

The other three tugboats will be delivered in January 2021, June 2021 and July 2021. The integrated bridge systems combine navigation and communication equipment as well as engine, lighting, and winch controls in one easy-to-access console in the pilothouse. The equipment consists of radars, autopilot controls, GPS, depth sounder, navigation PC, and internal communications. i. alphatronmarine.com

| Read more on shipbuilding-industry.eu

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NEWS IN BRIEF Penguin selects Schottel for Flex-42X Executive Fast Crew Boats Singapore-based Penguin International has selected Schottel’s Tunnel Thruster STT 51 FP for its flagship Flex-42X series of eight executive fast crew boats. Penguin is an integrated designer, builder, owner and operator of high-speed crafts as well as a prolific builder of mid-sized crew boats and armoured security boats for sales and charter. With a 95kW electric motor controlled by a variable frequency drive, the STT will be installed in the new vessels being built by the customer’s shipyards in Singapore and Indonesia. The newly designed mid-size FLEX-42X has an overall length of 42.00m, a moulded breadth of 8.00m, and a design draft of 1.60m. With a luxurious business class seating for 80 passengers plus a crew of 12 the vessel offers more cabin space than any of the other fleet’s crew boats. i. schottel.com

TMC compressors for Fast4Ward FPSO International compressor supplier TMC Compressors of the Seas (TMC) has won a contract from Shanghai Waigaoqiao Shipbuilding (SWS) to supply the marine compressed air system to a newbuild FPSO the yard is constructing for SBM Offshore. TMC will provide a compressed air system consisting of four large service and instrument air compressors with associated air dryers and filters. The equipment will be supplied to SWS in China. This is the third newbuild FPSO that SWS will build based on SBM Offshore’s Fast4Ward hull and standardised topsides modules, which are designed to secure reliable execution and lower costs.

Image courtesy of SBM Offshore.

i. tmc.no

CSBC-DEME Wind Engineering to build offshore wind installation vessel In an industry milestone, joint venture CSBC-DEME Wind Engineering (CDWE) has initiated the early works contract for the very first floating heavy lift and installation vessel to be built in Taiwan. To be named Green Jade, the vessel has an exceptionally high transport and load capacity and will be built at CSBC in Taiwan for delivery in 2022 for deployment in the flourishing local offshore wind market. Green Jade will feature a high-tech, 4,000t capacity crane and DP3 capability. The vessel’s deck space has been maximised, enabling the asset to transport a multitude of the heaviest monopiles, jackets, wind turbine components and structures in a single shipment. At 216.5 metres long, Green Jade can comfortably accommodate a crew of up to 160 people. i. deme-group.com

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NEWS IN BRIEF VARD enters renewable energy sector VARD, Fincantieri’s subsidiary and shipbuilders of specialised vessels, has signed a new contract for the design and construction of a Service Operation Vessel (SOV) for Ta San Shang Marine, a joint venture between Mitsui O.S.K. Lines (MOL) and Ta Tong Marine (TTM). The vessel – the first one to be built for the Asian market – is specifically conceived to perform maintenance operations to be carried out in the Greater Changhua Wind Farms by Ørsted, world leader in offshore wind and renewable energy. The order marks VARD’s entrance into the renewable energy sector. i. vard.com

Alewijnse delivers electrical fit-out for Mexico’s first Long Range Ocean Patrol Vessel Alewijnse Marine has completed the electrical fit-out of the Mexican Navy’s latest vessel; the Long Range Ocean Patrol (POLA) vessel ARM Reformador. Built at the ASTIMAR 20 naval shipyard in Salina Cruz, Mexico, with Damen Shipyards, it is widely regarded as the most advanced naval vessel afloat in Latin America. The scope of works covered all aspects of the ship’s electrical systems, including engineering, the supply and installation of equipment, project coordination and supervision, and commissioning. With the vessel being built as five separate modules; three in Mexico and two in the Netherlands, before final assembly in Mexico, Alewijnse was actively involved with all five modules in both locations. The ARM Reformador (Reformer), is a Mexican version of the Damen SIGMA 10514, a proven design that is already in service with a number of navies. i. alewijnse.com

New deep suction dredger for Hoftijzer Verhuur- en Aannemingsbedrijf TV Dredging, part of the Holland Shipyards Group (HSG), has been awarded a contract by Hoftijzer Verhuur- en Aannemingsbedrijf to build a new deep suction dredger and booster pontoon. The new, custombuild vessel, will be used for sand extraction. The in-house engineered vessel, type TVD DSD 35 DE, has a dredging depth of 37m. The main vessel measures 20m long and 9,10m wide. Measurements of the booster pontoon are 9,00m long and 3,50m wide. TV Dredging has contracted MaRoTechniek as subcontractor for the electrical installation, dredge automation and winches. The vessel has a modular construction so it can easily be shipped anywhere by any means of transport; severely cutting transit time. It is expected to enter service in the second half of 2020. i. holland-shipyardsgroup.com | Read more on shipbuilding-industry.eu

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CURRENT EVENTS

Consortium acquires Royal IHC HEADS OF AGREEMENT FOR ACQUISITION AND REFINANCING

ROYAL IHC STRENGTHENS POSITION IN MARITIME SECTOR WITH HEADS OF AGREEMENT FOR ACQUISITION AND REFINANCING.

Photo courtesy of Royal IHC.

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CURRENT EVENTS

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consortium of leading maritime companies has reached a Heads of Agreement with the existing syndicate of banks of Royal IHC for the acquisition and refinancing of IHC Merwede Holding. This gives Royal IHC, an important Dutch maritime player with a strong balance sheet, a new perspective for the future. The consortium includes industrial partners from the dredging and offshore sectors, namely HAL Investments, Ackermans & van Haaren, MerweOord, and Huisman. The acquisition and refinancing is supported by the existing syndicate of three major Dutch banks of Royal IHC, the ministries of Economic Affairs and Climate Policy and Finance, and credit insurer Atradius Dutch State Business.

A continuity foundation has been established, which will hold the shares in IHC Merwede Holding.

In doing so, the consortium aims to retain for the Netherlands both Royal IHC’s leading technology and its position as an important hub in the maritime cluster. The Heads of Agreement is made possible by a short‐term bridging loan and guarantee facility from the Ministry of Economic Affairs and Climate Policy, and an export credit insurance contribution from the Ministry of Finance. The State in this way supports the preservation of high‐quality technology and employment for the Netherlands.

“This Heads of Agreement demonstrates the confidence of many stakeholders in, and their commitment to, Royal IHC’s high‐quality shipbuilding”, comments Royal IHC Chairman Jaap Huijskes. “This is an important step for the continuity of shipbuilding in the Netherlands, including employment opportunities and the sector’s global export position. We are convinced that with this agreement we will strengthen Royal IHC’s innovative power and the leading position it has held in the maritime sector for more than 350 years.”

Renewed Board of Directors

The aim of the takeover is to retain for the Netherlands both Royal IHC’s leading technology and its position as an important hub in the maritime cluster.

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Following the agreement to the takeover, the Supervisory Board has appointed Gerben Eggink as new interim CEO. He succeeds Dave Vander Heyde, and will be leading Royal IHC through this new phase. Mr Eggink has extensive experience in successfully leading organisations in transition. He previously served as CEO at the Gardline Group and Smit Lamnalco, among others. As of 1 April, Paul van der Harten has become CFO of Royal IHC. Mr Van der Harten has extensive international experience with large energy‐related companies.

He previously worked as CFO of AEG Power Solutions and held various financial positions at OMV and Royal Dutch Shell. The Board of Directors

also includes Chief Transformation Officer Gert‐Jan Antvelink.

“In Gerben Eggink, we are bringing in a new, versatile CEO who has more than proved himself in the maritime sector”, explains Mr Huijskens. “On behalf of the entire Supervisory Board and the employees of Royal IHC, I would like to thank Dave Vander Heyde for his longstanding commitment to IHC. Dave has led the company in very challenging market conditions. He played an important role in the creation of the industry consortium, and renewed agreements and contracts with customers.

With this Heads of Agreement he leaves a strengthened IHC that can look forward to the future with confidence.”

Logical step for Royal IHC

With the proposed acquisition and refinancing, Royal IHC will receive a significant financial injection and regain a strong balance sheet, necessary for the continued development of high‐quality vessels and equipment. This includes both new equity and credit lines. Atradius Dutch State Business has as trade credit insurer pledged its full support for future export projects. “It is great news that with this Heads of Agreement, Royal IHC is retained as an innovative player for its customers and for the Netherlands”, states Mr Eggink. “I am looking forward to working hard with colleagues to restore the profitability of the business, while maintaining our high quality and the satisfaction of our customers about the solutions Royal IHC delivers.

This will require a major effort from everyone, especially in these difficult times worldwide. But Royal IHC is more than worth it.”

The Heads of Agreement will be fine‐tuned in the coming months. The agreement is subject to final agreement between the parties involved and the usual assessments, including from regulators.

According to trade association Netherlands Maritime Technology (NMT), the acquisition and refinancing of Royal IHC by a maritime consortium is good news. “It is of great importance to the entire maritime manufacturing industry”, adds Roel de Graaf, Managing Director of NMT. “Royal IHC is a world leader in dredging technology and is a driving force behind maritime innovations with its partners. The group annually invests between 3 and 4% of its turnover in innovation. This makes it one of the top 50 most innovative companies in the Netherlands.

We greatly appreciate the commitment of all parties involved, not least the government, to contribute in this step to the preservation of the strategically important maritime industry in the Netherlands.” i. royalihc.com

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EXHA UST GAS CLEANING SYSTEMS

Growing demand for scrubbers VDL AEC REPORTS THAT SHIPOWNERS ARE SWITCHING FROM LOW-SULPHUR FUELS TO SCRUBBERS SINCE THE SULPHUR REGULATIONS CAME INTO EFFECT ON 1 JANUARY 2020, SHIPOWNERS EITHER HAVE TO SAIL ON LOW-SULPHUR COMPLIANT fuel or have an exhaust gas cleaning system (EGCS) installed. According to VDL AEC Maritime, more and more owners are choosing the latter option, profiting from the savings on fuel costs.

Our systems are easy to operate, maintenance friendly, and can be fitted into vessels with all types of engines.

ALL IMAGES COURTESY OF VDL AEC MARITIME.

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MO regulations to reduce sulphur oxides (SOx) emissions from ships have progressively tightened over the years. From 1 January 1t 2020, the emission of sulphur into the air is limited for all vessels globally, including ships operating at open sea.

Shipowners are faced with the decision to sail on low-sulphur compliant fuel (VLSFO) or to install a scrubber and sail on highsulphur fuel (HFO). “From the beginning of this year, the majority of shipowners are sailing on ‘low-sulphur’ fuel oil”, reveals Joost Wijdeveld, Sales Director at VDL AEC

The return on investment of a VDL AEC Maritime scrubber system is well under three years and often within one year.

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Maritime. “Since then, increasingly more reports are coming in regarding cylinder liner wear and the overall damage that lowsulphur fuel is causing. This makes shipowners rethink their decision on installing a scrubber.”

According to Mr Wijdeveld, the benefit comes not exclusively from the savings of the lower fuel price. “Profit comes also from the high-sulphur fuel, which acts as lubrication and is the fuel for which these engines are originally designed.

Furthermore, tests show that low-sulphur fuel oil is not always on spec, meaning the indicated sulphur content is not always what is actually in it. This gives shipowners yet another worry, as they are not always certain if they are compliant when using VLSFO.”

Turnkey service solution

VDL AEC Maritime first built a solid reputation by installing closed-loop scrubber systems on ferry vessels. These ships sail in coastal areas where regulations came into effect earlier on and where no overboard discharge is allowed.

VDL AEC Maritime has now installed more than 100 scrubber systems, open, closed and hybrid loop, for various kind of vessel types, including bulk carriers, tankers, and ferries.

“Our scrubber system is compact, inline, and easy to install. The highest quality materials and components are used, making the system very reliable”, declares Mr Wijdeveld. “We have over the years managed to make scrubbing simple. Our systems are easy to operate, maintenance-friendly, and can be fitted into vessels with all types of engines.

The EGCS is easy to operate by the vessel crew, which will receive our support via an effective familiarisation training upon delivery.”

VDL AEC Maritime has its own in-house manufacturing plant at VDL KTI, located in Belgium. Both companies are part of the VDL Groep. The company prides itself on the fact that its EGCS is one of the most energyefficient systems in the industry, additionally saving on operational costs. “After

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EXHA UST GA S CLEANING SYSTEMS

The VDL AEC Maritime scrubber system is compact, inline and easy to install.

Market position in Greece VDL AEC Maritime received a significant order for the delivery of seven scrubber systems from Greece-based ship management company Thenamaris in December 2019. With this order, VDL AEC Maritime further strengthened its market position in Greece. Thenamaris Ships Management is a global ship manager of high specification modern ocean-going vessels and provides its services as agents only. The fleet under management currently comprises 86 vessels, including oil tankers, bulk carriers, and containerships. The first scrubber systems for Thenamaris have been successfully installed and certified, while some are scheduled for installation later this year.

installation, we have a team of professional service engineers and a complete aftersales department available, providing 24/7 service assistance and spare part availability”, states Mr Wijdeveld. “Besides this, we have a smart turnkey service solution that involves “one combined service attendance” for the MARPOL calibration & annual maintenance of the gas analyser and water monitoring system.”

Low oil prices

With investments like these, shipowners are most interested in how quickly they can recoup the cost of installing an EGCS. “The return on investment of a VDL AEC Maritime scrubber system is well under three years and often within one year”, explains Mr Wijdeveld. “After the investment has been earned back, the shipowner will profit from the savings in fuel expenses for a prolonged period.

The VDL AEC Maritime scrubber system also has a relative short installation time, saving shipyard installation costs and further reducing the shipowner’s valuable off-hire time.”

According to Mr Wijdeveld, the decision to install a scrubber for the large part depends on the price spread between HFO and VLSFO. “With the current narrowed price spread, the extraordinary payback time of less than one year is slightly increasing, but still well under three years, which is considered the bench mark for return on investment calculations.

Various resources like ING and Bloomberg indicate that the price spread will again widen to more than USD 180 by 2021. Given the production and installation time, if shipowners buy a scrubber now, they will directly profit once the system is installed.”

The growing demand coupled with the COVID-19 pandemic have caused delays in installing scrubber systems at shipyards. VDL AEC Maritime has nevertheless found a way to manage the situation.

“We further reduce the off-hire time of vessels via smart pre-fabrication and effective delivery arrangements with our suppliers”, concludes Mr Wijdeveld.

The VDL AEC Maritime scrubber systems have a relative short installation time, reducing the vessel’s off-hire time.

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i. vdlaecmaritime.com

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GREEN SHIP TECHNOLOGY

Harnessing aerospace technology A MODERN WIND SOLUTION FOR SHIPPING AT THE TIME OF WRITING, THE GLOBAL COVID-19 PANDEMIC HAS THE WORLD’S PEOPLE AND ECONOMY IN ITS GRIP. WITH THE SHORT-TERM IMPACT CAUSING A SIGNIFICANT UPSET IN THE GLOBAL SHIPPING MARKETS, THERE IS A CONSIDERABLE AMOUNT OF SPECULATION AS TO HOW THE GREEN ECONOMY WILL FARE ONCE WE EMERGE AT THE OTHER END OF THIS CRISIS.

ALL IMAGES COURTESY OF AIRSEAS. WORDS BY VINCENT BERNATETS, CEO AND FOUNDER OF AIRSEAS.

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owever, bearing in mind the long-term implications of a slowdown in managing carbon emissions, the shipping industry shouldn’t take its eye off the 2050 IMO decarbonisation reduction target against the backdrop of COVID-19. Indeed, many commentators are arguing that the recovery from the current crisis must be green. The American Morgan Stanley bank, for example, has stated in a recent report that “there may be some short-term delays in climate policy. But decarbonisation remains an attractive investment theme for the decade ahead, with a green recovery likely.”

Growing potential

As the 2050 target looms, many technologies and innovations are coming to the fore to help fleets manage their carbon

When deployed, the Seawing kite will fly at height of up to 400m above the vessel and generate up to 100t of traction.

emissions, spurred on by the broadly successful implementation of the IMO 2020 sulphur cap. Emerging through the debate of future zero-carbon technologies, wind is becoming more and more visible as a viable option to be deployed alongside a future zero-GHG fuel. According to a recent study from the UCL-based commercial advisory service and the Getting to Zero Coalition, a future zero-GHG fuel could be as much as USD 800 per ton, given the level of investment. This means that any fuel saving percentage generated by wind power is going to present a significant return on investment to any future owner.

To indicate the growth in the potential of wind, the International Windship Association has increased its membership

nearly tenfold since 2014. Translating this growth into a physical presence, the EU estimates that by 2030, there will be 10,700 wind propulsion installations. Furthermore, the UK Clean Maritime Plan estimates the wind market for shipping will grow to 2.3 billion euros a year by the 2050s.

As wind solutions continue to gather pace and scale, much like other zero-carbon research, innovation will accelerate. This is a vital step to establish wind power as a key element of shipping’s decarbonisation strategy, as the technology to which it leads fulfils certain criteria for viable wind solutions. Firstly, it will need to ensure solutions are safe, working seamlessly alongside the crew to ensure reliability.

Secondly, it will need to ensure that wind solutions and hardware are easy to retrofit and work around existing vessel design.

Finally, it must ensure that the fuel savings are maximised, therefore generating the return on investment that owners will need.

This is where wind propulsion can learn from other industries. It was this inspiration from other industries, specifically aviation, that contributed to the founding of Airseas, an organisation backed by Airbus to harness advanced aerospace technology to develop a modern wind solution for shipping.

Learning from the flight deck

Taking learnings from aviation is nothing new to shipping; for instance, there has

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GREEN SHIP TECHNOLOGY

Many principles of aeronautical engineering are at play in Seawing’s design.

A Seawing kite system installed on an Airbus.

been significant knowledge transfer in terms of safety protocols, as both industries are safety-critical. The importance of safety has also made the aviation industry develop some of the most advanced automation and safety technology. Could it be possible to bring the lessons learned from the flight deck and avionics systems to a wind solution for ships? The reality is closer than most people think.

This reality of aviation-inspired wind solutions is unfolding through the Seawing product developed by Airseas. The Seawing is a 1,000m2 kite sail system supported by advanced flight control programmes, that when deployed will fly at heights of up to 400m above the vessel and generate up to 100t of traction. The design of the Seawing includes many learnings from aviation.

While there are some differences; for example, the parafoil is a flexible material compared to a rigid wing, there are no passengers and slower operating speeds

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– many principles of aeronautical engineering are at play in the solution’s design. However, the real innovation exchange between aerospace and maritime occurs through digital twinning - the merging of the physical hardware with automation systems underpinned by multiple data streams.

Digital twinning

Through digital twinning, the challenge of creating an automated wind solution that maximises wind-generated fuel savings while taking account and reacting to the conditions can be tackled. Changes in sea state, waveform and direction, for example, impact the pitch and roll of the vessel, along with (minor) changes in the wind speed and direction that will need to be accounted for.

The sources of these data streams reveal that there are two distinct digital twin applications with the Seawing. The first takes account of inbound meteorological, navigational and seascape data from existing

Vincent Bernatets, CEO and founder of Airseas.

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To indicate the growth in the potential of wind, the International Windship Association has increased its membership nearly tenfold since 2014. bridge systems along with sensor data. From analysing this data, informed recommendations can be made to the crew about the optimum time to deploy the Seawing, with the final decision being made by the bridge crew and captain. After the kite has been deployed, sensors contained in a pod mounted on the kite detect minute changes in air pressure, wind speed or direction, resulting in the Seawing automatically making microadjustments in its profile within a 300-millisecond response time. As well as optimising the operation of the kite to maximise fuel-saving, this increases safety. Through its autonomous operation, human input is minimised, reducing the risk of damage caused by human error. This digital twinning model also supports system safety by validating the data gathered in real-time use against virtual models and simulations of the system. If there is no synchronisation between the data in the virtual and real-time model, then something is potentially wrong, and the crew is alerted.

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The second digital twin concept within the Seawing is based on the coupling of the ship and the kite and considers all aspects of the operation between the two. By integrating the automation software with routing and navigation software, a route is recommended to the captain that optimises use of the Seawing and maximises fuel savings. Although this is highly dependent on ship type and load, the algorithm will allow it to work well with a wide variety of ships and cargos.

The digital twin concepts found on the Seawing go a long way in facing the expectations that the shipping industry will have for modern and future wind solutions. We believe that automation technology will be a core pillar in the future of wind, through its role in the optimisation of fuel saving and in ensuring safe and reliable operation alongside the crew.

To help develop wind solutions further, an approach could be to look at the technology used in other sectors, as we have demonstrated with the Seawing and the aviation industry.

Through this shared learning, wind propulsion can be developed and perfected further to help shipping on the road to decarbonisation. i. www.airseas.com

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QHSE

Better crew training needed for CO2 firefighting systems Survitec recommends that ships’ crews undergo basic systems configuration training and personal protective equipment training by the original equipment manufacturer.

FIRE IS THE MOST COMMON AND MOST DANGEROUS EMERGENCY AT SEA. YET WHILE THE INTERNATIONAL MARITIME ORGANISATION’S FSS CODE PROVIDES ENGINEERING AND DESIGN standards for all types of fire extinguishing systems, there are no mandatory regulations governing their installation, commissioning, operation and maintenance, only recommendations.

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lthough recommendations and guidelines are in place, and should be followed to obtain certification from classification companies and flag state authorities, there have been several incidents in recent times where fixed fire extinguishing systems have failed.

An incident report published in 2015 by the Marine Accident Investigation Report (MAIB) into the 2004 fire aboard a fishing vessel found the lack of training in the use of CO2 firefighting systems to be of significant concern.

“The CO2 system did not operate effectively because it was poorly maintained, the crew were unaware of the correct operating and

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QHSE system were also found aboard a general cargo vessel. Inspectors discovered the system had “not discharged completely as one of the bottles had been installed incorrectly”.

“While it is difficult to put a number on all the fire related incidents where incorrect installation, operation or maintenance of a fixed firefighting system has resulted in system failure, injury or death, the above investigations do offer a different perspective on the effectiveness of the current regulations and guidelines,” says Mats Hestmann, Survitec Group QHSE Manager. “Fire safety systems are inherently designed to protect and save lives. However, if these systems are incorrectly used, installed or insufficiently inspected and maintained, the consequences can be severe. These can range from time delays and port penalties for non-compliance to serious injury or even fatality.”

More structured standards

According to Survitec, the lack of training in the use of CO2 firefighting systems is of significant concern.

compartment isolation procedures, and there were no system-specific operating instructions posted”, cited the report. It continued, “The crew were also unfamiliar with the safety procedures required for re-entry following use of CO2. […] If the CO2 had been successfully discharged, then it is highly likely that fatalities would have resulted when re-entry was made to the engine room.”

Lack of training and knowledge

A 2004 fire aboard another vessel also highlighted flaws in the crew’s knowledge, experience and training in the use of the CO2 system, with the MAIB concluding: “Despite instructions to release the CO2 having been carried out, unbeknown to the officers and crew at the time, no CO2 was released into the engine room to fight the fire.”

The vessel’s CO2 system was neither checked nor made secure after the fire, and during the investigations after the vessel’s arrival in Southampton, CO2 from a bank of cylinders was accidentally released into the engine

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If fire safety systems are incorrectly used, installed or maintained, consequences can be severe. room. Three crew members were lucky to escape without loss of life or serious injury.

Investigators concluded that officers misunderstood the system and how to operate it effectively. But what was also interesting about this incident, was that the investigators found that the system had been incorrectly installed. Only 51 cylinders would have activated instead of all 66.

Incorrect installation

Problems with the installation and commissioning of the fixed firefighting

MSC.1/CIRC 1318, the Guidelines for the Maintenance and Inspections of Fixed Carbon Dioxide Fire-Extinguishing systems was released in June 2009 and have been adopted by most Flag states, but some are still following their own set of standards.

Mr Hestmann believes that it would be beneficial for MSC.1/CIRC 1318 to become even more structured as is the case with MSC 1432, clearly defining what should be inspected. Once the majority of flag states have adopted an MSC circular, it then becomes a resolution making it mandatory.

“Great improvements to safety have come as a result of IACS Z-17 Service provider approvals. However, it’s not the failure of the firefighting system that is resulting in so many incidents, but rather the lack of system knowledge and poor operator training”, explains Mr Hestmann. “There should be more effective rules governing system training; because a crew member is familiar with one firefighting system doesn’t mean they are appropriately trained to use another manufacturer’s system or even a different system configuration. While the product itself might be standard, the layout of the system, the location of valves, cylinders, and vents and so on will differ from ship to ship. Certainly, crews need to be better trained in the use, operation and maintenance of these systems.”

Human error

There have been a number of incident reports where human error in the use of firefighting systems has been a common

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QHSE factor, recalls Erik Christensen, Survitec’s Technical Director Fire Fighting. “Valves have been closed when they should have been open, ventilation flaps left open with main generators still running during the fire.

Carbon Dioxide is a dangerous gas and any system that has been incorrectly installed, maintained or operated could not only fail to extinguish the fire but also be very harmful to the crew.”

Colourless with a slightly astringent smell, CO2 is about 50% heavier than air and therefore highly effective in smothering a fire in a relatively short time. However, split seconds after its release, the covered space concentration level is life-threatening.

Therefore, to allow personnel time to escape, from the moment the CO2 alarm is activated, time delays delaying the release of CO2 are present on CO2 systems. Time delays can be programmed ranging from 20 seconds up to 2 minutes depending on the system. Any re-entry into the space should only be once the space has been thoroughly vented and the air quality tested.

“As the market leader and a champion of maritime safety initiatives, it is important we foster greater fire safety and systems awareness,” says Mr Christensen. “We have already issued advice offering our recommendations and we are nearing the final cut of an informative video to raise wider awareness of the need to ensure firefighting systems are correctly installed, regularly maintained, serviced and that crew operating the systems are trained and understand how to use the specific system.”

Inspectors have found several instances in which fire-fighting systems were not correctly installed or failed to operate properly.

Fire safety portfolio

Training and inspection

Survitec recommends that: • Fixed firefighting systems are commissioned by the Original Equipment Manufacturer (OEM) or an OEMapproved and certified technician after installation • Systems are inspected regularly in line with the routine inspection regime detailed in the system manual. These are monthly checks and should be carried out by trained individuals.

• Ships’ crews undergo basic systems configuration training and personal protective equipment training by the OEM. • Inspections and maintenance works are carried out by a trained systems technician in accordance with Maritime Safety Committee Circulars 1432 (Firefighting Systems) and 1318 (CO2 systems), or special flag/class

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Mats Hestmann, Survitec Group QHSE Manager.

requirements, in order to receive renewal of the Safety Equipment Certificate.

“We want to ensure that operators and crews have a much better understanding of how fixed firefighting systems operate and the importance of regular, properly carried-out maintenance”, reveals Mr Hestmann. “With greater knowledge, they will be able to overcome many of the operational challenges they face and prevent system failure when it is required in an emergency. Crews can be better equipped to fight fires more effectively, more safely, but any initiative needs to work in harmony with the rules, some of which could do well to be revised.”

Since merging with Wilhelmsen’s Maritime Safety business in 2016, Survitec has expanded its fire safety portfolio, bringing together Novenco Firefighting and Maritime Protection brands under the Survitec umbrella. Its firefighting and servicing expertise includes gas-based fireextinguishing systems, such as Inergen, CO2, Novec; watermist and powder-based solutions; fixed foam and inert gas systems; as well as an array of fire detection and PPE. Survitec has also developed a week-long training course to provide specific training on the correct operation and maintenance of firefighting systems and this training is already being delivered to cruise personnel.

“Training such as this ensures that personnel are appropriately trained reducing the risk of accidental releases as well as ensuring that systems are correctly re-armed following servicing and inspections”, states Mr Hestmann. “Survitec Fire Service Stations are certified to ISO9001: 2015. In addition, we operate in accordance with IACS UR Z17 approvals and we have global approvals from six major classification societies: DNV-GL, Lloyds register, KR, RINA, ABS and BV, as well as a number of local class approvals such as CCS and Class NK. Furthermore, our technicians are trained at Survitec Training Centres certified according to “DNVGL ST 0029 Maritime Training providers.” i. survitec.com

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SHIPBOARD A UTOMATION & MARITIME ELECTRONICS

Hopper dredger Scheldt River has been fitted with customised medium-voltage drives supplied by Danfoss.

Photo courtesy of DEME.

Energy efficiency with Danfoss Drives FLEXIBLE MODULAR DRIVE SOLUTION HELPS SET NEW ENVIRONMENTAL STANDARDS ROYAL IHC SCHELDT RIVER PIONEERS NEW ENVIRONMENTAL STANDARDS IN DREDGING WITH FLEXIBLE MEDIUM VOLTAGE DRIVES BY DANFOSS. ALL PHOTOS COURTESY OF DANFOSS.

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redging’s role in the maintenance of safe riverside occupations has become more vital as heavy rain events become more common. As more dredging is undertaken around the world, often in heavily populated areas, the need for energy efficiency and adherence to environmental

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regulations also assumes more significance.

Scheldt River is a 7,950m³ dual-fuel (diesel and LNG) hopper dredger designed and built

by Royal IHC in the Netherlands for DEME. It represents the latest in hybrid dredging technology with its flex fuel main engine capable of running on natural gas, light fuel oil. The dredger is part of DEME’s innovative Trailing Suction Hopper Dredger fleet. With its ‘Green Passport’ and a ‘Clean Design’ notation, the vessel complies with the strictest international emission requirements. To help achieve these high standards, Danfoss was asked to contribute a drive solution that could boost an inboard dredge pump and increase energy efficiency

with a small footprint, minimum weight and low volume - while being robust enough to withstand the harsh marine environment.

Performance and flexibility

The modular VACON 3000 Drive Kit qualified for the project for its ability to contribute to the vessel’s overall green performance and to offer the flexibility of design required by IHC’s engineers and technicians. As an independent low-voltage (LV) and mediumvoltage (MV) drives supplier, Danfoss could offer this MV kit package that enabled IHC to make their own customised, integrated solution, the IHC MV drive. Based on a modular approach, the compact IHC MV

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SHIPBOARD A UTOMATION & MARITIME ELECTRONICS

drive helps to save space and weight, optimising the overall design of the vessel and its equipment. Furthermore, the VACON 3000 drive fulfilled IHC’s requirements for suitability for a marine environment, minimum weight, small footprint and low volume. The power module design was especially well-suited to the harsh environment, being equipped with specific measures to avoid dust of any kind and pollution contaminating the semiconductors during ship construction.

a medium voltage switchboard, where also the required sinus filter is located.

Keys to energy efficiency

Award-winning performance

The boosting of the vessel’s dredge pump with an AC drive was made possible through power take-in (PTI) technology, which allowed load sharing between the VACON 3000 and the main dual-fuel engine. This resulted in significantly higher energy efficiency. Using transformer-less AFE technology employing normal watercooling, the VACON 3000 drive can run on lower supply frequency and voltage, for constant output power. Energy is saved in the auxiliaries by reducing the engine speed. VACON NXP LV drive modules are employed for other applications including pumps, thrusters and active filters. The switching of drive control between the inboard dredge pump and the submersible dredge pump of 1,700kW is performed by

The VACON 3000 drive fulfilled IHC’s requirements for suitability for a marine environment.

Scheldt River has been in operation since 2017, and in 2018, IHC was declared winner of the Maritime Award, ‘KNVTS Ship of the Year’, for taking a major step towards cleaner dredging. To continue setting new standards in environmental performance for the dredging industry, ship owners, DEME, have placed an order with IHC for an additional vessel of the same specifications, the dredger, Meuse River, which utilises the same VACON 3000 Drive Kit.

Partnership of experts

When configuring and installing the VACON 3000 drive, IHC was able to draw upon the experience of application experts in Danfoss Drives’ Application Development Center (ADC) in Gorinchem, the

Netherlands. The centre is equipped with a range of testing and demo units, which were used to help and facilitate complete panel testing on load and customer FAT, together with IHC. The ADC has been in operation since 2010 and is used mainly to create, test, and continuously improve all kinds of applications for the company’s frequency inverters. It can also be used by customers and System Integrators with innovative solutions that have not (yet) been tested or hardly tested.

The latter can be anything from checking an innovative panel to testing a new powertrain for a luxury vessel. Especially with ships it is worthwhile to test these types of systems in advance. This shortens the expensive commissioning time on board.

“Extensive testing of a system for its functionality generally leads to a 50% reduction in commissioning time”, explains Wim van Geelen, Manager Engineering, Danfoss Drives ADC. “In practice, this can easily save several thousands of euros.

Another advantage – especially with new systems – is that you can show an end customer of the System Integrator that it really works. This can be extremely valuable as an argument during negotiations between System Integrator and customer.” i. danfoss.com

A VACON 3000 Medium Voltage Drive.

The VACON Testing Drives at the Application Development Center can be used for extensive testing of a system before it is installed.

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SHIP REFIT, REPAIR & MAINTENANCE

Fifty years of service excellence DRIVELINE SPECIALIST ADS VAN STIGT GOES ABOVE AND BEYOND

Customer service has always been a top priority at ADS van STIGT.

Manager Service, Pim van Beest.

The company carries a large amount of stock in its warehouse, which means delivery times can be kept as short as possible.

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Service Engineer, Johan de Boer.

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SHIP REFIT, REPAIR & MAINTENANCE

ADS VAN STIGT’S WELL-OILED SERVICE MACHINE HAS BEEN RUNNING FOR HALF A CENTURY AND EVEN THE COVID-19 OUTBREAK IS NOT PREVENTING THE COMPANY FROM GOING ABOVE AND BEYOND FOR ITS CUSTOMERS. ALL PHOTOS COURTESY OF ADS VAN STIGT

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xcellent customer service, qualified and experienced service engineers, and a large stock supply of parts are the three secrets to the success of driveline specialist ADS van STIGT. The company celebrates its 50th anniversary this year and customer service has always been a top priority, explains Manager Service Pim van Beest. “We have a highly skilled team of sixteen factory-trained service engineers available 24/7. These engineers have the training and experience to deal with any problem that may arise. We are in close contact with all our manufacturers, so we are always up to date on modifications or new products, and the relevant technical information about the products and parts.”

ADS van STIGT has a well-equipped workshop in the Dutch city of Gorinchem. Here, the team can overhaul all the gearboxes in the company’s portfolio. There is a testbed to test all the gearboxes after the overhaul and carry out functional test on newly delivered gearboxes. The company also installed a 35m2 painting cabin with a heating system two years ago, allowing it to improve the quality of the painting process. And as an authorised service shop for Schaller Automation since 1980, there is a test unit for the function test of oil mist detectors.

As the company always carries a large amount of stock in its warehouse, delivery times can be kept as short as possible. “This allows us to respond quickly and skilfully, so that we can minimise costly downtime for our customers”, comments Mr Van Beest.

Happy customers

In the past fifty years, ADS van STIGT has developed from a representative of foreign manufacturing companies into an independent importer, distributor,

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and maintenance expert. Familiar names like Masson Marine, ZF Marine, Schaller Automation, Dr Horn, Geislinger, Katsa, O&K-Bonfiglioli, and Dürst Automation are all represented by ADS Van STIGT. The company supplies drivelines and electronic control and monitoring systems for a wide variety of industries. It specialises in reverse reduction gearboxes, planetary gearboxes, clutches, pump drives, controllable pitch propellers, flexible couplings, and electronic control and monitoring systems.

“We work on anything that floats, such as dredgers, bulk carriers, tugs, inland vessels, offshore, fishing vessel, sail boats, tall ships, inland vessels, and superyachts”, explains Mr Van Beest.

The company just recently landed itself a new client when a Scandinavian shipowner had a tanker vessel with a damaged propulsion gearbox. “The manufacturer recommended us for the repair. The shipowner was a bit hesitant at first, but decided to give us the job”, recalls Mr Van Beest. “Our team not only repaired the gearbox, but also determined the cause of the malfunction and was able to offer advice to prevent a repeat incident. Because our engineers have enough knowledge and expertise of the complete driveline, they were able to offer this additional service.

The shipowner was so happy and has already pledged that it wants us carry out all future repairs and interventions. A case like this certainly makes us very proud.”

Long-distance repairs

Johan de Boer is one of the service engineers that regularly travels the world to carry out repairs and maintenance. “What I love most about my job is the ability to help our clients whenever problems arise. We hop in the car or on the plane to help them as quickly as possible. We sometimes travel thirty hours to get to a client, and the fact that they want us to come is a testament to how much they value our service and expertise.”

Long-distance travel has been cancelled due

to the COVID-19 outbreak, but work nevertheless continues closer to home. “Our service team has been split in two. One half works from our headquarters and stays indoors, while the other half works from home answering call-outs”, says Mr De Boer.

“When we get called out, we drive to the workshop where our colleagues have already prepared all the parts and tools that we may need. We just load them up and go to the client.”

Most of the work is now limited to the Benelux and Germany, but customers are helping by coming up with creative solutions. “We have just completed a job in Abu Dhabi, where there was a failure in a gearbox. The client sent us the whole gearbox, which we repaired in our workshop and returned as soon as possible”, comments Mr Van Beest. “The work was actually completed faster in our workshop, as we didn’t have to deal with the limitations that you sometimes run into when you go on board a vessel, like having to wait for permits.”

Well-oiled service department

With the world slowly easing up on the COVID-19 restrictions, ADS van STIGT is also looking towards the future. “We do a lot of preventative maintenance through our inspection programme”, states Mr Van Beest. “For the past few months, many of our clients have understandably wanted to postpone inspections and preventative maintenance. The inspections are fortunately not extremely time-sensitive and can be postponed by a few months.

Many of our clients are making appointments for later in the year.”

Mr De Boer concludes, “A well-oiled service department is an absolute must for a company like ours. Service has always been a top priority for ADS van STIGT and this will surely continue in the years to come.” i. vanstigt.com

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GREEN SHIP TECHNOLOGY

Ship recycling DEADLINE FOR NEW EU REGULATION APPROACHES NEW EUROPEAN SHIP RECYCLING REGULATIONS ENTER INTO FORCE AT THE END OF THIS YEAR â&#x20AC;&#x201C; BUT THE CURRENT TOUGH MARKET conditions, compounded by the delay in decision making caused by the coronavirus pandemic, have resulted in many shipowners postponing the necessary steps to compliance.

ALL PHOTOS COURTESY OF CTI MARINE SERVICES

EU regulation

The European Union pursues an ambitious policy to make ship recycling greener and safer. The EU ship recycling regulation (EUsRR), adopted in 2013 by the European Parliament and the Council of the European Union, aims to reduce the negative impacts linked to the recycling of ships flying EU member state flags.

European ship owners own 35% of the world fleet. A vast majority of large vessels are currently dismantled in Southern Asia, under harmful conditions for workersâ&#x20AC;&#x2122; health and the environment. The EU regulation lays down requirements to which vessels and recycling facilities must adhere.

These requirements aim to prevent or

minimise accidents, injuries and other negative effects on human health and the environment during ship recycling and while removing the hazardous waste they contain.

They also mandate specific training and protective equipment for employees dismantling the vessels and require a record to be kept of any incidents or accidents.

Before a ship is recycled, its owner must provide the company carrying out the work with specific information about the vessel and prepare a ship recycling plan. This, for instance, identifies the type and amount of hazardous materials and waste that will be generated from the obsolete vessel.

From 31 December 2020, the EUsRR applies not only to all existing ships sailing under

Responsible ship recycling.

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GREEN SHIP TECHNOLOGY

Current estimates indicate that of the expected 20,000 ships which will need to comply with the EUsRR before 31 December 2020, more than a third have yet to start on the road to compliance. the flag of Member States of the EU, but also to ships flying a third country flag that call at an EU port or anchorage. The only exceptions are warships, other vessels on non-commercial government service and ships below 500GT.

Inventory of hazardous materials The EU ship recycling regulation prohibits or restricts the installation and use of hazardous materials, such as asbestos or ozone-depleting substances, on board vessels. Moreover, the regulation stipulates that all ships over 500GT which call at EU ports, must provide a Statement of Compliance (SoC) demonstrating that they have an Inventory of Hazardous Materials (IHM) on board, providing insight into the hazardous materials (such as lead, mercury or asbestos) they contain in either the vessel’s structure or equipment, verified by the relevant administration or authority and specifying the location and approximate quantities of the materials.

Current estimates indicate that of the expected 20,000 ships which will need to comply with the EUsRR before 31 December 2020, more than a third have yet to start on the road to compliance.

Obtaining an IHM for a vessel requires an expert company to sample the ship for hazardous materials. A ‘mini-industry’ of individuals and small expert companies has emerged, offering IHM services. For shipowners, the challenge is how to carry out adequate due diligence to find a suitable IHM company, while meeting the required deadline at the end of the year.

Centre Testing International

One of the companies that has considerable experience in the field, is Centre Testing International (CTI). Experts in the

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Professional hazmat sampling being undertaken by CTI Marine Services.

supervision of ship recycling, the company specialises in surveying and removing asbestos from ships, as well as assisting shipowners with IHM preparations.

Over the years, CTI has undertaken numerous projects for major shipowners.

For one of them, CMA CGM, CTI provided a ‘one-stop shop’, carrying out a full range of essential services, including newbuilding surveys, targeted sampling during docking periods, removal of asbestos, IHM preparation, ship recycling supervision and asbestos management audits of suppliers.

Best practice guidance

In November 2016, the European Maritime Safety Agency (EMSA), has published a Best Practice Guidance on the Inventory of Hazardous Materials for practitioners on the field, ship owners and national authorities.

EU Member States’ port authorities will control ships to verify whether they have on board a ready-for-recycling certificate or a valid IHM.

Seven new yards on EU ship recycling list The EU Ship Recycling Regulation that came into force 31 December 2018 requires all large seagoing vessels sailing under an EU Member State flag to use an approved facility included on the European list of ship recycling facilities.

At the end of January 2020, the sixth version of this list was published, with the addition of seven new yards; four European yards (one each in Latvia, Lithuania, the Netherlands and Norway), and three in Turkey. The facilities, located both in the EU and in non-EU countries, comply with a series of requirements related to workers’ safety and environmental protection.

The updated list contains 41 yards, representing a total available annual recycling capacity of nearly 2.85Mi Light Displacement Tonnes (LDT). Several yards on the list are also capable of recycling large vessels.

i. cti-ship.com

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SHIP REPORT

Tug Aveogan has Azimuthing drives to enhance manoeuvrability, and an Intercon C-series coupling system with a first-of-its-kind lightering helmet.

Unique integrated design ALASKA CLASS ARTICULATED TUG-BARGE AVEOGAN-OLIVER LEAVITT

CROWLEY FUELS HAS TAKEN DELIVERY OF ITS NEW ALASKA CLASS 100,000-BARREL ARTICULATED TUG-BARGE (ATB), WHICH WILL BE USED TO TRANSPORT MULTIPLE CLEAN PETROLEUM PRODUCTS FOR THE ALASKA MARKET. ALL IMAGES COURTESY OF CROWLEY.

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SHIP REPORT

Aveogan is equipped with a fire monitor and foam proportioner, providing off-ship firefighting capabilities to the barge.

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he articulated tug-barge (ATB) is the first in Crowley’s fleet to be dedicated to the Alaska market. Crowley will operate the 147m ATB for Alaska-based Petro Star, a whollyowned subsidiary of Arctic Slope Regional Corporation (ASRC) under a long-term charter. The agreement extends Crowley’s longstanding partnership with ASRC and Petro Star, which dates back four decades to ASRC’s earliest days. The barge is named Oliver Leavitt, in honour of ASRC’s former chairman and current member of the corporation’s board of directors. The tug has been named Aveogan, Mr Leavitt’s Iñupiat name.

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“We are pleased to take delivery of this high-performance Aveogan-Oliver Leavitt ATB and look forward to getting her up to Alaska to begin serving our partners at Petro Star,” says Rocky Smith, Senior Vice President and General Manager at Crowley Fuels.

Ice Class and Polar Class

The 100,000-barrel ATB was constructed at the Bollinger Marine Fabricators facility in Amelia, Louisiana, with on-site construction management by Crowley Shipping that designs and manages the construction and

operation of diverse vessel types, including tank vessels. Jensen Maritime, Crowley Shipping’s Seattle-based naval architecture and marine engineering subsidiary, designed the ATB to meet Ice Class and Polar Code requirements, which includes increased structural framing and shell plating and extended zero discharge endurance. The double-hulled design also features a barge form factor to achieve high-cargo capacity on minimal draught.

“The Alaska Class articulated tug-barge Aveogan-Oliver Leavitt is a great example of Crowley’s uniquely integrated design

>>

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SHIP REPORT

Crowley’s new Alaska Class 100,000-barrel articulated tug-barge (ATB), which will be used to transport multiple clean petroleum products for the Alaska market.

development capabilities, leveraging the internal resource of the Jensen team with the company’s ship operations experience to construct an innovative, high-performing ATB”, explains Jay Edgar, Vice President Engineering for Crowley and Jensen Maritime.

Special features

Some of the notable features include design specifications that meet Ice Class and Polar Class requirements, allowing extendedseason access to remote Alaskan destinations including the Arctic and Aleutian Islands. To minimise discharge, the ATB has a patent-pending, internal ballast transfer system, hull heat exchangers, and effluent storage supporting extended zero discharge endurance. Both the tug and barge are fully double-hulled to reduce risk of oil outflows. The hull form has been

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optimised using Computational Fluid Dynamics (CFD) for low resistance and fuel efficiency at design speed.

The vessel has a highly capable mooring system, with six constant tension winches and optimised line arrangements, and transfer capabilities that allow the ATB to lighter offshore, instead of only at terminals, to meet the long-term needs of Petro Star.

“In total, this Jensen design meets the needs for service in Arctic and Western Alaska regions, southeast Alaska and the Pacific Northwest”, states Mr Edgar. “The benefit of Jensen and Crowley’s integration is that our vessel design team can refine performance specifications and designs based not just on our professional expertise, but on years of ATB experience, as Crowley operates and manages the largest US-flag petroleum and chemical tank vessel fleet in the country. Furthermore, we have

The new vessel’s advanced design and environmental protection features mark a new era for fuel transportation services in Alaska.

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SHIP REPORT

SPECS Vessel Name: Oliver Leavitt

Vessel Name: Aveogan

Length Beam Depth Maximum Draught Ship’s Service Power

Length Beam Depth Maximum Draught Main Propulsion

121.91m 25.91m 9.75m 6.71m 3x 300kW John Deere 6135, EPA Tier 3, IMO Tier II Speed Approx. 11 knots with Tug Hull Construction Steel, Scantlings designed to Ice Class D0 Deadweight Tonnage (OSVs) 14,600LT Ancillary Equipment/Systems: • Twelve Marflex MDPD-200 Electric Motor-Driven Cargo Pumps • Two Panasia, USCG Type-Approved Ballast Water Treatment Systems, each with a 350m3 capacity • Bergan Tank Level Indication and Monitoring System • Spill Response Equipment, including 2000-feet of Inflatable Spill Boom that can be deployed from a hydraulic-operated reel • Vacuum Stripping System • Maritime Protection – Inert Gas Generator • Three 5.5m x 2.5m Yokahama-style pneumatic fenders for lightering

experienced engineers and on-site shipyard construction managers to help us effectively drive the concept into a sophisticated, robust vessel that is complete and ready to support harsh Alaskan operating conditions.”

Enhanced manoeuvrability

The ATB was designed under the Safety of Life at Sea (SOLAS) Convention and will be classed with the American Bureau of Shipping (ABS). The vessel was built with enhanced features to benefit the crew, including 45-degree sloped staircases, interior sound deadening, and dedicated heads in each cabin.

Tug Aveogan has Azimuthing drives to enhance manoeuvrability, and an Intercon C-series coupling system with a first-of-itskind lightering helmet. The tug is fitted with two GE 8L250 main engines that meet

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US Environmental Protection Agency’s Tier IV emissions standards. The generators on the tug and barge meet EPA Tier III and IMO Tier II emissions standards.

In addition, the ATB features a patentpending closed-loop, freshwater ballast system whereby the tug’s ballast will be transferred to-and-from a retention tank on the barge to account for fuel burn. The design has been approved by the USCG and will eliminate the need to discharge tug ballast water into the sea.

The tug is equipped with a fire monitor and foam proportioner, providing off-ship firefighting capabilities to the barge. The barge is also outfitted with spill response gear and a hydraulic boom reel with 2,000 linear feet of inflatable boom to support spill response efforts.

“The new vessel’s advanced design and environmental protection features mark a new era for fuel transportation services in Alaska,” comments Rick Meidel, Vice President and General Manager, Crowley Fuels Alaska. “She will provide many years of safe and reliable service for our valued customer Petro Star.”

39.0m 12.80m 5,84m 5.64m Two General Electric 8L250MDC, Each 3384 HP at 1,000 RPM, EPA Tier 4, IMO Tier III Z-Drive Two Schottel SRP-560 with Carbon Fiber Shafts Bollard Pull 97 Short Tons Propellers/Waterjets Two 2,800mm Dia. Stainless-Steel, Ice Class Propellers Steering System/Controls Schottel Speed Approx. 11 knots Hull Construction Steel, Scantlings designed to Ice Class D0 Crew/Passenger Capacity 11

Alaska’s fuel wholesaler

Crowley operates and manages the largest US-flag petroleum and chemical tank vessel fleet in the country, including 40 other Jones Act qualified large petroleum transportation vessels that carried nearly 590 million barrels of product with more than 6,200 transfers in 2019.

Crowley Fuels is a leader in Alaska’s fuel industry, providing transportation, distribution, and sales of petroleum products to more than 280 communities across the state. The company is the state’s largest wholesaler of quality fuel products, including diesel, heating fuel, propane, gasoline, aviation fuels, marine fuels, and packaged petroleum products. Crowley has eighteen petroleum terminals across the state with a combined 76 million gallons of storage capacity. The company utilises its diverse distribution channels, on land, over water and occasionally via air, to deliver the fuel Alaskans need to live, work, and play throughout the state. i. crowley.com

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EXHA UST GAS CLEANING SYSTEMS

Clean design WÄRTSILÄ DESIGNS NEW CRUISE VESSELS WITH INNOVATIVE EXHAUST GAS CLEANING SOLUTIONS

Photo courtesy of Norwegian Cruise Line.

WÄRTSILÄ’S IN-HOUSE SHIP DESIGN CAPABILITIES ARE BEING USED TO DEVELOP A CUSTOMISED DESIGN FOR NEW LUXURY EXPEDITION CRUISE VESSELS, WHICH WILL INCLUDE INNOVATIVE EXHAUST GAS CLEANING SOLUTIONS.

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echnology group Wärtsilä is co-operating with Amundsen Expeditions to develop a customised design for up to six new luxury expedition cruise vessels. The vessels will be capable of carrying 200 passengers and are targeted primarily at the growing Chinese market.

“The ships are designed to operate efficiently in both tropical and polar waters.

Because of the harsh environment and often remote location of the cruise destinations, special attention has been given to ensuring the ships’ operational reliability,” reveals Markku Miinala, General Manager, Ship Design Sales at Wärtsilä Marine.

The Wärtsilä team has worked in close cooperation with Amundsen Expeditions to develop a concept that meets the owner’s precise specifications and requirements. The vessels are designed to be fitted with a complete package of Wärtsilä solutions, including Wärtsilä 32 engines, electric propulsion, the Wärtsilä Nacos Platinum

bridge system for navigation and communication, as well as Wärtsilä automation solutions.

“We have great respect for Wärtsilä’s experience and broad portfolio of high quality solutions. This is important to us as these cruise ships are highly complex and require advanced design expertise”, states Captain Rajko Zupan of Amundsen Expeditions, who has been actively involved in the ship’s design since the inception of the project. “The cruise ships will feature all outside guest cabins, presidential suites, winter gardens and the latest environmental equipment. We appreciate Wärtsilä’s ongoing support in this project.”

NOx Reducer

Also on board will be Wärtsilä’s selective catalytic reduction (SCR) system for the abatement of nitrogen oxide (NOx) emissions. It is one of the few technologies capable of reducing Nitrogen Oxides down

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.

EXHA UST GA S CLEANING SYSTEMS to the levels required by today’s most stringent regulations. The Wärtsilä NOx Reducer (NOR) has been developed to enable vessels to comply with the IMO’s Tier III emission levels, while still maintaining a compact design optimised for marine applications.

The NOR is available for both newbuild and retrofits and is compatible for operation on both distillate and heavy fuel oils.

Furthermore, with the Wärtsilä NOx Reducer, the overall performance of the engine and exhaust gas cleaning system is optimised in terms of emissions reduction, noise abatement and engine efficiency.

The NOR is compatible with the entire portfolio of Wärtsilä 4-stroke engines. The technology has been developed and tested with Wärtsilä engines to ensure safe and flexible operation, and features an integrated communication system. The product also works very well in combination with the Wärtsilä compact silencer and any of Wärtsilä’s scrubbing systems. Together, this forms a complete package comprising efficient energy production, silencing, and a full emissions reduction system.

continuing to operate on heavy fuel oil (HFO). The legislation became effective in January 2020.

The Wärtsilä hybrid solution allows for maximum flexibility of the EGC system, whilst scrubbing the sulphur from the exhaust gases. This hybrid system can be operated in either open- or closed-loop settings; and while operating in closed-loop mode, there is no overboard discharge as the wash water circulates from the scrubber unit to a process tank with seawater being used as make-up replenishment water as needed.

“We previously worked with Wärtsilä and are familiar with the quality and reliability of the group’s solutions”, comments Giovanni Canu, Vice-President Special Projects and Operational Support at Norwegian Cruise Line Holdings.

“We were confident, therefore, that the team there could design and engineer a sulphur emissions abatement system that could be successfully integrated into our two vessels. The VSOx scrubbers are the right choice for this project, being both efficient and the right technical solution.

They will allow us to serve our customers, the environment, and society in general by meeting and exceeding the strict regulatory and environmental targets.”

Delivery of the equipment is scheduled for the first half of 2020. For the past seven years, Wärtsilä has had an engine maintenance agreement with NCL, and four new NCL cruise ships, currently under construction, will be fitted with Wärtsilä engines and scrubber systems. i. wartsila.com

The main component of the NOR installation is the Reactor with a soot blowing unit and the catalyst elements, which are validated with Wärtsilä engines and with different fuel oil qualities.

Hybrid scrubber systems

Earlier this year, Wärtsilä announced it was supplying Hybrid Exhaust Gas Cleaning System (EGCS) packages, or scrubbers, to two cruise vessels owned and operated by Norwegian Cruise Line (NCL). The 325m long Norwegian Breakaway and Norwegian Getaway will be fitted with Wärtsilä EGCS, ensuring the vessels’ compliance with International Maritime Organisation (IMO) sulphur restriction legislation while

Image courtesy of Wärtsilä.

The new luxury expedition cruise vessels designed by Wärtsilä and Amundsen Expeditions will have a selective catalytic reduction (SCR) system for the abatement of nitrogen oxide (NOx) emissions.

Image courtesy of Wärtsilä.

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SHIPBOARD A UTOMATION & MARITIME ELECTRONICS

The new MS225 controller is part of a navigation lights control and monitoring system.

Full control MARBLE AUTOMATION’S CONSTANT SEARCH FOR INNOVATION

HAVING STARTED OUT AS A SPECIALIST IN AUTOMATION SYSTEMS FOR FISHING VESSELS, MARBLE HAS

BY NOW GROWN INTO A GLOBAL partner in automation for all types of vessels including superyachts. The company is continuously developing innovative alarm, monitoring and automation products and systems.

U

nmanned machinery spaces onboard vessels are subject to strict regulations and require adequate alarm and monitoring systems. Marble Automation has recently released its MS31 system. It has already been granted type approval by Bureau Veritas. The system is installed inside the machine room of either new-build or existing vessels. It functions as a monitoring system of anybody working in the machine

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room. If no one is in the machine room, the unmanned button is activated. Any crew entering the machine room will switch the unit to manned and will have to report back every 27 minutes. The fully configurable main unit is connected to the extensions MS2006 via a combined powercommunication cable. The MS31 system can be used in combination with any existing alarm system. Exchange of information is carried out by dry contacts.

The MS31 is just one of several new products developed by Marble Automation.

The company is also putting the finishing touches on a control unit for navigation lights. The MS225 controller is part of a navigation lights control and monitoring system, consisting of one or more controllers and a HMI device that meet the MSC.253(83) resolution requirements.

A direct current (DC) version is available for LED and 24V incandescent lights, as well as an alternating current (AC) version for 115V AC or 230VAC navigation lights. Each

Marble Automation recently launched MS31, a monitoring and alarm system for unmanned machinery space.

controller can handle up to twelve double navigation lights and each channel has a removable insert card. “The beauty of this system is that it is compatible with a wide range of navigation lights”, states Stefan Meun-Visser, Sales Manager at Marble Automation. “Furthermore, we will always have the system in stock, which is a great advantage as there are no delivery times. It can be installed immediately.”

Systems made to measure

Marble Automation works closely with its clients to build alarm, monitoring, and automation systems from scratch. “This way, our customers can have ample input in the final look and feel of a system, ensuring that

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SHIPBOARD A UTOMATION & MARITIME ELECTRONICS it truly matches their needs and expectations’, explains Mr Meun-Visser.

“Another benefit is that when the system needs to be renewed, it can be copied entirely. This will result in less work for the electrician as the wiring remains in the same place.”

The company’s main strength is its talented pool of software engineers, each of whom has their own specialty. “Every engineer that works for us has his or her own field of interests besides software, which makes them especially skilled at seeing bigger picture, for instance when it comes to things like power management, engines or communication. This leads to us creating even better solutions for our clients”, comments Mr Meun-Visser. “The shipowner can directly communicate with the software engineer and explain how the system should work. We hereby ensure that our clients know that their new system I really is their very own system. Our company motto is ‘Full Control’, because control is precisely what we give our customers over their systems.”

From tugs to superyachts

It has been a busy time for Marble Automation, with a wide range of projects on various types of vessels. The company carried out the full readout of the hydraulics, the Esco power system and the entrance system onboard tugs SB3 and SB8 of Amsterdam’s Waternet company. It now monitors the alarm system with navigation light control and logs all information from the battery system and engine control system. The performance of the vessels can thus be controlled in detail.

For cargo vessels Arklow Wind and Arklow Willow, owned and operated by Arklow and built by Ferus Smit, Marble Automation provided an alarm system with unmanned machinery space (UMS) functionality. The readout of engine data is shown on-screen on the bridge and there is a full Voyage Data Recorder (VDR) output.

When Feadship embarked on a major rebuild of the 1954 motoryacht Istros, Marble Automation was called in to update the onboard systems. The 42m superyacht was equipped with touch-screens and the alarm system extended with UMS functionality. The crew can now easily monitor and control the batteries, the tank gauging system, the bilge system, the hatches and doors, the navigation lights, and the fire alarms. “We have also incorporated the CCTV system in the automation package”, adds Mr Meun-Visser.

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Photo courtesy of Ferus Smit/Foto Groot-Obbink.

Marble Automation installed an alarm system with unmanned machinery space (UMS) functionality on four containerships, including Arklow Wood.

“The system is integrated into the PLC system and shows the live feed from the CCTV system on a separate page.”

During its recent refit, sailing yacht Ranger also received a completely new automation system. “Upon the client’s request, we took out the complete system and updated it. We made some small adaptations, but the layout was kept similar so the crew did not have to get used to a new system”, reveals Mr Meun-Visser. “This is the beauty of Marble Automation. We can build an entirely new and improved system that feels very much the same as the old system.”

Closer to home

While COVID-19 caused some disruption by grounding the Marble Automation team in

the Netherlands, it also created new opportunities for the company. “As travel abroad has been affected, we have had to postpone some projects”, explains Mr Meun-Visser. “However, this freed up our schedule to take on a project closer to home. Rederij Doeksen’s passenger ferry Vlieland will be outfitted with a new alarm and monitoring system. Because it is a project in the Netherlands, we can get started right away. The restrictions will hopefully be lifted in the coming months, so that we can get on with the various projects that have been postponed for now. We will be ready when the time comes.” i. marbleautomation.com

During its recent refit, sailing yacht Ranger also received a completely new automation system.

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GREEN SHIP TECHNOLOGY

Increasing demand for biofuel STENA BULK, UECC, AND MINSHIP HOLDING TRIALS WITH GOODFUELS

Photo courtesy of GoodFuels.

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GREEN SHIP TECHNOLOGY

SUSTAINABLE MARINE BIOFUEL IS INCREASINGLY POPULAR AMONG SHIPOWNERS AS AN ALTERNATIVE TO FOSSIL FUELS.

A

t a time when the shipping industry is under growing scrutiny to improve its sustainability and move towards decarbonisation, GoodFuels is showing an increasing number of shipowners that its sustainable marine biofuel is a viable alternative. The company has carried out or is in the middle of various trials with companies such as MINSHIP, Stena Bulk, and United European Car Carriers (UECC).

GoodFuels Chief Commercial Officer Isabel Welten is delighted with the growing demand for the company’s MR1-100 biofuel. “Our recent partnerships show our commitment to providing the market with a credible near-zero carbon alternative to fossil fuels. We are continuously exploring options for upscaling the usage of marine biofuels within the marine segment. More broadly, we are constantly working with the industry and collaborating with partners to supply them with a sustainable solution – and this means working with a diverse range of leading organisations from across our sector.”

Viable alternative

In 2019, GoodFuels commercially rolled out its MR1-100, which is the first ever residual fuel-equivalent biofuel. It is sustainably sourced and completely derived from forest residues and waste oil products. The fuel is verified by an independent sustainability board of leading academics and NGOs in the transport sectors. Because it substantially reduces CO2 and SOx emissions, GoodFuels’ Bio Fuel Oil (BFO) ensures compliance with the International Maritime Organisation’s (IMO) 2020 Sulphur Cap, Greenhouse Gas (GHG) reduction requirements and upcoming regulations to reduce carbon intensity from shipping.

“The biofuel ‘drops in’ to normal fuel tanks, virtually eliminating all carbon emissions – between 80 to 90% well-to-propeller –

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compared to fossil equivalents”, explains Ms Welten. “Alongside supporting the industry’s impending decarbonisation goals and due to the absence of sulphur, the BFO is also a viable alternative to both distillates and Ultra Low Sulphur Fuel Oil. The first year of supplying this product to the market has proved very successful and as such, we are working hard on scaling volumes.”

Industry pioneers

Stena Bulk Medium Range (MR) vessel Stena Immortal recently completed a ten-day sea trial during which the vessel ran on 100% biofuel in typical commercial operation.

During the trial, BFO was tested in tanks, storage, and as it burnt in the engines, the fuel proved to be a technically-compliant alternative to the fossil default for oceangoing tanker vessels.

“We like to show the industry that we can start reducing the carbon footprint of shipping here and now, while maintaining the highest quality technical and commercial operations. The Stena Immortal performed very well running on the biofuel, whilst continuing to deliver according to our customers’ needs without any disruption”, says Erik Hånell, President and CEO Stena Bulk. “The industry needs pioneers willing to collaborate, share knowledge, and push the development towards more sustainable shipping. We’re happy to collaborate with GoodFuels in this test to take on that mission and we encourage others to join us.”

Following the successful trial on Stena Immortal, Stena Bulk and GoodFuels Marine will continue working together to gain more experience and scale the usage of Bio Fuel Oil as an alternative to conventional fossilbased fuel.

and Santander, Spain. The bio-bunkering, which will take place in the Port of Rotterdam, will be the first in a series of bunkering operations between March and May 2020. The trial is expected to result in a reduction of more than 6,500mt of CO2 emissions on a well-to-propeller basis.

“We are excited to play a leading role in accelerating sustainable biofuel uptake for the RoRo segment,” comments Daniel Gent, Energy & Sustainability Manager at UECC. “This agreement demonstrates our commitment to reducing the carbon footprint of our existing tonnage and further complements the emissions reductions on our existing LNG fleet, as well as our LNG battery hybrid newbuilds.”

Alternative to fossil fuels

Bavarian ship management company MINSHIP and its subsidiary MINMARINE in April announced that bulk carrier M/V Trudy successfully bunkered biofuel at the Port of Rotterdam. It was part of a ten-day trial during which the vessel sailed solely on GoodFuels’ MR1-100. The adoption of biofuel by MINSHIP is a huge step towards the ship management company and its customers reaching their ambitious CO2 reduction goals, explains MINSHIP

>>

Photo courtesy of GoodFuels.

Biofuel in RoRo segment

United European Car Carriers (UECC) started a three-month trial with GoodFuels in March. The Norway-based provider of shortsea roll-on/roll-off (RoRo) transportation will test 3,000mt of sustainable Bio-Fuel Oil (MR1-100 or BFO) on RoRo vessel M/V Autosky. The 140 meter, 2,080 vehicle carrier will test BFO on its normal route between Zeebrugge, Belgium

GoodFuels Chief Commercial Officer Isabel Welten.

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GREEN SHIP TECHNOLOGY

Stena Bulk vessel Stena Immortal bunkered GoodFuels’ Bio Fuel Oil during a successful ten-day sea trial.

Photo courtesy of Stena Bulk.

Shipmanagement Managing Director Markus Hiltl. “This trial is a significant landmark for MINSHIP, as it will allow us to demonstrate that the use of available green, alternative fuels can make shipping less dependent on fossil fuels.”

Throughout the inaugural bio-fuel-powered trial voyage taken by M/V Trudy from the Port of Rotterdam, relevant performance indicators were closely monitored to help inform future operations. Additional trials on further vessels under MINSHIP’s management are planned with a view to make biofuel a true alternative for its managed fleet to reduce carbon footprint.

Meeting the growing demand

With the growing demand for MR1-100, GoodFuels continues to scale up its biofuel production. “We are confident that with targeted growth, we can ensure that the maritime industry has all of the sustainable biofuel it needs, as part of an alternative fuel mix towards decarbonisation”, states Ms Welten. “However, this indeed requires a well-maintained balance between demand and supply, for which demand needs to grow at a controlled pace. At this moment, supply is still significantly greater than demand, but the more competitive the biofuels become and the more experience

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there is in the market, the more we expect that demand will grow.”

GoodFuels has recently partnered with the Finco Fuel Group to offer bunkering services in the Port of Rotterdam and can service vessels operating in and out of the Netherlands, from Vlissingen to Eemshaven.

“Because biofuel ‘drops in’ to vessel fuel tanks without the need for alterations to the vessel, the current bunkering infrastructure is completely fit for purpose to help vessels refuel with sustainable biofuel”, comments Ms Welten. “As the demand for our biofuel grows, we aim to supply more vessels across the globe in highly active ports. In 2017, we started a partnership with MPA in Singapore, and we would love to be able to offer a more structured supply in other parts of the world. We are looking at opportunities at ports in Western Europe, the Nordics, USA, Canada, and Australia. We hope the demand will grow to the extent where we can expand our operations around the world.” i. goodfuels.com

Photo courtesy of MINSHIP.

Bavarian ship management company MINSHIP carried out a trial with bulk carrier M/V Trudy.

Bio-refinery GoodFuels is investing in bio-refinery capacity, supporting the initiative of Dutch biomass technology group BTG to set up a bio-refinery. BTG will set up a new high-tech technology company called BTG-meXt, which will focus on building a pilot refinery for converting pyrolysis oil into 100% sustainable marine biodiesel for ships. Pyrolysis oil is made from biomass-based residues such as sawdust and roadside grass cuttings and is a sustainable alternative for replacing fossil fuels. The new demonstration facility has a planned production capacity of a modest 1,000mt of advanced marine fuel per year, with plans to scale up.

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QHSE

COVID-19 awareness and prevention VIKING SAFETY ACADEMY OFFERS FREE SAFETY COURSE

DURING THE COVID-19 OUTBREAK, WORK ONBOARD VESSELS AND ON SHIPYARDS HAS LARGELY CONTINUED. TO ENSURE THE SAFETY of SEAFARERS and maritime industry personnel, Viking Safety Academy has provided a free, online awareness and prevention course.

ALL PHOTOS COURTESY OF VIKING SAFETY ACADEMY.

I

t began as an in-house information package for Viking personnel, but has now become a popular online training course for everyone working in shipbuilding and seafaring. Viking Safety Academy has released a free COVID-19 awareness and prevention course.

“It started with a couple of instructors at

Alex Kristensen, Director of Viking Safety Academy.

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our training centre in Greece who felt we needed something for our technicians”, explains Alex Kristensen, Director of Viking Safety Academy. “We gave them some guidelines on how to behave and what to do on board and started our own in-house course. However, our online web portal can make this available to a much wider audience, so why not share it?”

Viking set out to compile the most important information available from the World Health Organisation and the International Maritime Organisation. “We are not the authors of the content; it was all compiled from reliable sources and verified by independent experts”, adds Mr Kristensen.

Protective measures

The course takes approximately 30 minutes to complete and consists of two sections.

The first relates to awareness and prevention and offers general information about the coronavirus and basic protective measures. This includes tips on personal hygiene and how to recognise the symptoms of the coronavirus.

The second part of the course covers topics dedicated to the shipping industry and protective measures on board. It provides links to the various circulars from the IMO that provide guidelines for the implementation of measures to protect health. There is advice on disinfecting public areas and the maintenance and cleaning of PPE. Other tips cover best practice on health, such as monitoring body temperature and associated record-keeping, regular ventilation of the vessel and compartments, and how to manage suspected or confirmed coronavirus cases on board. This part of the course advises on

Viking Safety Academy has provided a free online COVID-19 awareness and prevention course.

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QHSE

The online course for seafarers and maritime industry personnel offers information and practical tips on how to work safely during the corona outbreak.

safe practices during docking, such as providing dedicated areas for people coming on board. Each vessel should have an outbreak management plan that includes locations where suspected cases will be isolated, onboard clinical management, communication plans, and the disembarkation emergency procedure for a suspected case.

for seafarers and their families that is available 24 hours a day, 365 days a year.

“COVID-19 has made the change and repatriation for seafarers difficult or in many cases even impossible. Most ships have been forced to suspend crew changes”, comments Mr Kristensen. “We felt it was important to include a section on mental health.”

Mental health

Positive reception

The course concludes with a video from the International Seafarers’ Welfare and Assistance Network (ISWAN) in which counselling psychologists Dr Kate Thompson answers concerns from seafarers and offers guidance and information on managing the mental health of seafarers during the COVID-19 pandemic. It also provides information about ISWAN’s SeafarerHelp, a free and confidential multi-lingual helpline

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The course has been available since the last week of April and the initial response has been very positive, states Mr Kristensen.

“We posted the news on Facebook and we had reached more than 200,000 people in a matter of days. We thought we had some good information and we wanted to share it with the world.”

Online STCW training Viking Safety Academy has also developed an online course that has been made available through Estonia’s Reval Safety Training to offer STCW refresher training on an e-learning basis for Estonian seafarers. Once the seafarers have completed the e-learning course, either onboard or at home, they are given a provisional, six-month 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 their five-year Certificate of Proficiency. The STCW certificates extension based on e-learning is currently only available to Estonian residents. The course could however be extended to other flag states and Viking is actively looking to partner with more training providers.

i. viking-safetyacademy.com

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SHIPBOARD A UTOMATION & MARITIME ELECTRONICS

Bakker Sliedrecht is converting from time-based maintenance to condition-based maintenance.

New approach to maintenance BAKKER SLIEDRECHT IS SWITCHING FROM TIME-BASED TO CONDITIONBASED MAINTENANCE OF MODULAR FREQUENCY CONVERTERS. ALL PHOTOS COURTESY OF BAKKER SLIEDRECHT.

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t is not the age, but the actual ageing that should be leading when replacing modular frequency converters, according to dredging and offshore system integrator Bakker Sliedrecht. The company is changing its approach from time-based to conditionbased maintenance, and the first offshore crane ship is already being successfully maintained in this way.

Vessels with electrically-driven motors, but also cranes, terminals, pumps, and rollers use modular frequency converters to control their speed and power. Each frequency converter contains a capacitor bank in which the capacitors are subject to ageing.

Replacing them is a time-consuming job. It can take between seven and eight hours to replace the capacitors of a single module

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SHIPBOARD A UTOMATION & MARITIME ELECTRONICS

and the average vessel has dozens of modules on board. By monitoring their condition, shipowners are able to schedule maintenance for a time most suitable to them. This results in significant cost-savings compared to ad hoc repairs.

Most companies currently use time-based maintenance in which maintenance is based on the manufacturer’s prescribed replacement period, for instance nine years.

This replacement period is based on the most severe conditions imaginable, not on the actual ageing of the capacitors. And to be on the safe side, maintenance is usually carried out in advance of the replacement period deadline, usually coinciding with other maintenance on board to limit the amount of down-time for the vessel.

Preventing potential faults

Replacing modular frequency converters is a time-consuming job. Condition monitoring allows shipowners to schedule maintenance.

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Bakker Sliedrecht specialises in preventive maintenance. Preventive maintenance consists of condition-based inspections.

Service engineers can survey the condition of the installations during inspection.

“Together with our clients, we draw up a detailed and tailored preventive maintenance plan based upon their requested availability and reliability”, states Arend van der Velde, Head of Technology at Bakker Sliedrecht. “Our wide-ranging knowledge of systems combined with specific product knowledge ensures that our technicians are able to eliminate the causes of potential faults. Preventive maintenance results in lower risks, lower costs, and higher returns for our clients.”

The company has recently started condition monitoring of modular frequency converters. The capacitor bank of one module per cabinet is measured for inspection. By doing this periodically, it is possible to determine the progression of ageing and to plan a replacement moment based on the actual condition of the capacitors.

“Depending on different parameters such as current load, temperature, and voltage, capacitors might not last much longer than the prescribed replacement period, while others could last years longer”, explains Mr Van der Velde. “Condition-based maintenance can offer significant savings in terms of postponement of recommended maintenance and replacement of

components. Shipowners can limit downtime and its associated costs , and execute corrective maintenance.”

Predicted ageing

Bakker Sliedrecht is collecting data that shows how the ageing curve proceeds. By projecting this on the measured data, the ageing over time can be predicted.

Furthermore, prolonged downtime of the frequency converters also causes the ageing of the capacitor bank, which is not taken into account in time-based maintenance schedules.

The condition monitoring of the frequency converters takes place at the same time as the maintenance intervals recommended by the manufacturer. The client can exchange one of the modules with a spare one and send it off to Bakker Sliedrecht. “We prefer to carry out the inspection of the module in our workshop”, comments Mr Van der Velde. This is because we have available all equipment for testing both before and after the inspection. Once the inspection is done, the module is returned and can be replaced by the customer at a later date.”

Depending on the module’s condition, Bakker Sliedrecht can advise on the inspection frequency.

Replacing when suitable

The advantages of condition-based maintenance over time-based maintenance are clear. Actual ageing is taken into account, so replacement is in most cases delayed in comparison to the estimate of the manufacturer’s prescribed replacement period used in time-based maintenance. As a result, replacements can be scheduled at a more convenient time.

“We have decided to inspect more components inside the frequency converter modules. We have to open the module for inspection anyway, so it makes sense to test other components at the same time”, reveals Mr Van der Velde. “We have started using condition-based maintenance of frequency converters on an offshore crane vessel and it is being satisfactorily applied. We are already seeing a lot of interest in this initiative of condition-based maintenance from within the maritime sector.” i. bakkersliedrecht.com

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GREEN TECHNOLOGY

Artist rendering of ABB’s fuel cell technology for ocean-going vessels.

A different energy mix FUTURE-PROOF PROPULSION METHODS

WITH THE INTERNATIONAL MARITIME ORGANISATION’S (IMO) MARINE FUEL SULPHUR CAP NOW IN PLACE AND GREENHOUSE GAS (GHG) REDUCTION targets set for the next 30 years, one thing has become clear in the ongoing energy transition in marine propulsion: the solution for low emission shipping lies not in a single fuel or technology, but in the combination of all those innovative energy sources and technologies.

ALL IMAGES COURTESY OF ABB.

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NG, electric and hydrogen propulsion are some of the most popular alternative energy sources currently competing for the limelight. Innovative technology specialist ABB acknowledges the potential in all three, and recently announced several new projects involving them.

emission LNG engines and zero-emission battery power.

As a fuel, LNG virtually eliminates sulphur oxide emissions, while the Maritime Port Authority of Singapore (MPA) is also incentivising its use to support the IMO’s aims to halve ship CO2 emissions by 2050.

Hybrid LNG tug

First Onboard DC Grid

By the end of 2020, the first LNG hybrid tugboat in South Asia will be delivered to Singapore’s port. ABB’s electric propulsion, power, energy storage, control and automation technology will be at the heart of the tug. The vessel, ordered by Sembcorp Marine subsidiary Jurong Marine Services and constructed at the Sembcorp Marine shipyard, will be the first tugboat in South Asia capable of switching between low-

The project represents the first delivery of ABB’s Onboard DC Grid power and distribution system for a tug application.

Leveraging Onboard DC Grid, the vessel will be able to deploy 904kWh of battery power for zero-emission operation, as well as for peak shaving – improving utilisation of electricity use on board.

“This is a strong validation of Onboard DC Grid as the ultimate solution for power

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GREEN TECHNOLOGY management efficiency for hybrid propulsion”, states Juha Koskela, Managing Director of ABB Marine & Ports. “Futureproofing for a different energy mix makes particular sense for tugs and other port service vessels, as they are the most likely candidates to face imminent environmental restrictions”, he adds.

Variable RPM

Gas-fuelled engines face a particular challenge when it comes to the fastchanging load capabilities that tugs demand.

The vessel’s engines will be able to run at variable speeds for optimised LNG fuel economy at each load level. Additionally, through integration with an energy storage source, the batteries will be able to provide power to the tug’s propulsion system almost instantaneously. Leveraging the capabilities of Onboard DC Grid, the LNG engines will not have the need to be tied to a fixed speed against dynamic loads, and would be able to provide energy at variable revolutions per minute (RPM), further enhancing efficiency, responsiveness and sustainability of tug operations. ABB will also supply the DC drives for the PTI/PTO variable speed shaft generator, which integrates with the energy storage battery.

Fuel cell technology

ABB has also renewed its commitment to that other promising technology: large-scale fuel cell systems. The technology firm recently announced that it has signed a Memorandum of Understanding (MOU) with hydrogen technologies specialist Hydrogène de France (HDF) for the manufacturing of megawatt-scale fuel cell systems to power ocean-going vessels. The

MOU envisages close collaboration on the assembly and production of the fuel cell power plant for marine applications.

Building on an existing collaboration that was announced in June 2018 with Ballard Power Systems, a leading provider of proton exchange membrane (PEM) fuel cell solutions, ABB and HDF intend to optimise fuel cell manufacturing capabilities. 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.

Clean energy chain

Fuel cells turn the chemical energy from hydrogen into electricity through an electrochemical reaction. By using renewable energy sources to produce the hydrogen, the entire energy chain can be clean.

Shipping is responsible for about 2.5% of the world’s total GHG emissions, and the pressure on the maritime industry to transition to more sustainable power sources is increasing. The IMO has set a global target to cut annual emissions by at least 50% by 2050 from 2008 levels.

“With the ever-increasing demand for solutions that enable sustainable, responsible shipping, we are confident that fuel cells will play an important role in helping the marine industry meet CO2 reduction targets”, comments Mr Koskela.

“Signing the MOU with HDF brings us a step closer to making this technology available for powering ocean-going vessels.”

Green revenues

Among alternative emission-free technologies, ABB is already well advanced

Juha Koskela, Managing Director of ABB Marine & Ports.

in collaborative development of fuel cell systems for ships. Fuel cells are widely considered as one of the most promising solutions for reducing harmful pollutants.

Already today, this zero-emission technology is capable of powering ships sailing short distances, as well as supporting auxiliary energy requirements of larger vessels.

ABB’s eco-efficiency portfolio, which enables sustainable smart cities, industries and transport systems to mitigate climate change and conserve non-renewable resources, accounted for 57% of total revenues in 2019. The company is on track to reach 60% of revenues by the end of 2020. i. abb.com

The international port in Singapore, near Sentosa Island.

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EXHA UST GAS CLEANING SYSTEMS

Retrofitting SOx scrubbers with confidence

RETROFITTING A SOX SCRUBBER DEMANDS NOT ONLY CHOOSING THE RIGHT SYSTEM, BUT ALSO FINDING A SUPPLIER THAT CAN ENSURE A SUCCESSFUL PROJECT. ALL IMAGES COURTESY OF ALFA LAVAL.

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he task of choosing the right exhaust gas cleaning solution can be challenging, especially when it comes to a retrofit. Not only must the scrubber system meet the technical criteria, the supplier must also recognise the complexities of getting it on board; challenges which are compounded by the high intensity of the current retrofit period.

A supplier’s reference list is a clear indication of experience. But while a list of systems sold has value, it means considerably less than a list of customers who have seen solutions in practice and are willing to endorse the result.

“It’s always wise to look deeper into a supplier’s technical capabilities, global resources, logistics, processes, and best practices. Those things aren’t reflected in a list of systems sold”, comments Steven

Pieters, Sales Director, Exhaust Gas Cleaning at Alfa Laval, one of the suppliers with the most scrubber retrofit experience.

Winning strategy

A scrubber system consists of different components, the most important one being the scrubber body that is placed inside the funnel. Other equipment includes gas and water analysers, pumps, and GRE piping. In the case of hybrid or closed-loop systems, there is also equipment installed to clean the circulation water. The placement of the equipment in a retrofit project varies, depending on the available space on board.

Alfa Laval has successfully completed more than 150 Alfa Laval PureSOx scrubber retrofits, at all major shipyards worldwide.

This has given the team unique insights that are constantly applied to improve Alfa

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EXHA UST GA S CLEANING SYSTEMS

A scrubber system consists of different components such as the scrubber body placed inside the funnel, gas and water analysers, pumps, and GRE piping.

Alfa Laval has successfully completed over 150 Alfa Laval PureSOx scrubber retrofits at all major shipyards worldwide.

Laval’s retrofit processes. “We’ve found that delivering PureSOx scrubbers as prefabricated components and modules is a winning strategy, as it saves time and work on board”, states Mr Pieters. “For faster installation, the scrubber can also be built into a new funnel on the shipyard quay and easily lifted on board.”

Whatever the individual solution, planning and preparation are important. “Each installation has its own challenges”, adds Mr Pieters. “To minimise the vessel’s downtime, we usually perform some of the preparations while sailing.”

Tight cooperation

A vital aspect of reducing downtime, overcoming obstacles, and guaranteeing success is ensuring a tight cooperation between supplier, ship owner, shipyard, and

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We’ve found that delivering PureSOx scrubbers as prefabricated components and modules is a winning strategy, as it saves time and work on board.

any engineering company involved. This is a matter of not only strong documentation, but also of communication and routines. “We appoint a dedicated project manager who takes responsibility for each retrofit. It’s important for that person to stay on top of the current status and conditions, which is why we emphasise having local project managers that are readily accessible and in easy reach of the yard”, explains Mr Pieters. “Each new project begins with a kick-off phase in which our dedicated project team aligns the goals with the customer. Throughout the project, we have regular status meetings to deal with anything that arises and ensure that everything is moving forward.”

Meeting requirements

According to Mr Pieters, Alfa Laval’s welldeveloped processes are not only for

efficiency, but also to ensure the expected results. “Through technical and practical measures, we can generally limit the total retrofit downtime to between two and four weeks. However, we also take full responsibility for seeing that PureSOx is in compliance, both through our commissioning at sea and by facilitating the class and flag state approvals.”

Decade of operating experience Alfa Laval’s PureSOx is a wet scrubber system that washes the exhaust gas stream by forcing it into contact with a liquid. In the case of marine SOx scrubbers, this liquid could be seawater, which is naturally alkaline, or fresh water mixed with an alkaline additive, usually caustic soda or magnesium hydroxide. When the exhaust gas is treated in a scrubber, the water

>>

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EXHA UST GAS CLEANING SYSTEMS

For faster installation, the scrubber can also be built into a new funnel on the shipyard quay and can be easily lifted on board.

Steven Pieters, Sales Director, Exhaust Gas Cleaning at Alfa Laval.

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alkalinity converts the gaseous SOx into sulphate salt in a process called neutralisation. This sulphate salt, which is chemically different from SOx, ends up in the ocean through the scrubber water discharge. “Sulphate salt is not harmful to humans or the environment and there is already a large amount of sulphate salt naturally present in the ocean”, comments Mr Pieters.

The SOx scrubber systems can be configured in three different operating arrangements: • Open-loop arrangement: seawater is used to scrub the exhaust gas and remove SOx. After passing through the scrubber, the wash water is legally discharged into the sea.

• Closed-loop arrangement: the scrubber uses seawater or fresh water which is dosed with an alkaline additive and recirculated. As it becomes polluted, circulation water is cleaned, discharged and replenished to retain capacity.

• Hybrid arrangement: this provides both

open-loop and closed-loop modes. The mode can be switched at the push of a button.

“There are many good reasons to choose Alfa Laval PureSOx”, voices Mr Pieters. “We have more than a decade of operating experience at sea. The first PureSOx system on Ficaria Seaways has spent thousands of hours in compliant operation – and is still going strong. We also have an extensive global service network dedicated to helping our customers get the most from their PureSOx scrubber system. Our experts can be reached 24/7 for remote support and we have a large team of service engineers available in ample major ports, so help is never far away.” i. alfalaval.com

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PEOPLE David Roodenburg

Jaap de Lange

Dr Lars Grünitz

James Clayton

CEO

Managing Director

Managing Director

Director

appointment at

appointment at

appointment at

HUISMAN EQUIPMENT

AEGIR-MARINE

NORSTAR SHIP MANAGEMENT

CAMPBELL JOHNSON CLARK

David Roodenburg, third generation of the Roodenburg family within the company, has been appointed as CEO of Huisman. His father, Joop Roodenburg, built the company from a regional player to a reputable multinational. Joop Roodenburg is currently active as President, after he appointed Theo Bruijninckx CEO in April 2018, in order to prepare the company for the next generation. Mr Bruijninckx will continue as company CFO.

The Board of AEGIR-Marine has appointed Jaap de Lange as Managing Director. Jaap will guide the AEGIR-Marine Group through today’s challenging times and will further empower AEGIR’s position as worldwide leader in Stern Seal & Propulsion Services. Mr De Lange started his career in the Royal Dutch Navy, and consulted in a variety of roles for 23 years. Since 2009, he worked for Damen Shipyards in several senior leadership positions.

Dr Lars Grünitz has joined Singapore-based Norstar Ship Management (NSM) as its Managing Director. The appointment marks the next phase of Norstar’s development as an integrated ship management company and owner with a renewed emphasis on thirdparty technical management services for other owners and partners in the industry. Dr Grünitz holds a doctoral degree in Naval Architecture.

Campbell Johnson Clark (CJC) has promoted James Clayton to Director. Specialising in transactional, corporate and ship finance law, Mr Clayton takes up the role after nearly five years as a Senior Associate. Having advised on ship financing, restructuring, sale & purchase, construction and general commercial shipping contracts, he also has experience in offshore O&G transactions, leasing, ECA-backed products, securities and corporate finance.

Duncan Ealand

Cole Merritt

Director

Sales Manager

Peter Gonzalez Aftermarket Sales and Training Manager

appointment at

Otto Preiss COO

appointment at

appointment at

appointment at

CAMPBELL JOHNSON CLARK

MARINE JET POWER

MARINE JET POWER

ROLLS-ROYCE POWER SYSTEMS

Campbell Johnson Clark (CJC) has appointed Duncan Ealand as new Director. He has been a solicitor with CJC for seven and a half years, mostly spent as a Senior Associate, and has a background in both wet and dry litigation across a broad range of P&I and FD&D work.

Mr Ealand has experience of all aspects of commercial arbitration and High Court matters in a Maritime law context.

Cole Merritt has joined Marine Jet Power (MJP) in the role of Sales Manager responsible for OEM sales in North, South and Central America.

He served in the United States Marine Corps until 2007. Most recently, Cole was employed by the Mack Boring & Parts Company responsible for dealer accounts for Scania Marine, providing technical sales support and account management. He holds a bachelor’s degree in Business Administration from the American Military University.

Peter Gonzalez is Marine Jet Power’s new Aftermarket Sales and Training Manager responsible for aftermarket sales and training in the Americas region. He served in the U.S. Coast Guard and Coast Guard Reserve from 1978-2013.

Most recently, he was the Sr. District Sales & Service Manager for Honda Motor Co. where he provided product sales and service support. Mr Gonzalez holds a bachelor’s degree and is fluent in Spanish.

Rolls-Royce Power Systems has appointed Otto Preiss as Chief Operating Officer (COO) to the Management Board. In the course of a professional career spanning over 30 years at power and automation specialist ABB, Preiss has accumulated wide-ranging experience in various global leadership positions.

Most recently, he was Group Senior Vice President, acting in the role of Chief Operating Officer Digital, and prior to that headed up ABB’s global Motors and Generators division.

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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 3 | 4 7

20-05-20 14:34

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 4 Posidonia & Adipec Hoisting & Lifting Equipment Dredging Vessels & Equipment Decom- & Heavy Lift Vessels Focus on Germany Copy deadline | 12 August 2020 Advertisement deadline | 7 September 2020

Photo courtesy of Centralog.

ShipBuilding Industry – Issue 5 SMM Hamburg 2020 Ship Design Interior/Exterior Paint & Coating Systems Deck Equipment & Machinery Autonomous Shipping Copy deadline | 21 October 2020 Advertisement deadline | 16 November 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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20-05-20 12:47

EX T SM RA M DIS HA TR M IB BU U RG TIO 20 N A 21 T

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SBI 2020 | VOLUME 14 | ISSUE 3

SB I VOL. 14 ISSUE 3 | 2020

ShipBuilding i n d u s t r y

GREEN SHIP TECHNOLOGY

Demand truly recycled aluminium

Visit hydro.com/circal to learn more.

Aluminium Stewardship Initiative

Exhaust gas cleaning systems SHIPBUILDING-INDUSTRY.EU

Hydro CIRCALÂŽ is a range of products made with recycled, post-consumer scrap. Regardless of the final application, using recycled aluminium diverts waste from landfills, saves natural resources, and reduces the need for virgin material, ultimately reducing CO2 emissions.

Growing demand for scrubbers

harnessing aerospace technology green ship technology

Better crew training needed for CO2 firefighting systems QHSE