ShipBuilding Industry Issue 4 2020 by Yellow & Finch Publishers

SBI 2020 | VOLUME 14 | ISSUE 4

SB I VOL. 14 ISSUE 4 | 2020

ShipBuilding i n d u s t r y

ALUShip Connect RESEARCH & DEVELOPMENT

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A NEW GENERATION OF SHIP CABLES

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LESS WEIGHT

WINDEA JULES VERNE

HAPTICS & AUTOMATION IN SUBSEA INDUSTRIES RESEARCH & DEVELOPMENT

Back to the future naval architecture & design

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Bigger, braver, better IN THIS, THE FOURTH ISSUE OF SHIPBUILDING INDUSTRY IN 2020, WE EXPLORE THE THEME OF ‘BIG DATA’, TAKING A CLOSER LOOK AT HØGLUND MARINE’S PROPOSITION FOR A DUAL APPROACH IN THE FACE OF IMO DECARBONISATION; that of legislative requirements for data access and widescale appreciation of the benefits in the field of automation in shipping (page 30). We also hear from Roel Kuiper, Research & Development Engineer at Seatools, on the role of haptics and automation in subsea industries (page 14). We push forward into a brave new world post Covid-19 and celebrate Dutch shipbuilder Damen’s successful keel laying of its 75m Crane Barge 7532 on page 34. Due to be delivered in Panama once completed, the new crane barge will be outfitted with a state-of-theart crane at Huisman’s Zhangzhou facility, giving it the capability to lift 625 tonnes at 25m. Our four ship reports this issue take in very different yet equally significant ships. Thecla Bodewes Shipyards delivers its second shallow-draught pusher tug, Tenacious (page 10) and Jan De Nul Group’s first dredger with ultra-low emissions, Sanderus, resets the sustainable bar on page 18. We also explore Ulstein Verft’s next generation hybrid offshore wind vessel, the Windea Jules Verne (page 24), while on page 37 we learn about Dongara Marine’s latest cray boat, with fuel-efficiency and reliability as its two main drivers. We learn how Incat Crowther puts flexibility first with its custombuilt, future-proofed vessels (page 42) and we explore Unique Group’s new brand of buoyancy bags (page 29). On page 40, we unveil Wärtsilä and Pastrovich Studio’s new concept for a boutique cruise liner with a focus on sustainability, and DEKC Maritime looks at designing vessels today that can adapt to future developments on page 20. Thank you, as always, for all of your support, and we look forward to seeing you again as soon as possible. Julia Zaltzman EDITOR

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Don’t get even, get MAD.

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FUTURE-PROOF The Marine Aggregate Dredger is fully equipped for offshore mining at significant depths, in all conditions. And, with their Tier III engines and no ballast water requirements, the MAD is ready for tomorrow’s world.

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contents

ISSUE 4 | 2020

40 30

BIG DATA

SHIP REPORT

REGULARS

Tenacious – Thecla Bodewes Shipyards’ second shallow-draught pusher tug

Sanderus – Jan De Nul Group builds first dredger with ultra-low emissions

01 05 45 48

Windea Jules Verne – Ulstein Verft delivers new hybrid offshore wind vessel

Force of Nature – Dongara Marine delivers on fuel-efficiency and size

Automation and data – Høglund Marine Solutions proposes a decarbonisation strategy

NAVAL ARCHITECTURE & DESIGN

Putting the yacht into cruising – Wärtsilä and Pastrovich Studio join forces

Back to the future – Incat Crowther puts flexibility first

RESEARCH & DEVELOPMENT

Haptics and automation in subsea industries – Bachmann

General cargo designs – A new generation of DEKC Maritime vessels

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

SPECIAL FEATURE

A buoyant solution – Unique Group enters partnership with Tugdock

A brave new world – Damen pushes through Covid-19 limitations ON THE COVER

Ulstein Verft delivers Bernhard Schulte’s next generation hybrid offshore wind vessel, the Windea Jules Verne. Photo courtesy of Ulstein Group.

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50,000 TONNES OF SHIPBUILDING STEEL IN STOCK

Tailor-made worldwide deliveries.

From 8 - 11 September 2020 we attend the SMM fair in Hamburg #Hall7 4 | S B I 2 0 2 0 | Vo l u me 14 | Issue 4

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NEWS IN BRIEF Maritime navigation supplier Furuno acquires EMRI A/S Danish provider of advanced ship manoeuvring systems Furuno has announced the acquisition of fellow Danish steering specialist EMRI A/S. Based near to Copenhagen, EMRI is a prominent provider of steering control systems, autopilots and track control systems. Muneyuki Koike, Senior Managing Director at Furuno, said: “We are very pleased to welcome EMRI and our new colleagues to Furuno’s organisation. The acquisition of EMRI complements our existing and growing presence in the marine market and reinforces our strategy to enhance safety and efficiency at sea.” i. www.furuno.dk

Bakker Sliedrecht makes sailing efficient with generator protection system Bakker Sliedrecht has developed a generator protection system (CDG Protection) that makes operating with a closed bus system when sailing more efficient and safer. The class-approved system is of particular importance for offshore diesel-electric vessels with a dynamic positioning system where blackouts are not permitted. “This protection is mandatory for DP vessels which sail with a closed bus system. On other ships, the crew must determine what to do in case of a failure or deviant behaviour. Then it depends on how alert they are”, said Paul Bracké, who retired from Blakker Sliedrecht in 2019. i. www.bakkersliedrecht.com

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November

February

May

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Technical competence Service with passion We at MAN PrimeServ understand that performance and reliability are paramount to your business. You need technical competence that drives your success. MAN PrimeServ’s many decades of hands-on experience and its diverse portfolio provide this. With MAN PrimeServ as your partner you benefit from state-of-the-art technical and digital solutions that fit your individual situation. What’s more, these benefits are brought directly to your business through a global network of local experts. Whatever the time and wherever you are in the world, you can count on MAN PrimeServ as a strong service solution provider for your needs. To find out more about our technical competence, please visit: www.man-es.com 6 | S B I 2 0 2 0 | Vo l u me 14 | Issue 4

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NEWS IN BRIEF Royal IHC delivers TSHD to Port Authority of Douala In August 2020, Dutch shipbuilder Royal IHC successfully delivered the 3,000m3 trailing suction hopper dredger Mont Mandara to Cameroon’s Port Authority of Douala (PAD). The Mont Mandara is from IHC’s popular standardised range of dredging vessels, ideal for common maintenance and land reclamation projects. It offers exceptional flexibility to PAD as it can be customised to adapt to its dedicated working environment. Initially, it will be used to execute vital dredging work to maintain the access channel to the port of Douala- Bonabéri. i. www.royalihc.com

Modulift and pewag group announce strategic alliance Global supplier of custom-designed heavy lifting equipment, Modulift, has announced a new strategic alliance with pewag group, one of the oldest chain manufacturers and home to worldwide leading brands for integrated safety solutions for man and machine. The partnership is expected to leverage each company’s unique strengths and assets to expand customer reach, as well as to promote the service to a higher level. Ägyd Pengg, Managing Director of pewag group said: “Adding the know-how, products and services of Modulift to our existing range of lifting devices is a perfect match.” i. www.modulift.com

Sanmar Shipyards to use Voith Schneider Propeller for VectRA 3000 series Turkish shipbuilder Sanmar Shipyards has confirmed it will be using Voith’s Schneider Propeller for the third ship in the VectRA 3000 series. Decisive factors were the high reliability and performance of the propeller: “The outstanding efficiency of the Voith Schneider Propeller minimises performance requirements and thus reduces fuel consumption while maximising safety for the ship and the environment”, said Ali Gurun, Vice President at Sanmar. i. www.sanmar.com.tr

| Read more on shipbuilding-industry.eu

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Experience the Progress.

Liebherr CBB series: High performance for heavy lift • Up to 1000 t lifting capacity and 42 m outreach – Ready for a wide range of heavy lift projects • Low self-weight and centre of gravity – Increased stability and faster balasting • Litronic® crane control – Highest precision, speed and safety without control delay • LiDAT data transfer – Quick troubleshooting on the crane monitor and by remote service • Heavy lift ship cranes – Proven Liebherr technology and professional service worldwide

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NEWS IN BRIEF AncoferWaldram Steelplates flexes its muscle AncoferWaldram Steelplates B.V. (AWS) is a stockholding wholesaler and steel service centre that has specialised in the supply of hot-rolled heavy carbon steel (quarto) plates and profiled parts for more than 40 years. Over time, AWS has developed into a business that sets the standard for its industry. It is the combination of comprehensive stocks of 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. The services AWS provides for all kinds of custom products, together with the expert advice provided by its staff, are what makes AWS a valued partner for customers. AWS is a company of the Dillinger Group in Dillingen, Germany, Europe’s leading producer of heavy steel plates with an annual rolling capacity of 2.0 million tons. i. www.ancoferwaldram.com

All-aluminium ferry Nairana equipped with Schottel propeller The Incat Crowther-designed all-aluminium ferry Nairana built by Australian shipbuilder Richardson Devine Marine (RDM) has been successfully delivered to ferry operator Sealink Tasmania equipped with a state-of-the-art propulsion system from Schottel. A structurally identical sistership is currently under construction at RDM. Roger Janes, Sales and Marketing Manager of RDM, said: “The brief was to provide two unique new vessels that are highly manoeuvrable to facilitate rapid turnaround times, have multiple engines for redundancy, and are economical. Overall, they needed to be uncomplicated and reliable. By installing Schottel rudder propellers, the challenge was enthusiastically met and successfully overcome.” i. www.schottel.com

Voith delivers on order for eight electric VSP German drive technology manufacturer Voith has successfully delivered on its order from Norwegian shipping company Østensjø for eight electric Voith Schneider Propellers. The order is for four new offshore service vessels, and the all-electric VSP supports the shipping company in achieving its emission targets. Its reported that accurate dynamic positioning and optimum manoeuvring performance were the decisive factors. The electric version of the VSP is characterised by lower fuel consumption in dynamic positioning because it acts very quickly against disturbing wind, wave and flow forces. i. www.voith.com | Read more on shipbuilding-industry.eu

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SHIP REPORT

Tenacious THECLA BODEWES SHIPYARDS DELIVERS ITS SECOND SHALLOW-DRAUGHT PUSHER TUG.

A PERFECT FIT FOR RIVERS THAT INCREASINGLY EXPERIENCE FREQUENT LOW WATER PERIODS, TENACIOUS IS THE FIRST OF SIX PUSHERS CURRENTLY UNDER CONSTRUCTION AT THECLA BODEWESâ&#x20AC;&#x2122; SHIPYARDS.

ALL PHOTOS COURTESY OF THECLA BODEWES SHIPYARDS.

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SHIP REPORT

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SHIP REPORT

utch ship builder Thecla Bodewes Shipyards successfully launched its latest shallow-draught pusher tug this year. Floated out at its Kampen facilities in May, it was moored at the quay in Kampen, ready to be put into operation and prepared for sea trials before being officially delivered in June. Tenacious is the second pusher tug that Thecla Bodewes has built for French river transport operator Compagnie Fluviale de Transport (CFT). At 29.5m in length, the launch of the KP1250 Pusher comes almost one year after TB Shipyard’s delivery of the first vessel in the series, Ambitious, in Feb 2019. CFT is the market leader in river transport in France, currently expanding its fleet of vessels to the Danube. New build shallow draught pushers Tenacious and Ambitious, are a perfect fit for the rivers that CFT operates in, which are increasingly experiencing frequent low water periods.

Pushing forward

CFT, founded in 1948, owns and manages up to 200 ships, from barges and pushes to self-propelled barges. Its area of expertise is

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The new shallow draught pushers, Tenacious and Ambitious, are the first vessels specifically intended for the Danube. transporting dangerous goods (gas, liquid, solid, bulk or packaged) and designs all of its fleet in-house. The French shipowner has been working with Thecla Bodewes for the past 15 years, in which time the yard has built several of its vessels. These include vessels that are suitable for operation in the Rhône and the Seine. The new shallow draught pushers, Tenacious and Ambitious, are the first vessels specifically intended for the Danube. Tenacious is the first of six pushers under construction at the Thecla Bodewes’ shipyard in Kampen and at Barkmeijer

Shipyards in Stroobos. These pushers are built for French, German and Dutch clients and will be completed in 2020-2021. In addition, Barkmeijer has just delivered a new innovative sand and gravel dredger, Anchorage, to Zealand-based company De Hoop Terneuzen. Thecla Bodewes specialises in building pushers, sea going vessels, fishing ships, low-profile coasters, day-passenger ships, and lightweight inland navigation vessels, from the initial concept through to construction. It has earned a reputation for advanced innovation within complex ship builds, delivering on stability, speed, energyreduction and sustainability, as well as individual specific requirements. i. www.tbshipyards.com i. www.cft.fr

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RESEARCH & DEVELOPMENT

The remote control of sub-sea robots is very difficult for the human operator, due to the unpredictable environments, limited visual and haptic feedback, and slow vehicle dynamics.

Haptics and automation in subsea industries “HAPTIC FEEDBACK CREATES AWARENESS OF WHAT A MACHINE IS DOING, GIVING THE HUMAN OPERATOR INSIGHT INTO HOW THE MACHINE IS BEHAVING.” ROEL KUIPER – RESEARCH & Development Engineer at Dutch subsea specialist Seatools – is talking about the potential benefits to be gained from haptic feedback in the challenging environment of the subsea world.

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RESEARCH & DEVELOPMENT

r kuiper goes on to state that the sense of touch is engrained into the very foundation of how we interact with our surroundings. “We touch and feel everything”, he says. “By picking up a coffee cup, for example, we know if it is full or empty. And then we can move that cup without spilling the coffee.” This tactile ability is so innately wired into our behaviour that we go through our daily lives not giving it a second thought. However, in a modern world where (automated) machines are playing an evermore important role in our lives, haptic feedback is most definitely a subject that we need to be paying more attention to. “As soon as machines perform operations, we are eliminating haptic feedback. But, in doing this, we are making it more difficult for ourselves to control these machines.” Mr Kuiper’s point here is that, haptic feedback gives us the possibility to regain the control of machine operations; the outcome of this will have major effects on productivity, training and safety of operations.

Muddy or rocky?

Turning our attention back to Mr Kuiper’s involvement in this fascinating subject, he

has spent his entire academic career studying haptics in the maritime subsea industry. His first contact with Seatools was in 2009, as an intern during his Offshore Engineering company internship while studying at the University of Technology Delft. This focused on developing a simulator for a backhoe dredger. “My work included creating software protection for the simulator and building haptic feedback into the joystick controls, allowing the human operator to actually feel what was happening. First, when the machine makes contact with the seabed. Second, the amount of force required to move through the seabed – for example, is it muddy or is it rocky? And third, if the excavator bucket is stuck, on a boulder, for instance.”

Rare earth minerals

After graduating, Mr Kuiper continued his study with a double Master’s between 2010 and 2012, also at University of Technology Delft and also in association with Seatools. The first of these Master’s followed the subsea track of offshore engineering by investigating the rock yielded from subsea mining, and the amount of energy required to mine and process it. The second Master’s, in mechanical engineering on the biorobotics track, focused more on the

automation of the human subsea robot interface. Once again this required the construction of a haptic feedback simulator. Straight off the back of his double Master’s, Mr Kuiper continued his work with haptic feedback in the subsea mining industry by taking on a PhD in 2012. “This is definitely an interesting new market with a lot of potential – in particular for rare earth mineral mining – but it’s still on the edge of economic and technical feasibility. The idea for this PhD was to use haptic feedback to assist the human operator even further with more advanced automation”, he says, highlighting the fact that it is possible to generate haptic feedback on a joystick to generate force feedback where the controller gives suggestions about what sort of input the operator has to provide.

Linking research with industry

A continual presence running throughout Mr Kuiper’s academic studies has been Bachmann equipment within the simulator controllers forming a link between the two worlds of research and industry. “The Bachmann controller is powerful enough to enable the full dynamic model to run in real time, in addition to the haptic feedback algorithm based on the position and forces

Hoisting force

Cutting force Controller

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RESEARCH & DEVELOPMENT

The TriaR is a 3-DoF force-reflecting joystick, designed by Roel Kuiper to explore control possibilities for subsea telemanipulation.

of the excavator.” The high frequencies used by the Bachmann controller are of particular benefit, he explains. “This is very helpful because the haptic feedback going back to the human operator needs to be at least 1,000Hz to ensure that the force algorithm is stable.” The subject of increasing automation is another of the common themes in Mr Kuiper’s academic career. Moreover, it is perhaps one of the biggest industrial trends to take place in recent decades. So how does Mr Kuiper see the future role of haptic feedback in automated subsea operations? “You have to remember that this is an extremely harsh environment with no visibility and – due to costs – with limited sensors. You only have the sensors that you definitely need to do the task; never a side view or a 3D scanning camera to give you general feedback. The speed of the machine is also a challenge – the human operator has to predict what the machine will be doing in a matter of seconds ahead. Furthermore, the difficulty in controlling these machines is how to deal with the unexpected. There are no sensors for that.”

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“As soon as machines perform operations, we are eliminating haptic feedback. But, in doing this, we are making it more difficult for ourselves to control these machines.”

Towards full automation

Despite the challenges posed by the unpredictability of the subsea environment, automation by haptic feedback might be a solution for full automation in the future, he continues. “But we are not there yet. This is because, at the moment, a human is better at making the key decisions rather than the machine.” In others words, although a computer always pays attention and is never tired, it can still make mistakes. The reason for this difference between human and machine is best described by the German term fingerspitzengefuhl, which is a form of instinctive situational awareness. “It will take a lot of effort to be fully automated, but by incorporating more of this feeling into operations, we are taking small steps towards the point of full automation.”

The advantages of using haptic feedback simulators in the subsea industry are numerous, as Mr Kuiper’s academic studies, and now professional career at Seatools, is showing. Existing markets can be made more productive and more effective through simulator training and semi-automated operations. And, most notably, this development goes hand-in-hand with an increase in safety awareness. Looking further into the future, this subject will play a significant role in the exploration and profitability of new and exciting markets, too. i. www.bachmann.info

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SHIP REPORT

Sanderus JAN DE NUL GROUP BUILDS FIRST DREDGER WITH ULTRA-LOW EMISSIONS.

Photo courtesy of Jan De Nul.

TRAILING SUCTION HOPPER DREDGER SANDERUS, A DIESEL-ELECTRIC VESSEL DRIVEN WITH ASYMMETRIC LOAD SHARING, RESETS THE SUSTAINABLE BAR.

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he trailing suction hopper dredger (TSHD) Sanderus is Jan De Nul’s fourth ultra-low emission vessel (ULEv) that has been launched within the past year. Built in Singapore, it features a two-stage catalytic filter system on board, making it one of the most sustainable dredgers on the market today. Having arrived in Belgium in February of this year, it will undertake maintenance dredging works in the Flemish coastal ports over the next two years. Its primary role will

be to maintain the navigation depth in the marine access channels to the Flemish ports under the authority of the Flemish Government. Another three major vessels with the same ULEv technology are currently under construction. The point of focus for its ultra-low emissions is on air quality. Fitted with a cutting-edge Selective Catalytic Reduction (SCR) system that Jan De Nul claims “renders nitrogen

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SHIP REPORT

For its entire maritime fleet, Jan De Nul Group is aiming for 100% renewable fuel. Minimal impact

With the arrival of Sanderus, Jan De Nul is not only investing in air quality but also setting ambitious greenhouse gas reduction targets to reduce its climate footprint. The newest dredger is a diesel-electric, featuring Veth azimuth propulsion and bow thrusters, Siemens frequency drives and an Integrated Monitoring & Control System for the dredge installation built by Ingeteam. The major drives (thrusters, dredge pump, jet pumps, etc.) are electrically driven, which means that each system can operate at its optimal speed and power, with the power itself being generated by three diesel ABB generator sets. A control system automatically starts and stops the sets depending on the power requirement, and asymmetric load sharing results in optimal load distribution over the diesel generator sets. All these measures result in a low fuel oil consumption, which is the best in its class. For its entire maritime fleet, Jan De Nul Group is aiming for 100% renewable fuel. Made from waste product, the new fuel is a certified sustainable substitute to fossil fuels. Its first TSHD vessel began running on 100% biofuel at the end of 2019, and The Group is now considering this switch for other dredging vessels.

oxides harmless”, it also has a Diesel Particulate Filter (DPF) that blocks even the finest particles. The highly advanced dual exhaust gas filter system complies with the strict EURO STAGE V emission guidelines, and puts the onus back on the shipping industry when it comes to climate change and sustainable solutions. “In a business-as-usual scenario, air pollution would be responsible for 8.8

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million deaths a year, worldwide. That is twice as many as what was assumed so far”, says Mieke Fordeyn, Director of Jan De Nul Group’s International Division. “Also, shipping has a partial responsibility in this area. And even if the dredging industry accounts for only 0.1% of the total emission of global shipping traffic, we feel personally involved in this issue and regard it as one of our core missions to do something about it.”

“Such renewable fuel offers the huge advantage that engines must not be adapted so that the fuel can be used immediately”, says Michel Deruyck, Head of Energy at Jan De Nul Group. “As this solution makes use of biological waste flows as raw material, it is also beneficial to the circular economy. Research into fuels of the future is useful, but it should not prevent us from using sustainable solutions already available today for the much-needed energy transition within the shipping industry.” i. www.jandenul.com

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RESEARCH & DEVELOPMENT

General cargo designs A NEW GENERATION OF GENERAL CARGO VESSELS WORDS BY MARLEEN LENTING, COMMERCIAL MANAGER AT DEKC MARITIME. ALL IMAGES COURTESY OF DEKC MARITIME.

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ith an aging short-sea and general cargo fleet, not to mention new rules and legislation pushing for a more sustainable and greener industry, it is time to reconsider traditional designs and make our new vessels future proof. The main challenge of our current and future designs lies in the ever-increasing speed of technological development and innovation. But how can we design a vessel today that will be able to adapt to future developments?

Hull optimisation

Vessels are often built for a lifespan of around 20 years or more and, although many elements onboard can be changed, the backbone of the vessel – the hull shape – will remain mostly the same. It is for this reason that optimising the vessel’s hull shape in an early stage of the design process will pay itself back during the boat’s operational life span.

The optimisation of new designs does not stop with the vessel hull, however. New insights and design tools allow us to optimise the holds for specific trades or increase deadweight without compromising on other aspects of the design. It is about optimising a vessel for its intended trade and route, taking new norms and regulations into account, and creating the

At DEKC, a lot of effort has gone in to utilising parametric hull optimisation; a method of determining the most optimal hull shape based on pre-set parameters by using numerical computer models and running the results through a digital basin in our CFD software. In most cases, the optimum hull shape will cause minimal resistance through the water and thus minimal fuel consumption, increasing the vessel’s performance by 20%.

Optimising a vessel’s hull shape in an early stage of the design process will pay itself back during the boat’s operational life span. At DEKC this is done using numerical computer models and running the results through a digital basin in CFD software.

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It is about optimising a vessel for its intended trade and route.

>> Marleen Lenting, Commercial Manager at DEKC Maritime.

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means that a vessel designed today can start its life running on diesel, and once an alternative source of power is available the power pack can simply be swapped out for a new one.

An example of a computer model rendering.

most efficient and effective vessel for the owners, operators and crew.

one knows exactly which direction to look for an alternative.

Marine fuels

At DEKC we are developing a concept for a modular engine room (or power pack) that can easily be swapped out for a unit running on a different source of power, whether it is hydrogen, ammonia or electricity. This

Another topic to take into consideration is the future of marine fuels. The industry knows that diesel will not last forever as the primary source of power on a ship, but no

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All of the afore-mentioned solutions come together in the latest General Cargo Designs. These in-house designed vessels are optimised for their specific trades and purposes, ranging from the highly functional and efficient EcoTrader with 5,200-ton deadweight whilst remaining under 3,000GT, to the FutureTrader with similar capacity and an additional modular and exchangeable powerpack/engine room. Other optimised designs range from 6,000 ton to more than 8,000-ton deadweight. At DEKC, weâ&#x20AC;&#x2122;re always looking to optimise new designs, so if you want to know more about the new General Cargo designs, get in touch for more information. i. www.dekc-maritime.com

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SHIP REPORT

The next generation

ULSTEIN VERFT DELIVERS BERNHARD SCHULTEâ&#x20AC;&#x2122;S NEXT GENERATION HYBRID OFFSHORE WIND VESSEL, THE WINDEA JULES VERNE. ALL PHOTOS COURTESY OF ULSTEIN GROUP.

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n June 2020, Norwegian shipbuilder Ulstein Verft successfully delivered the service operation vessel Windea Jules Verne to German operator Bernhard Schulte Offshore GmbH. A battery hybrid service operation vessel for the offshore wind industry, the Windea Jules Verne will work at the Merkur offshore wind farm where she will be operating for GE Renewable Energy. Located outside of Germany, the 66 turbines

in the farm provide green energy for approximately half a million homes. Equipped with a large, centrally positioned W2W motion compensated gangway and elevator tower for personnel and cargo transfers, the vessel is well-suited for work in operation and maintenance, as well as construction support. At the 396 MW project, Windea Jules Verne will support

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operations and maintenance of the 66 GE Haliade 150-6 MW turbines, which were commissioned in June last year.

Hybrid power

The vessel completed final tests and sea trials at the shipyard in Norway in Spring 2020. All systems were tested, including the hybrid system. The Ulstein Hybrid Power Solution introduces a new element

Change of flag, Site Manager Markus HuĚ&#x2C6;bner and Project Manager Helge Torvik.

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integrated into a ship’s main power system where the added ‘grid support functions’ give new opportunities for flexible vessel operation. The system solution contains battery energy storage, power conversion and energy management as the main elements. The holistic approach to vessel integration ensures the system works seamlessly with the ship’s existing power systems. In addition, Ulstein’s hybrid solution enables the crew to manage engine load fluctuations. The combustion engines are started and stopped according to a strategic schedule, where the hybrid power system is charged and discharged accordingly, saving fuel, energy and expenses. Hybrid power also reduces fuel emissions and general wear and tear. “Offshore wind is a renewable source of energy, and by introducing a hybrid system on this vessel the fuel consumption and emissions will be reduced – thereby the overall operations will be greener”, states Ulstein Verft.

Zero-emission mode

In zero-emission mode, the vessel is powered exclusively by the energy storage system. One major benefit is a cut in local emissions. The zero-emission mode functionality can be scaled from minutes of operation in harbour, to operations of vessels with predictable schedules in terms of activity and energy. When power demand fluctuates, the hybrid power system increases efficiency, handling the peak loads by smoothing the load of the engines. This process prevents unnecessary start-up of standby engines, improving overall vessel efficiency. And for operations requiring redundancy on power supply, such as DP operations, the hybrid power system can act as a source of spinning reserve energy, enabling the vessel to operate safely with fewer engines running.

Inverted bow

The Windea Jules Verne is based on the in-house design of the 93.4m Ulstein SX195. Accommodating 120 people, it serves as a ‘home from home’ for numerous offshore wind service engineers, as well as the ship’s

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crew. With this in mind, efforts have been made to make the Windea Jules Verne as comfortable for those on board as possible. There are several lounges in close connection to the mess room, a gaming room, a library, saunas and an exercise room. But, the key to its seaworthiness is Ulstein’s X-Bow and X-Stern. Ulstein’s inverted bow concept is widely recognised as having redefined marine engineering. First launched in 2005, the design leads to softer motions in head seas, significantly reducing slamming and vibrations. Designed to have a tapered fore ship shape with a different volume distribution as well as sectional angles, it results in a wave piercing effect at small wave heights and reduces pitching and bow impact loads in bigger seas. Rather than rising on the waves and then dropping, the X-Bow is able to distribute the force more evenly across its surface, enabling the ship to remain more stable during poor weather conditions and increasing comfort for passengers and crew alike.

Fair seas

The Windea Jules Verne is also equipped with a tower holding a personnel and equipment elevator and a heave compensated gangway for safe transferral to the offshore wind turbines for maintenance and service work. Besides the usual way of operation with the bow to the weather, the vessel can reverse stern first when operating infield and will, as an add-on, use a daughter craft to further increase the service capacity. The Schulte Group is a multinational family owned shipping company with its headquarters based in Hamburg, Germany and 30 offices all over the world. With Bernhard Schulte Offshore GmbH (BS Offshore) the Schulte Group has a dedicated ship owning unit for all offshore activities, with vessels tailor made to meet the requirements of its customers, based on a long-term charter agreement. The Windea Jules Verne is the latest addition to this fleet. i. www.ulstein.com i. www.bs-offshore.com

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SPECS Ship type Length Beam Draught Gross tonnage

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Offshore support vessel 93m 18m 5.8m 6,081GT

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Client-oriented design Client-oriented design

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CLIENT-ORIENTED DESIGN CLIENT-ORIENTED DESIGN it comes to building new vessels, weeverything take everything When itWhen comes to building new vessels we take onboard. onboard. We build andhull supervise the entire process We build and supervise from to delivery, from A to Z. from hull to When it comes to building new vessels, weeverything take everything from Ain toconsultation Z.new Every vessel is the designed in consultation When itdelivery, comes to building vessels we take onboard. We design the vessel with client, and realise the with onboard. We build and supervise the entire process the client, taking into account even the finestA of We build supervise from hull to delivery, from todetails. Z. from hull to interior toand the finest detail. delivery, from Aintoconsultation Z. Every vessel is the designed consultation We design the vessel with client, in and realise the with The high-quality application of technologies propulsion, climate the client, taking account even thefor finest ofpropulsion, details. the latest ininto technological excellence for interiorUsing to the finest detail. control,climate electronics andelectronics sanitary facilities ensures that the control, and sanitary facilities, we vessel ensuremeets that The high-quality application of is technologies for propulsion, climate every requirement. Andinall this achieved within the agreed deadline. Usingvessel the latest technological excellence forachieve propulsion, each meets every requirement. And we all of this control, electronics and sanitary facilities ensures that the vessel meets T +31 (0)184 676 climate electronics on time- control, and 140 within budget. and sanitary facilities, we ensure that every requirement. And allevery this requirement. is achieved within theachieve agreed all deadline. each vessel meets And we of this T +31 (0)184 - 676 140 www.breejen-shipyard.nl on+31 time and within T 184 676 140 budget. www.breejen-shipyard.nl T +31 184 676 140

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SPECIAL FEATURE

A buoyant solution A NEW BRAND OF BUOYANCY BAGS IS SET TO REVOLUTIONISE THE POTENTIAL OF QUICK AND EASY DRY DOCKING IN THE MARITIME MARKET.

eading integrated subsea and offshore solutions provider, Unique Group, has entered a new partnership with floating dry dock innovators, Tugdock. Following an announcement in April 2020, the company is now providing its Seaflex brand of buoyancy bags for Tugdock’s systems and will be representing the product internationally through its growing network. Tugdock’s patented modular floating dry dock system is able to lift vessels and other floating structures clear of the water at a fraction of the cost of standard dry docks. Easily transportable in standard shipping containers, it is quickly and cost-effectively taken to the vessel where the components are assembled in customised dimensions to best suit the size and shape of the vessel or the floating structure to be lifted. Available in sizes ranging from 12m x 12m to 100m x 100m it has a total lift capacity up to 15,000 tonnes. Tugdock believes it system will revolutionise the maintenance of fleets located far from the nearest shipyard, or the construction of floating offshore structures, and now it has selected Seaflex’s individually controlled buoyancy bags contained within an open steel frame structure to help make it happen.

Perfect pairing

The Seaflex buoyancy bags concept has been developed over two years by Tugdock and a team of Unique Group experts led by Graham Brading, Group Director of the Buoyancy & Ballast Division, but the official launch came in April 2020. Commenting on the partnership, Brading said: “Since each Tugdock sold will see a significant amount of Seaflex bags being manufactured in our own factory, it makes perfect sense for us to assist Tugdock in maximising their sales and we are delighted to have the opportunity to do so. With Unique Group’s increasing focus on the renewable energy sector, we envisage

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Tugdock’s patented modular floating dry dock system is able to lift vessels and other floating structures clear of the water at a fraction of the cost of standard dry docks.

significant potential for an upscaled version of the product to assist with the construction and launch of floating wind turbines, which can be up to 15,000 tonnes displacement.” Tugdock Managing Director, Shane Carr, added: “Having worked closely and successfully with Graham and his team during the research, development and trial process, we have also gained an understanding of Unique Group’s global presence. We are very happy to have appointed them to represent us in the parts of the world where they have an unrivalled presence, and to be able to benefit from that international reach.”

Keeping afloat

operations. They enable any weighty underwater objects to be brought to the surface unaccompanied, by using the buoyancy of the bag to lift them. Air Flotation bags can also be used by a diver to move an object from one underwater point to another. In addition to being for sale, the new Seaflex brand of buoyancy bags is also being offered for rental or purchase via Unique Group’s own network of bases across four continents: United States of America, Canada, Netherlands, United Arab Emirates, KSA, Qatar, South Africa, Singapore, India and Nigeria. i. www.uniquegroup.com i. www.tugdock.com

Air flotation bags are often a crucial piece of equipment for many offshore and subsea

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BIG DATA

Automation can be considered the ‘central nervous system’ of a ship.

Automation and data: The first play of a decarbonisation strategy A DUAL APPROACH OF LEGISLATIVE REQUIREMENTS FOR DATA ACCESS AND WIDESCALE APPRECIATION OF THE BENEFITS IN THE FIELD OF AUTOMATION IN SHIPPING IS VITAL IN THE FACE OF IMO DECARBONISATION.

WORDS BY BØRGE NOGVA, PRESIDENT AND CEO OF HØGLUND MARINE SOLUTIONS. ALL PHOTOS COURTESY OF HØGLUND MARINE SOLUTIONS.

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n late May 2020, Class Society ABS shared a survey that found that nearly two thirds of shipowners do not have a decarbonisation strategy in place. With the IMO decarbonisation deadlines looming, despite complications created by Covid-19, this lack of activity is concerning. A recent study from The University of Manchester found that the global shipping fleet and associated infrastructure must adopt significant and stringent carbon management strategies in the next ten years or face considerable disruption to its commercial operations following a rush to reach the IMO deadlines. However, the shipping community is hesitant to embrace the new technologies on the road to zero carbon – understandably

so, as many of the alternative fuels are still at prototype stage. One thing owners can do in the immediate term is to ensure that their automation technology is providing all the efficiencies it can. Many of these efficiencies will stem from data the automation systems generate, as well as the reliability and efficiency savings that effective automation delivers. Owners, shipyards, naval architects, legislators and class societies need to do far more to understand, specify and potentially legislate to unlock the widescale benefits of automation and its data generating capabilities to help shipping take widespread tangible steps towards an efficient, low carbon future.

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BIG DATA

The current state of automation

In an increasingly technologically driven shipping industry that operates highly sophisticated vessels, automation can be considered the ‘central nervous system’ of a ship. As the number of onboard systems increases, the hardware and accompanying automation technology will grow and often come from many different suppliers. This is only likely to become more complex and advanced as environmental regulations become increasingly stringent and technologies evolve. But hardware suppliers will often give little consideration for how their system will integrate and work effectively alongside other onboard systems. This can result in onboard automation being clunky, inefficient, unreliable and costly for the crew and owner. For example, an electronic control room can have 10-20 different monitors and stand-alone systems, such as the propulsion management system, tanksounding, bilge, HVAC, refrigeration compressor control, engine safety and valve control. Not only is this overly complex and creates difficulties for vessel maintenance, but the ability to access system data logs is significantly hampered, with some still using unreliable paper print outs or even physical removal of hard drives and data banks. This approach to access data and overtly complex command interfaces would not be expected in the modern aviation or automotive sectors, so it must not be expected on modern ships. The lack of understanding and cohesion regarding automation amongst suppliers, yards and owners can potentially derail the commercial viability of decarbonisation strategies if vessel optimisation is hampered by poor automation. As vessels become more complex, the amount of data they generate will expand. This will put shipping in a better place to exploit big data as core capital for defining future operations. Automation technology will be a big part of this development, and we see it as a stepping stone to the shipping industry embracing Internet of Things (IoT) technology and cloud-based services. With this technology, the capabilities that automation has brought to other industries such as the aerospace and automotive sectors will be felt in the maritime industry. Considering the pressures created by the looming emissions deadline, owners and the industry cannot afford to miss the opportunities presented by automation.

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Automation as an emissions management strategy

Effective onboard automation presents owners with several optimisation benefits that will make a considerable dent in their vessel’s emissions. These can mainly be put down to reliable data access and the appropriate information interface for the crew. From a decarbonisation perspective, the development of future fuels and more efficient engines will be at the forefront of widescale carbon emissions reductions. This will increase the requirements on automation systems to optimise engine and propulsion plant performance as future fuels are anticipated to come with added complexity. Within a propulsion unit, many components must work together to ensure optimised performance. However, given the current status of automation on ships, the interface between these systems is often unnecessarily complex. A way to rectify this is through the incorporation of an Integrated Automation & Control System (IACS) either through retrofits or at the newbuild stage, to simplify the command and control of these complex systems. Examples of the correlation between improved information interfaces and efficiencies are seen within the propulsion units. Information from fuel flow monitors

can be analysed and compared against previous voyages. At Høglund, we have seen customers generate as much as 20% in fuel savings just through careful consideration of data from flow metres. Also, with torque and thrust sensors within a propeller shaft data, operators are presented with an accurate measure and display of the level of cavitation within their propeller units. With these two insights, sizable dents can be made into fuel consumption and emissions. Longer term efficiencies can be generated by monitoring longitudinal data for deviations in consumption. If deviations are occurring without any obvious reason, then the crew and operator must know and intervene accordingly to minimise excess fuel burn. By leveraging these types of insights across the board, the cumulative effect of deviation monitoring and emissions control will have a sizable impact on both a fleet’s and shipping’s overall emissions.

Automation alongside future fuels and big data

The vessel optimisation benefits of integrated automation could be considered a viable part of a decarbonisation strategy, as well as a part of planning to enhance vessel efficiency that owners will consider mitigating pressure on the bottom line. A survey of 50 owners conducted in

As vessels become more complex, the amount of data they generate will expand.

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BIG DATA

Owners will need to demand automation specifications at the new build or retrofit stage.

Børge Nogva, President and CEO of Høglund Marine Solutions.

January 2020 by lubricants supplier Castrol found that just over half (55%) of respondents had undertaken planning on decarbonisation strategy. Worryingly, nearly a third had not completed any planning. Regardless of the decarbonisation tactics owners eventually decide on, any alternative fuel choice or integration of new energy storage solutions will require significant changes to the complexity of propulsion systems. Whether hydrogen, methanol, biofuel, carbon capture and storage or, most likely, a combination of these, vessels of the future will need to carefully manage the output and

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consumption efficiency of their propulsion systems. Furthermore, this will be alongside fuels that behave differently to what we are used to, while simultaneously managing a greater number of systems and giving us the data insights needed for supporting short and long-term operations. Integrated automation will be a vital asset in helping to achieve this. Automation can be seen as a fuel agnostic technology that must be a pivotal part of the discussions between yards, owners and suppliers when considering alternative fuels. Owners will need to demand automation specifications at the new build or retrofit stage, and work with the suppliers and OEMs to ensure integration and data access. Whichever alternative fuel demonstrates the highest commercial viability, its efficacy as a low carbon solution will only be partially achieved if not combined with the benefits of effective automation.

Big data solutions

We’ve discussed immediate tangible benefits that arise from automation and the improved data interface that will generate more efficiencies, yet we must also think on how automation will allow shipping to embrace big data assets IoT solutions.

Cloud-based services will be the lynchpin of this, yet there is little established standardisation on big data clouds. This is where the regulatory bodies will need to play their part, and efforts are being made, such as DNV GL’s Veracity programme and e-class verification that is initially tackling poor data success on vessels. Regulators will need to work with suppliers to have standardised protocols for data collection, storage and input into cloudbased services. These protocols must cover factors, such as what data to include to avoid a myriad of different data being inputted, consequently making data assets unusable. Automation represents a relatively small investment compared to other types of major engineering works, which can account for why it is often overlooked. However, the benefits and added capabilities created are extensive. But with a dual approach of legislative requirements for data access and widescale appreciation of the benefits, the field of automation in shipping can develop and help form the efficiency stepping stone towards long-term decarbonisation for maritime. i. www.hoglund.no

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SPECIAL FEATURE

Damen celebrates keel laying on 75m Crane Barge 7532 Image courtesy of Damen.

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SPECIAL FEATURE

A brave new world DAMEN PUSHES THROUGH COVID-19 LIMITATIONS TO SUCCESSFULLY LAY THE KEEL ON ITS 75M CRANE BARGE.

utch shipbuilder Damen has announced the successful keel laying of its 75m Crane Barge 7532. Due to be delivered in Panama once completed, the vessel is currently under construction at Damen Yichang Shipyard in Hubei Province, China. Following construction, the new crane barge will be outfitted with a state-of-the-art crane at Huisman’s Zhangzhou facility, giving it the capability to lift 625 tonnes at 25m. Although now on schedule, the build has been hampered by the outbreak of coronavirus earlier this year. While the Yichang Shipyard is nearly back to operating at full capacity, strict measures have been put in place by Damen, which employs 13,000 people worldwide, to ensure the health and safety of its workforce.

Adapting and delivering

In response to Covid-19, Damen’s engineers are working from home using digital communication to stay in contact, and a robust cleaning and sterilisation programme has been put into effect, including body temperature controls on entering the yard and the observation of safe working distance guidelines. Even Damen’s communication with the Crane Barge client has had to be adapted during this time. “We are delighted to be part of this important project. It is a real honour for us that this client has placed trust in Damen”, says Damen sales manager Americas Olivier van Papenrecht. “We are confident that the Crane Barge 7532, with its Huisman crane, will serve the client’s needs. The barge has

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been designed as a high-quality product with safety and reliability top of mind – the ingredients needed to maintain the flow of trade through this internationally important region.”

Scope of work

Damen builds a wide range of boats, including tugs, workboats, naval and patrol vessels, high speed craft, cargo vessels, dredgers, vessels for the offshore industry, ferries, pontoons and superyachts. Its focus is on standardisation, modular construction and keeping vessels in stock to realise short delivery times, low ‘total cost of ownership’, high resale values and reliable performance. In May 2020, Damen delivered its first cutter suction dredger (CSD) 350 to be sold in Brazil. Despite challenges brought by travel restrictions and social distancing, the dismountable dredger was assembled and launched by the customer and commissioned on site with Damen assistance at the Vale Brucutu mine, in Minas Gerais, in the South East of Brazil. Crane Barge 7532 is an example of the shipbuilder’s endurance. Measuring 75m by 32m, the crane barge has been commissioned to replace a 77-year-old crane still in operation. After the crane installation at Huisman’s Zhangzhou facility, the Crane Barge will cross the Pacific on a heavy lift vessel and arrive at the anchorage area of Balboa in Panama where final tests will be conducted before it enters service. i. damen.com

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SHIP REPORT

Building better boats

All images courtesy of Dongara Marine.

DONGARA MARINE DELIVERS ITS LATEST CRAY BOAT TO GERALDTON FISHER, WITH FUEL-EFFICIENCY AND RELIABILITY AS ITS TWO MAIN DRIVERS.

ongara Marine’s 22.4m fuel-efficient cray boat Force of Nature was successfully delivered to its Geraldton-based owner, Dave Perham, in April 2020, and marks the dawn of the new norm, says the shipbuilder: an increase in size and fuel efficiency. With naval architecture by Southerly Designs, its twelfth collaboration with Dongara Marine in the past five years, the monohull lobster boat is an upgrade from Perham’s current vessel, 17.1m Conquest 55 Natural Selection, built by Sea Chrome Marine in 1994. Combining an aluminium hull and a composite superstructure, the pilot boat new build is proven to have much

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lower fuel consumption than comparable vessels, and the live tank capacity is increased to 84 lobster baskets from the previous 64. “When Natural Selection was built it was pretty much the average size cray boat, perhaps slightly above average if anything”, says Dongara Marine’s Managing Director, Rohan Warr. “In the 1990s only a handful of new boats, maybe one in every 20, were over 20m. Now that’s the average size for new Australian high-speed lobster boats, and in fact it’s more like 23m for the Western Australian fishery. So, while Force of Nature is quite a bit bigger than its predecessor it’s not overly large by recent standards. That makes a substantial difference in terms of affordability.”

All hands on deck

Dongara Marine is responsible for Force of Nature’s design, construction and delivery. This includes the boat’s pronounced flare at the bow, a large deadrise angle forward, twin

SPECS Name Builder Year Hull Superstructure Length Beam

Force of Nature Dongara Marine 2020 Aluminium Composite 22.4m 6.1m

large skegs and twin pintle rudders. But with Dongara Marine currently working at full capacity, with three newbuilds and a major refit already underway at its Port Denison facilities, the hull structure was instead fabricated at a boatbuilder in Geraldton. Once trucked back to Port Denison, the outfitting and installation of mechanical, hydraulic and electrical systems was carried out by the Dongara Marine team. As a leading manufacturer of resin-infused

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Pneumatic solutions and systems for all kinds of vessels Emerson offers full pneumatic systems including ballast valve control and bubble type tank sounding. We have the expertise and wide range of AVENTICSâ&#x201E;˘ products to engineer pneumatic solutions to your specific requirements. Consult an expert at: Emerson.com/AVENTICS

The Emerson logo is a trademark and a service mark of Emerson Electric Co. ÂŠ 2020 Emerson Electric Co.

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SHIP REPORT composite, Dongara Marine also produced the boat’s foam sandwich wheelhouse and bonded it to the hull, as well as completing all the interior and exterior fitout, including painting. The composite wheelhouse has the helm station aft on the port side, with the galley plus a mess area that exceeds survey seating requirements to starboard. A self-contained shower and head compartment is located on the work deck immediately aft of the wheelhouse and adjacent to the flybridge access. “The facilities and quality of finish, low noise and low vibration make conditions onboard very comfortable”, says Perham, “and they are certainly a step up on what most older boats have.”

Force of Nature is powered by twin Scania DI16 076M engines rated for 662kW (900hp) at 2,300rpm.

Efficiency over power

Force of Nature is powered by twin Scania DI16 076M engines rated for 662kW (900hp) at 2,300rpm. Each drive a Veem fixed pitch propeller via a ZF gearbox. During sea trials this combination gave the fishing boat a maximum speed of 24.5kts and a cruise speed of 18.5kts, each about 1.5kts above expectations. This performance was achieved with the boat’s 7,500 litre fuel tanks full. With that said, Perham, who has worked the Western Rock Lobster fishery for more than 40 seasons, values reliability and economy over speed, and his choice of engine rating reflects this: while the engines are available with higher output, those on Force of Nature are at a rating that enables unlimited operating hours per year. “Scania engines have given me excellent reliability over the years, Southerly Designs boats also have proven longevity, and the quality of the workmanship throughout the boat’s structure and systems gives me absolute confidence that I can depend on Force of Nature to deliver the outstanding performance it produced on trials for many, many years to come”, says Perham. It’s no coincidence that the cruise speed is achieved when the engines run at optimum fuel efficiency, says Warr: “With Force of Nature we are seeing fuel consumption that is about 20% less than on other recent vessels with the same hull form. That benefit is not just from the engines; we’ve put in place a range of other tweaks that improve the owner’s bottom line as well.”

Comfort at sea

Onboard facilities meet the AL36-72 specifications in the National Standard for Commercial Vessels, meaning the boat can remain at sea with seven people onboard

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for up to three days. This entails equipping Force of Nature with features that are not required at the lower survey standard of a typical day/overnight boat. Included within the crew accommodation, which is temperature controlled throughout, are three dedicated sleeping compartments

totalling seven berths, including one queen size bed. All machinery and tanks space are easily accessed without encroaching on crew space. i. www.dongaramarine.com.au

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NAVAL ARCHITECTURE & DESIGN

Putting the yacht into cruising

The combination of Stefano Pastrovich’s design and Wärtsilä’s hybrid propulsion capabilities will create a new generation of super-sustainable boutique cruise ships.

JOINING FORCES FOR THE THIRD TIME TO DATE, WÄRTSILÄ AND PASTROVICH STUDIO UNVEIL A NEW TYPE OF CONCEPT – A BOUTIQUE cruise liner with a focus on sustainability and the essence of a superyacht.

innish-based Wärtsilä is a global manufacturer of power solutions for the marine and energy markets. Pastrovich Studio is a renowned naval architect and superyacht design firm based in Monaco. Together, they have signed an agreement to develop a new sustainable hybrid cruise vessel that promises to be the next generation of cruise liners.

ALL IMAGES COURTESY OF PASTROVICH STUDIO.

In June 2020, Wärtsilä and Pastrovich Studio unveiled plans for a boutique cruise vessel

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that is set to rock the industry. Pairing the luxury of a superyacht with the construction techniques of a cruise ship and developed with a close focus on the environment, the new cost-efficient ‘boutique’ vessel is expected to serve both the charter and luxury hospitality clientele, as well as veterans of the cruise industry. By offering a smaller, scaled down version, the cruise ship will offer the technology and space of a sustainable cruise vessel and the top tier amenities of a yacht.

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NAVAL ARCHITECTURE & DESIGN

Commenting on the project, Stefano Pastrovich, said: “Wärtsilä is the ideal partner for this project since we share a vision to be the very best at what we do. Bringing together our architectural and marine technology know-how will create a mega-yacht design on the leading edge of innovation. I’m convinced boutique cruise ships of this calibre could spark a turning point in the charter market, attracting a new customer base of millennials and cruise veterans.”

Blending design

The innovative design penned by Stefano Pastrovich and which is built around a 60m catamaran with accommodation for up to 36 passengers, has a strong focus on sustainability. It features a fully integrated combination of hybrid propulsion and solar panels for minimal environmental impact and high energy efficiency. Aside from helping to reduce emissions and preserve the oceans, the sustainable approach also means the vessel will be able to access those harbours around the world that are closed to large motor yachts. “Efficiency and environmental performance are key pillars of Wärtsilä’s Smart Marine approach, which emphasises the need to collaborate with world-class partners”, says Giammario Meloni, Wärtsilä Italia’s Senior Sales Manager. “This project encompasses all these ambitions, and we look forward to co-developing with Stefano Pastrovich a totally integrated solution that combines energy efficiency, sustainability and onboard comfort.” Wärtsilä will use its extensive hybrid propulsion and energy recovery experience for the new design. The company has previously worked with Pastrovich in other projects, including 99m X-Vintage in 2011 and the 101m X-Expedition in 2017. i. www.wartsila.com i. www.pastrovich.com

Deluxe suites are a feature of the Pastrovich design.

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The concept is a forward-looking innovation for future boutique cruising that will attract a new customer base..

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NAVAL ARCHITECTURE & DESIGN

Back to the future

Inkanyamba, a 20m Monohull Workboat.

All images courtesy of Incat Crowther.

INCAT CROWTHER PUTS FLEXIBILITY FIRST WITH ITS CUSTOM-BUILT, FUTURE-PROOFED VESSELS.

ustralian naval architect Incat Crowther is pairing cutting edge design with sustainable advances in 2020. In June of this year, the studio delivered Inkanyamba, a 20m Monohull Workboat, to the Armaments Corporation of South Africa (ARMSCOR). This came hot on the heels of its announcement that it has signed a contract for a pair of hybrid catamaran CTVs, designed in conjunction with Danish shipping company MHO-Co. The Incat Crowther 35s will use modern electric motors to save on weight, space and

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emissions for the benefit of the environment, as well as fuel economy in the offshore wind industry. The propulsion systems will be installed by Danfoss’ Editron, consisting of permanently magnetized electric motors that save both weight and space on the CTV while consuming less fuel and giving higher efficiency.

Hybrid packages

Using a combination of direct drive and electric propulsion for maximum flexibility and significant redundancy, the two vessels will be an exercise in emissions reductions, including a zero-emissions mode. The newly developed hybrid propulsion packages are designed in such a way that they can be adapted at a later stage to run on future eco-friendly power generation

technologies, such as hydrogen. “Designing and building hybrid CTVs is a huge step in the environmental direction, and I am proud that we at MHO-Co have found partners who share our vision for sustainable development in the offshore industry”, says MHO-Co CEO and founder, Mik Henriksen. “With these new vessels we still offer some of the largest and most reliable CTVs in the world, and they can be converted to future technologies.”

Renewable energy

Under construction at AFAI Southern Shipyard, the two catamarans will enter service in mid-2021, operating under contract with Ørsted, a Danish multinational power company that develops, constructs and operates offshore and onshore

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NAVAL ARCHITECTURE & DESIGN

The Incat Crowther 35s will use modern electric motors to save on weight, space and emissions.

renewable energy. Incat Crowther’s vessels are scheduled to transport technicians and equipment to the offshore wind farm Hornsea 2 in the North Sea. Incat Crowther was selected by MHO-Co to develop the new generation of vessels following the two company’s successful collaboration with MHO Gurli and MHO Esbjerg. Incat Crowther’s expert knowledge of offshore catamarans will combine with MHO-Co’s insight and experience with CTVs to result in two unique, state-of-the-art vessels. Ed Dudson, Managing Director of Incat Crowther Europe says: “MHO-Co always push the boundaries when it comes to new vessels in the Offshore Wind Industry. These new 35m vessels are no different. It’s great to be working with Mik and his team again

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on the latest project, which will really bring hybrid technology to the fore.”

Offshore capability

Built by Cape Town shipbuilder Veecraft Marine and also working offshore, Inkanyamba is the twelfth Incat Crowther vessel built by the South African shipyard in less than a decade. It will be tasked by the South African National Defence Force (SANDF) with the transportation of personnel, equipment and support training activities in coastal waters up to 10 miles off the coast, often under inclement weather conditions. The vessel is designed in accordance with BV requirements and in compliance with flag state rules as defined by South African Maritime Authority (SAMSA) for Category C vessels.

Key features include the aluminium vessel’s cargo deck, which can accommodate a 6m ISO container and is fitted with a 5t marine crane. A foldable dive platform is fitted aft of the transom along with stairs integrated into the main deck to provide safe access. A robust fendering system and heavy towing bollards also feature on each end of the vessel. With a service speed of 15 knots at a substantial deadweight load of 20 tonnes, the vessel is powered by two (2) MAN D2862 LE431 marine engines rated at 588kW @ 1,800 rpm driving Teignbridge fixed pitch propellers through ZF 2050 gearboxes. i. www.incatcrowther.com

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E migr e e n ® f or in te gr a te d e missio n c on tr o l s ol uti ons We provide emission control solutions that focus on: • Soot reduction • NOx reduction • Sound reduction

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Non-nuclear Density Analyser WAF 665 1386 kW at 1800 rpm

REINTJES Gearboxes the best choice for your vessel! For over 75 years already, REINTJES Benelux – based in Antwerp – handles sales and services of REINTJES gearboxes and reversing gears for Dutch shipping for short-sea, sea going, dredging, fishery, inland vessels and luxurious yachts … Our service department is available for all spare parts as well as repairs. Whether it is an inspection or repair, our team of experienced service engineers is always there for you and assures you the reliability and quality REINTJES represents. REINTJES Benelux BVBA | Luithagen Haven 2 | Unit F | 2030 Antwerpen Phone +32 (0) 3 541 92 33 | info@reintjes.be | www.reintjes-gears.com

A new generation of NON NUCLEAR density analysers based on Ultrasonic spectroscopy for a high accuracy density-measurement of the dredging slurry. The ceramic ultrasonic and thermal sensors are designed for abrasive slurries in the dredging and tunnelling industry. Technology Ultrasonic spectroscopy is the better and safer alternative for nuclear density meters. High energy pulses are included into the piezo element, an ultrasonic wave arises and propagates through the ceramic elements. The reflections from the interface between the element and the slurry are measured.

STI

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Sludge Treatment International B.V. Phone : +31653157491 e-mail : info@sti-bv.nl website : www.sti-bv.nl

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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 BI 2020 | Vo l u me 14 | I s s u e 4 | 4 5

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Attending SMM 2021? I F S O , R E A D C L O S E LY.

2 - 5 February 2021 WWW.SMM-HAMBURG.COM

For SMM 2021, ShipBuilding Industry will bring readers an in-depth event preview and will have an extra distribution of the issue at the trade fair. This is a unique opportunity to put your brand in the right place at the right time. You can target your advertising to make the most of the show, before you even get there. Contact our sales team to make this happen. Also, if you have any SMM-related news items, send them our way.

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+31 (0)118 473398

info@shipbuilding-industry.eu

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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

10:45

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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 4 | 4 7

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

ShipBuilding Industry – Issue 5 SMM Hamburg 2021 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.

COMMERCIAL DEPARTMENT

MARCO GEELS | Director

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EDITORS ARNO DIRKZWAGER

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YARA ROOD

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CONTRIBUTING EDITORS JOANNA VAN KOERT-HUGHES JULIA ZALTZMAN DESIGN NATHALIE PUTMAN | Art Director

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Photo: Brim Explorer

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SB I VOL. 14 ISSUE 4 | 2020

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ALUShip Connect RESEARCH & DEVELOPMENT

AMOKABEL & MECATRACTION PRESENTS

A NEW GENERATION OF SHIP CABLES

ALUShip Connect

The next generation hybrid offshore wind vessel

DNV APPROVED ALUMINUIM CABLE

LESS WORKING HOURS LESS COSTS LESS CO2

Kab elvÃ¤gen 5 S E -364 4 3 ALSTERMO SWED EN in fo@amokab el.com fi n d out more at a mo ka b el . co m/alush i pcon n ect

SHIPBUILDING-INDUSTRY.EU

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WINDEA JULES VERNE

HAPTICS & AUTOMATION IN SUBSEA INDUSTRIES RESEARCH & DEVELOPMENT

Back to the future naval architecture & design

ShipBuilding Industry Issue 4 2020

Articles inside

Putting the yacht into cruising – Wärtsilä and Pastrovich Studio join forces

Back to the future – Incat Crowther puts flexibility first

Yellow & Finch pages

Next issues & Colophon

Force of Nature – Dongara Marine delivers on fuel-efficiency and size

A brave new world – Damen pushes through Covid-19 limitations

Haptics and automation in subsea industries – Bachmann

General cargo designs – A new generation of DEKC Maritime vessels

News in Brief

Windea Jules Verne – Ulstein Verft delivers new hybrid offshore wind vessel

Automation and data – Høglund Marine Solutions proposes a decarbonisation strategy

A buoyant solution – Unique Group enters partnership with Tugdock

Sanderus – Jan De Nul Group builds first dredger with ultra-low emissions

Tenacious – Thecla Bodewes Shipyards’ second shallow-draught pusher tug