ShipBuilding Industry Issue 1 2021

SBI 2021 | VOLUME 15 | ISSUE 1

ShipBuilding

YEAR ANNIVERSARY

i n d u s t r y

REFIT & CONVERSIONS

POWERINGACROSS EUROPE

SB I VOL. 15 ISSUE 1 | 2021

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New purpose for passenger ship

CONVERSION MÜNSTERLAND AT ROYAL NIESTERN SANDER

CONDITION MONITORING SYSTEMS BACHMANN OFFERS AFFORDABLE SOLUTION

Clouds on the horizon MARITIME COMMUNICATION MOVING TOWARDS THE CLOUD

Media Kit 2021 Available Now! www.ynfpublishers.com/mediakit

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WELCOME

Full speed ahead AFTER A CHALLENGING, YET INNOVATIVE YEAR FOR THE SECTOR, WE STARTED OFF THE YEAR 2021 WITH NEW PERSPECTIVES AND A FRESH OUTLOOK. THE COVID-19 PANDEMIC HAS, ON THE ONE HAND, forced many companies to adopt new strategies and cancel trade shows and events and, on the other hand, brought us together in new ways and drove companies to find new and inspiring ways to work together. Let’s build on the latter, full speed ahead!

In this issue on page 24, Tore Morten Olsen, President Maritime of Marlink shares interesting thoughts on digitalisation and cloud-based computing in communications technology in the shipping industry.

On page 16, you can read about Bachmann’s Condition Monitoring solutions. Their CMS solutions proactively increase the performance of equipment by collecting important information on the health of company assets, thereby increasing the reliability of machines and avoiding potentially expensive downtime.

Fincantieri is taking steps towards a revival of the cruise industry with the new Costa Firenze. Read more about the iconic Renaissance inspired Costa Firenze on page 12.

Let yourself be inspired by these and many other fascinating articles in this issue of ShipBuilding Industry.

Feel free to contact us when you have interesting and inspiring news about your company that you eagerly want to share with your markets. We are pleased to tell you all about our online and offline services that will help your company maintain and create more visibility, especially during challenging times. Let’s keep supporting each other in a time where we are learning to communicate in a limited environment and let’s grow into new ways together.

Marco Geels DIRECTOR MARCO@YNFPUBLISHERS.COM

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ISSUE 1 | 2021

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CRUISE VESSELS & RIVER CRUISE VESSELS

12

Handover of Fincantieri’s Costa Firenze – Fincantieri’s new stylish cruise vessel

DREDGING VESSELS

36

Royal IHC and APC launch CSD Alyarmouk

NAVCOM

24

Clouds on the horizon for shipping’s digital journey – President Maritime of Marlink on digitalisation

MARINE PROPULSION & POWER GENERATION

26 34 38 40

Veth delivers 40 steering grids Two electric Ro-Ro vessels driven by Schottel SERO SHPmarine side channel pump transports LPG Ammonia changes the game

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OFFSHORE VESSELS

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Van Oord orders green cable-laying vessel Louis Dreyfus and Tidal Transit selected for 3 CTVs

REFIT & CONVERSIONS

10

REGULARS

01 04 45 46 48

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

Conversion Münsterland at Royal Niestern

REPAIR & MAINTENANCE

16 28 42

A lifesaver in the waves – Bachmann offers affordable Condition Monitoring System A new frontier for shipping – Jonny Lim, Director of SPS Technology on vessel crack repair Ship repair – a financial balancing act

WORKBOATS

19 31

New hard-working Havyard vessel for the salmon farming industry Three vessels for Schlepp- und Fährgesellschaft Kiel

ON THE COVER

New purpose for passenger ship, conversion Münsterland at Royal Niestern Sander Photo courtesy of Royal Wagenborg.

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NEWS IN BRIEF Royal Doeksen takes over Vuyk Engineering Rotterdam from Royal IHC On 3 March 2021, Royal IHC and Royal Doeksen reached an agreement on the acquisition of all shares in Vuyk Engineering Rotterdam. Mid 2020, IHC presented their new strategy going back to its core business. As a result of this new strategy, it was decided that Vuyk, among other companies, would be divested. The management of Vuyk was involved during the whole divestment process and is very pleased to now be a part of the Rotterdam based Royal Doeksen. Over the past decades, Vuyk has evolved into a design and engineering office with expertise in various parts of the maritime industry.

Nowadays Vuyk focusses on three disciplines; Vessel design, Equipment design and Marine operations. The combined expertise in these areas and the highly qualified engineers enable Vuyk to fully understand complex operations and requirements. i. vuykrotterdam.com

Big Electric Power for FPSO The large crude carrier VLCC Ariake, which was purchased for conversion to an FPSO was built by Hitachi in Japan and delivered in January of 2001. Once the conversion process is completed, the ship will be deployed off the east coast of India. It will be capable of storing up to 1.3 million barrels of oil and processing 90,000 barrels of oil per day. The conversion, to be completed by late 2021, is being carried out by Singapore-based Sembcorp Marine under contract to Shapoorji Pallonji and Bumi Armada. An electric generator powered

by Cummins’ most powerful marine engine is installed as essential genset. The 16-cylinder, QSK95-DM powered generator is rated at 3,000ekW, 60Hz, and 6,600V, with a power factor of 0.8. In addition to the QSK95-DM-powered essential generator set, the FPSO Ariake is being fitted with a powerful QSK60-DM emergency generator set. i. cummins.com

Orange Marine again selected VARD ship design Orange Marine has selected a ship design from VARD’s extensive portfolio again for the expansion of its cable ship fleet. This time specifically designed for fibre-optic cable repair. The vessel will be built by Colombo Dockyard.

The VARD 9 03 design for Orange Marine is specially designed for the maintenance of submarine cables, both fibre-optic telecommunication cables and inter-array power cables used in offshore windfarms. VARD has developed the vessel design according to the clients operating requirements with special attention to the vessel hull design in terms of good sea-keeping capabilities and low fuel consumption.

| Read more on shipbuilding-industry.eu

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NEWS IN BRIEF Oretol purchases Beaver 65DDSP Royal IHC has sold a Beaver 65DDSP alongside a DMC 1450 workboat, booster station, and discharge piping to Oretol Nigeria. The cutter suction dredger (CSD) and additional equipment will be delivered within four months and deployed on various sand excavation and land reclamation projects, with a view to developing real estate in the Lagos Lagoon. The Beaver will be assembled at IHC’s yard in Kinderdijk, the Netherlands. Oretol Nigeria intends to upgrade its fleet and further professionalise its operation by partnering with IHC. The powerful Beaver 65DDSP is the largest of IHC’s standard series of CSDs and offers the highest volume of production at the lowest cost. With an increased dredging depth of 25m and the ability to pump soil over great distances, the vessel will be a powerful addition to Oretol’s dredging fleet. Combined with the booster station, it will ensure that Oretol can work efficiently on land reclamation projects to the benefit of its real estate business. i. royalihc.com

Servio: Joint Build in Serbia and the Netherlands International vessel building has become an accepted practice. This was recently demonstrated when the 110m by 11.45m inland river tanker ms Servio was built at the Shipyard Kladovo in Serbia for her Dutch owner Larosare. On completion of the hull, cargo piping, and superstructure, the vessel was towed up the Danube, over the continental divide, down the Mains and Rhine to the Netherlands for fitting out at Oonincx in Werkendam.

The most significant part of the work done in the Netherlands was the installation of the engines. A Cummins QSK38M1 main, generating 1,400hp at 1,800RPM provides main propulsion power. This engine, a favourite among inland boats in Europe, assures the power and reliability expected of a tank ship. Various auxiliary engines include the first IMO Tier II Cummins X15-powered, 450hp, pump style bow-thruster and generator-set. All engines and generator sets were supplied and installed by Marine Power Drechtsteden.

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i. marinepowerdrechtsteden.nl

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July

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November

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REINTJES Benelux BVBA | Luithagen Haven 2 | Unit F | 2030 Antwerpen Phone +32 (0) 3 541 92 33 | info@reintjes.be | www.reintjes-gears.com

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NEWS IN BRIEF Nautic Africa launches flagship vessel Nautic Africa has announced the launch of its 35m flagship Sentinel vessel, the second of the new enhanced class. This is a major milestone for the company and the wider African shipbuilding industry, thanks to its successful completion despite the challenges presented by the COVID-19 lockdown enforced across the globe. The multi-purpose vessel is destined for the Gulf of Guinea where it will be utilised for International Oil Company (IOC)-related assignments as well as escort patrols for larger vessels that have experienced an escalation of pirate attacks within 370km of the West African coastline.

The new flagship Sentinel class maritime vessel sets a new benchmark in innovative protection. It is fully compliant to the standards of naval and oil and gas (O&G) industries and International Oil Companies (IOCs) operating on the waters of the African continent and beyond. i. nauticafrica.com

ROG plots independent path with share buyback Ship repair and vessel services specialist Rotterdam Offshore Group (ROG) has charted an independent future after reacquiring a controlling 75% stake previously held by shipbuilder Royal IHC. The move marks an important development for ROG, which comprises two divisions focused on general ship repair and offshore wind mobilisation and demobilisation projects. ROG has retained a shareholding in its business since IHC bought its share in 2017 and has maintained separate facilities and systems. The new ownership structure is expected to have no day-to-day impact on customers. i. rotterdamoffshore.com

Schottel propulsion systems for nine more Russian cargo vessels Schottel has delivered propulsion units for nine more newly built cargo vessels. Each of the carriers, designed by the Russian company Marine Engineering Bureau, is equipped with two rudder propellers from Schottel. The main propulsion of the multipurpose dry cargo vessels consists of a pair of diesel driven Schottel Rudder Propellers type SRP 340, each with an input power of 1,200kW at 1,000RPM. With this thruster configuration, the vessels reach a free sailing speed of approximately 10 knots. The 141m long and 16.9m wide vessels each have a capacity of 11,200m3 as well as 7,445 deadweight tonnage at sea (draught 4.5m) and 5,112 deadweight tonnage in rivers (draught 3.6m). Moreover, the new vessels are characterised by a particularly high block coefficient, ensuring the best combination of speed, load capacity and required propulsive power. i. schottel.com | Read more on shipbuilding-industry.eu

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NEWS IN BRIEF Voith Inline Thrusters for three new German MPVs On behalf of the German government, Lemwerder-based shipbuilder Abeking & Rasmussen Schiffs-und Yachtwerft (A&R) is building three multipurpose vessels for use in German waterways.

Each vessel will have LNG powered engines with a total output of 12,000kW. As bow thrusters, all three ships will be equipped with a Voith Inline Thruster (VIT) 1650 with an input power of 900kW. The VIT has already proven effective in many offshore supply ships, cruise liners and luxury yachts. The propulsion concept is appreciated thanks to its very low running noise and fast responsiveness to steering commands that enables precise dynamic positioning. Both these benefits were crucial factors in the decision by the shipyard, supervising agency and operator to award the contract to Voith, because the multi-purpose vessels will have a landing pad for helicopters on the bow as well as a winching area on the stern. i. voith.com

CWind launches first hybrid SES CWind delivers the world’s first hybrid powered Surface Effect Ship (SES), the CWind Pioneer. The vessel was developed in response to an industrywide push to develop and deploy innovative technologies that reduce CO2 emissions, while cost-effectively servicing windfarms located further offshore. The CWind Pioneer achieves this through a hybrid diesel and battery electric power system which enables the vessel to operate purely on battery power while in harbour or at standby in the windfarm, resulting in a decrease in fuel burn and CO2. The CWind Pioneer can operate at speeds exceeding 43.5 knots and can transit and transfer safely in sea states in excess of 1.8m HS, while minimising motion and acceleration through its air cushion motion control system, resulting in a smoother, more comfortable CTV experience for technicians and crew. i. cwind.global

Abeking & Rasmussen Order MAN 175D Hybrid-Propulsion Packages for Indonesian Navy German yard, Abeking & Rasmussen, has announced that it has begun the construction of two minehunting vessels for the Indonesian Navy.

Ben Andres, Head of High-Speed Sales, MAN Energy Solutions says, “The 175D engine is ideally suited for demanding naval applications where its compactness and best-in-class fuel-oil consumption are always key criteria for customers. Delivering propulsion packages to these two minehunters also fulfills our ambition to increasingly becoming a supplier of complete solutions. This is the first time that we have worked with Abeking & Rasmussen and I look forward to further developing our relationship in the future.” This order is an addition to other 12V175DMM engines already in operation aboard several other Indonesian Navy patrol vessels. i. man-es.com

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NEWS IN BRIEF SH Vega announced as name of second Swan Hellenic ship Swan Hellenic announced the keel laying of SH Vega, the second of three purpose-designed ice-class expedition cruise ships that Helsinki Shipyard is building. The keel was laid in accordance with seafaring tradition and current COVID-19 restrictions. The ceremony included the customary placement of coins. SH Vega will feature a 5MW diesel-electric hybrid propulsion system with selective catalytic reduction, 3MW maximum battery package, and PC5 ice-strengthened hull. At 113m, the 10,500t vessel has been specially designed to explore the most inaccessible and inspiring places in the world. Providing uncompromising 5-star accommodation for 152 guests in 76 spacious staterooms and suites, the vast majority with large balconies, SH Vega will be operated by an onboard team of 120 to provide the highest levels of personal service. i. swanhellenic.com

Thecla Bodewes Shipyards granted NIOZ Research Vessel Wim Wolff The NWO-I Foundation Board awarded the construction of Research Vessel Wim Wolff to Thecla Bodewes Shipyards. This research vessel replaces the RV Navicula and is the first new vessel in the national research fleet. The vessels are managed by the National Marine Facilities (NMF) at the Royal Netherlands Institute for Sea Research (NIOZ).

The expected lifespan for RV Wim Wolff is likely to exceed thirty years.

With marine fuels rapidly evolving into cleaner types, further limiting emissions, power plants could become outdated multiple times within the ship’s life cycle. Thecla Bodewes Shipyards developed a Modular Energy Concept, with a propulsion train independent of the energy source system. This enables the use of alternative energy systems, without the need for a major ship conversion. i. tbshipyards.com

Veth Propulsion wins award for best side thruster supplier The 2020 Work Boat World award for best side thruster supplier goes to Veth Propulsion. The company has supplied side thrusters and rudder propellers to every imaginable kind of ship and boat globally. These range from tugs, trawlers and yachts to dredgers, tankers, ferries and warships.

Their owners are everywhere and, clearly, are very satisfied with Veth products because they keep specifying them.

With a greatly expanded sales and distribution network, Veth took the opportunity to introduce new key product offerings in 2020.

Even with the introduction of new and innovative – and ultimately generally well-received – products, 2020 also proved to be a challenging year for Veth. i. vethpropulsion.com

| Read more on shipbuilding-industry.eu

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REFIT & CONVERSIONS

Conversion Münsterland at Royal Niestern Sander IN JULY 2020, ROYAL NIESTERN SANDER SIGNED AN AGREEMENT FOR THE CONVERSION OF PASSENGER SHIP MÜNSTERLAND. ROYAL NIESTERN SANDER RECEIVED A CONTRIBUTION FOR THIS INNOVATIVE PROCESS FROM THE EUROPEAN REGIONAL DEVELOPMENT FUND OF THE EUROPEAN UNION. ALL PHOTOS COURTESY OF ROYAL WAGENBORG/NIESTERN SANDER.

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oyal Niestern Sander will design and build a completely new aft ship for the passenger ship from 1986, including dual fuel engines, LNG storage tanks, propulsion systems, all LNG installations, pipelines, and other systems. This completely new stern will replace the Münsterland’s existing stern. Thanks to its expertise and facilities, the shipyard has a conversion method in mind that offers the possibility of reducing the idle time of an existing ship – and therefore the loss of income – to a minimum.

means a reduction in fuel consumption and noise. The vessel will still remain in service during these activities.

Shipbuilding and ship repair

New milestone

Shipyard Royal Niestern Sander has been designing, building, and repairing ships since 1901. They also specialise in complex customerfocused ship conversions and in building heavy constructions according to the NEN1090 standard. Niestern Sander’s project approach is based on the company’s two pillars of shipbuilding and ship repair. Due to this combination, most conversion operations take place at the shipbuilding yard.

Going green

Thanks to the LNG conversion, the Münsterland will start using a much less polluting fuel, which will significantly reduce emissions. The new shape of the stern will also reduce the hull resistance. As a result, the ship needs less engine power to sail at the same speed, which

With the Münsterland, Royal Niestern Sander can demonstrate the economic feasibility of an LNG conversion in practice, thanks to its unique conversion method. It also shows how to solve space limitation when converting an existing ship. The Münsterland will be put back into service in its new form by AG Ems in the summer of 2021.

The Münsterland conversion takes place in the shipyard of Niestern Sander.

Well under way in this project, the Royal Niestern Sander shipyard installed the new aft ship on the passenger ship in the beginning of this year. This completely newly designed and built aft ship contains the dual fuel engines, the LNG storage tank, propulsion, all LNG installations, pipes, and other systems. The old aft ship was removed and transported on a pontoon to Groningen for recycling. The aft ship, built by the yard’s shipbuilding department, was transported from the innerdike location to the dock location by the same pontoon. Upon arrival at the dock, the new stern with modular trailers was driven from the pontoon into the dock and placed in position behind the Münsterland. i. niesternsander.com The old aft ship was removed and transported on a pontoon to Groningen for recycling.

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REFIT & CONVERSIONS

The Münsterland will be put back into service in its new form by AG Ems in the summer of 2021.

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CR UISE VESSELS & RIVER CR UISE VESSELS

Handover of Fincantieri’s Costa Firenze THE NEW COSTA FIRENZE, SCHEDULED TO SAIL IN THE MEDITERRANEAN IN 2021 AFTER WHICH IT WILL MOVE TO THE EAST, REPRESENTS A STEP FORWARD TOWARDS THE RESTART OF THE CRUISE INDUSTRY. ALL IMAGES COURTESY OF FINCANTIERI.

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n December of 2020, Costa Cruises, which is part of Carnival Corporation, was officially handed over the new Costa Firenze ship from Fincantieri, designed and built in the Marghera shipyard and inspired by the Florentine Renaissance. The event has taken place in full digital mode.

With 135,500t and a capacity of more than 5,200 guests, the Costa Firenze is part of the development plan that includes seven new ships to be delivered for the Costa Group by 2023, with a total investment of over EUR 6 billion. Costa Firenze is the fourth of these new ships to be delivered, with three more on their way.

Eleven of the fourteen ships currently operating in the Costa Cruises fleet were built by Fincantieri, confirming the solid relationship between the two companies, as well as representing a significant contribution to the Italian economy, including guaranteeing work for thousands of employees in the shipyards and external companies, mainly involved in interior fittings.

A superb ambassador

“The handover of the new Costa Firenze is a sign of hope and restart for the whole cruise and tourism ecosystems. This ship represents the most tangible evidence of the will of our group to restart. Our hope is that people will soon be able to travel again and that more ships will set sail and contribute to the revitalisation of tourism in Italy, Europe, and globally”, states Michael Thamm, Group CEO of Costa Group and

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Carnival Asia. Mr Thamm continues, “Looking beyond the pandemic, Costa’s goal is to design the future of sustainable and zero emission cruising and we hope that our long-lasting partnership with Fincantieri can bring our companies to work together on a roadmap that can lead to this ambitious yet essential objective.”

Giuseppe Bono, CEO of Fincantieri, adds, “Costa Firenze is the third cruise ship we have delivered since September and we are pleased that the name of this unit recalls one of the most famous cities of art in Italy and in the world. The delivery is an important moment because it is the concrete demonstration that the company is getting back to its normal production activity. I would also like to underline that the financial and economic situation of Fincantieri has not changed significantly compared to what we communicated in the previous quarters. The company has proven to be very resilient, avoiding the cancellation of orders and strengthening relations with the customers of the cruise sector. We are a growing company, we gained an international reputation and reliability, making further development easier, and we can count on an order book guaranteeing long-term visibility with opportunities to increase efficiency, productivity and profitability.”

Mario Zanetti, Chief Commercial Officer of Costa Cruises and President of Costa Group Asia, states, “Costa Firenze is a superb ambassador of Italian style, bringing a distinctive Italian taste for beauty to the

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CR UISE VESSELS & RIVER CR UISE VESSELS

“The concept of the Costa Firenze is inspired by an iconic city, which represents Italian art, taste and refinement in the world’s collective imagination.”

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CR UISE VESSELS & RIVER CR UISE VESSELS

Inspired by the Florentine Renaissance.

seas around the world, from Europe to Asia.

The concept of the Costa Firenze is inspired by an iconic city, which represents Italian art, taste and refinement in the world’s collective imagination. We have designed this ship to offer our guests a unique experience, especially for the family target, with a specific offer of entertainment and services.”

Sustainability

Costa Firenze’s interior design is a celebration of the Tuscan city, cradle of Renaissance art and culture. The common spaces reflect the harmony of a stroll through a Florentine street or square, even in the choice of colours. Gastronomic offerings are based on the great Mediterranean cuisine, with a wide choice of dining options guaranteed by thirteen bars and seven restaurants. The ship is perfect for families, with specific offers and some new features such as a real ‘adventure park’ on board.

The Costa Firenze project also takes sustainability in special regard. The vessel’s excellent environmental performance has been acknowledged by international certification organisation RINA with Green Star 3, a voluntary notation covering all the main aspects of a ship’s environmental impact and requiring maximum protection and prevention across areas such as waste, grey water, black water, machinery oil, CO2, ozone, greenhouse gases, particulate matter, Sulphur oxides, nitrogen, and ballast water. In addition to honoring compliance with a series of environmental sustainability standards, the certification also recognises the design solutions and operating

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Detailed and refined Costa Firenze swimming pool.

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CR UISE VESSELS & RIVER CR UISE VESSELS

The Costa Firenze is part of the development plan that includes seven new ships to be delivered for the Costa Group by 2023.

procedures that Costa has implemented voluntarily, both during construction and navigation, aimed at outperforming the environmental protection requirements of international regulations.

Two itineraries

The ship will first sail in the Mediterranean in 2021, providing two different week-long itineraries in the western Mediterranean.

The first itinerary, available from 28 February 2021, includes the Italian destinations of Genoa, La Spezia – with excursions also departing to Florence – and Naples, as well as Valencia, Barcelona, and Marseille. The second itinerary, which is available from May to October 2021, includes Genoa and Civitavecchia, with excursions to Rome, as well as Naples, Ibiza, Barcelona, and Marseille. After October 2021, the ship will move to Asia to join sister ship Costa Venezia, also built by Fincantieri, in operation since March 2019.

Costa Firenze Theatre.

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i. fincantieri.com

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REPAIR & MAINTENANCE

Lifesaver amidst the waves CONDITION MONITORING (CM) IS STILL A FAIRLY NEW DISCIPLINE IN SHIPBUILDING. CRITICAL COMPONENTS ARE OF COURSE MONITORED, BUT IT IS RARE FOR THE COLLECTED DATA TO BE CONNECTED TO EACH OTHER IN A CONDITION MONITORING SYSTEM (CMS), WHICH CERTAINLY ADDS VALUE. THE initial cost hurdle still appears to be too high for shipyards, shipping companies, and fleet operators to overcome. Bachmann offers the possibility to start at a lower cost, and easily scale up to a high-end solution if need be.

ALL IMAGES COURTESY OF BACHMANN.

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efects in the power train or drives are preferably avoided on the high seas.

Such an incident would not only entail high costs, but also pose a risk to the life and limb of the ship’s crew. Critical components therefore need to be replaced pre-emptively according to a set maintenance schedule, regardless of whether or not a defect is apparent. This renders unnecessary effort and expense. Continuous monitoring and corresponding evaluation of operating conditions allow changes in core components to be detected, and targeted maintenance to be carried out during planned downtime. Moreover, not only can outages be avoided, but the operating life of essential components is extended while saving considerably on costs.

on the ship. A corresponding networking of systems and data is required for this, which is not provided for most stand-alone monitoring systems, rendering these solutions a dead end for true condition monitoring.

Affordable start

With Bachmann’s CMSSTD solution integrated into the control system, CM can be economically started as of version 2.00, and incrementally expanded as needed. The initial investments remain protected, as the

Dead end

CMS has already been implemented at many important points on vessels. Sensors provide continuous measuring and trigger an alarm when measurements exceed a certain threshold. A service technician can inspect the area and identify the causes.

A frequent problem with this is that the monitoring solution is isolated and limited to monitoring one single assembly group.

The previous history of measured values is typically unknown, and the alarm cannot be chronologically referenced to other events

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Bachmann condition monitoring system software interfaces.

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REPAIR & MAINTENANCE

The Bachmann condition monitoring system makes it possible to start condition monitoring without complications or high costs.

installation does not have to be rebuilt; plug-ins in the form of individual licenses can expand capacity at any time. This allows CMSSTD to grow into a comprehensive monitoring solution that provides a complete status overview of monitored system parts, in turn allowing the making of informed decisions about maintenance.

Upon request, trained personnel from Bachmann Monitoring will remotely evaluate diagnostic data.

Modular expansion: the basic solution for vibration sensor peak value detection can be turned directly into a complete condition monitoring system.

AIC214 RMS 24/7 1Hz Option 1: OT / Option 2: atvise® portal

Offline / Online

Basic version on board

The software is already part of the M1 system’s standard toolbox and is therefore quick to install. With it, all process variables available to the control system are analysed,

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Expansion 1: Offline Raw Data

Expansion 2: Online Monitoring, Reporting

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REPAIR & MAINTENANCE

and the analogue and digital input signals from the AIO2xx, GIO2xx, and grid measurement GSP274 and GMP232 modules, are all monitored. With additional AIC214 vibration sensor modules, up to 48 piezo vibration sensors can be integrated, measurement data can be recorded with a sampling rate of up to 50kHz, and the effective values of which (RMS) are calculated and logged continuously. Alarm thresholds can be set by the user in accordance with the standards under DIN ISO 20283-4. Value trends and alarms can be displayed on an optional web terminal.

High-end condition monitoring via plug-ins

With offline plug-in licensing, it is possible to add to basic features and define trigger events for logging other data such as temperature, engine performance, and speed. All raw data from the connected sensors is stored. The measured value and alarm history can be transferred to a USB flash drive if required. This allows the operator to evaluate the data with an appropriate tool or to hand the data over to an external service provider for analysis.

Mechanical vibration recordings triggered by an event can be saved as a WAV audio file using the online plug-in. The continuous recording of vibration data and the RMS values calculated online enable direct recording for operation management, in addition to long-time diagnostics. Fine spectrum analysis in the frequency range can selectively detect damage to the kinematics of the drive train and forms the basis for in-depth analysis by experts on land.

Sensors provide continuous measuring and trigger an alarm when measurements exceed a certain threshold.

Condition-based maintenance

The Bachmann condition monitoring system makes it possible to start with condition monitoring without complications or high costs. It lays the groundwork for comprehensive monitoring and assessment of the operating condition of critical components, and opens the door to condition-based maintenance. This result can be highly compelling, as it leads to a higher availability of the ship and systems, more safety for the crew, and all of this at lower costs, too. i. bachmann.info

Handles ZF Planetary gearboxes O&K

Transmissions ZF PTIs Masson

Retractable thrusters ZF Pump drives Katsa

Carbon shafts Geislinger

Driveline specialist in conventional and hybrid solutions

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WORKBOATS

SPECS Build no.

147 Builder New Havyard Ship Technology Owner Norsk Fisketransport Flag Norwegian Delivery date 06.01.2021 Home port Rørvik Length 84.8m Breath module 16.9m Gross tonnage 3,964t Net tonnage 1,189t Approximate speed 12 knots Capacity three circular tanks with

a total volume of 3,250m3 Main engine 2,999kW Crew 11 + 2 guest bunks

New Havyard vessel Reisa for the salmon farming industry.

Photo courtesy of Havyard

New Havyard vessel for the salmon farming industry ON 6 JANUARY 2021, NORSK FISKETRANSPORT TOOK DELIVERY OF A NEW HAVYARD WELLBOAT THAT OFFERS GREATER SALMON CAPACITY, ENHANCED FISH WELFARE, AND A GREENER PROPULSION SYSTEM.

T

he Havtrans series sets the standard for medium-sized wellboats in the industry.

Havtrans was further refined through Namsos and Steigen and the sister ship Reisa will now serve as a new, useful tool for handling and transporting salmon. Four Havyard ships have been delivered so far, and two more are scheduled for delivery from Havyard New Ship Technology to Norsk Fisketransport later this year.

Reisa has a circular tank capacity of 3,250m3. Kjetil Myren, the Designer with responsibility for the wellboat segment at Havyard Design & Solutions, says that circular tanks enable the vessel to transport larger quantities of fish while ensuring calmer conditions and higher survival rates,

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thereby enhancing fish welfare.

“The special hull design makes the Havtrans vessels move smoothly through the water, reducing both emissions and fuel expenses”, Mr Myren explains. “Reisa is currently designed with extensive capacity for closed transport and infection protection with a dual delousing system that includes freshwater treatment and a flushing system.”

Masterpiece

Tore Bø, Project Manager at the Leirvik yard, has been involved in all the ships in the Havtrans series. He says that fitting out Reisa was the easiest project of them all, despite challenges relating to the coronavirus and the fact that they have taken greater control and ownership of more of the equipment on board. Mr Bø describes the work performed by the project organisation and the production in Leirvik as a masterpiece.

He states, “The project organisation and the production in Leirvik have pulled off a masterpiece. This goes to show that the workers at the yard in Leirvik are highly

capable shipbuilders. The boat was nonetheless a few months delayed due to late delivery from the hull yard in Turkey and coronavirus challenges at the yard in Norway.

The workers at Leirvik made a tremendous effort and fitted out the vessel much quicker than we feared. In addition, the cooperation with Norsk Fisketransport has been good throughout the process, and we are now pleased to be able to deliver such a robust, modern piece of hard-working machinery to NFT and the aquaculture industry. The next boat in the Havtrans series is scheduled for delivery in early summer, while the third will be completed this autumn.”

Havyard collaboration

Norwegian Electric Systems has delivered the bridge solution and the automation and electrical power systems on board, Norwegian Greentech has delivered the ballast water treatment system, Havyard Design & Solutions designed the ship, and New Havyard Ship Technology fitted it out. i. havyard.com

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OFFSHORE VESSELS

Van Oord orders green cable-laying vessel

VAN OORD HAS ORDERED A NEXTGENERATION CABLE-LAYING VESSEL. THE VESSEL WILL BE DELIVERED FROM VARD IN NORWAY AND EQUIPPED WITH THE LATEST SUSTAINABLE TECHNOLOGIES. THIS SECOND CABLE-LAYING VESSEL WITHIN THE VAN OORD FLEET WILL BE FULLY OPERATIONAL IN 2023.

ALL IMAGES COURTESY OF VAN OORD.

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he new vessel has been designed with a focus on ‘green’ in order to reduce the carbon footprint during operations and port standby. Apart from the possibility to run on biofuel, this hybrid vessel has future fuelready engines with built-in flexibility to anticipate e-fuels. Director Markets & Communication Robert de Bruin explains, “Developments in fuel are in full swing and it is impossible to predict the fuel of the future. This new vessel will last twenty to thirty years, however we have to decide on these investments right away, so we can be prepared for all kinds of fuels.”

Not a standard vessel

Compared to Van Oord’s first cable-laying vessel Nexus, the new ship differs mostly in terms of sustainable technologies used, her large battery pack, the shore supply connection, and a state-of-the-art energy

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management system. This sustainable setup will result in a more energy-efficient vessel and will reduce CO2, NOx, and SOx emissions. The design for these parts of the vessel is the result of the close cooperation between Van Oord and VARD. The design for the cable-laying section on board is, however, mainly an effort by Van Oord’s in-house design department. Mr De Bruin explains, “It will not be a standard vessel, as a cable-laying vessel is never standard.

About eight years ago, we started to keep the construction, new building and fleet management of these types of vessels – including installation vessel Aeolus and the cable-laying vessel Nexus – under our own management. Our engineers were responsible for the design of the deck layout, carousels, and automation for this cable-laying vessel.”

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OFFSHORE VESSELS

SPECS Ship type Length Beam Draught Flag

Cable-laying vessel 130m 28m 6.6m Dutch

Apart from the possibility to run on biofuel, this hybrid vessel has future fuel-ready engines with built-in flexibility to anticipate e-fuels.

Offshore wind is now Van Oord’s core business.

Increase in megawatts

Offshore wind started as a niche market for us, but it is now our core business, accounting for 30 to 50% of our turnover.

Its intelligent cable laying control system, capacity, and automation will be a further evolution from Nexus. The new DP2 vessel will be equipped with not one, but two carousels; one below-deck cable carousel and a second carousel on deck, with a total cable-carrying capacity of 8,000t versus 5,000t on Nexus. “In 2016, we carried out the Gemini project, an offshore windfarm in the Dutch coastal waters with 150 wind turbines with a capacity of 4MW each. We are currently, together with RWE, preparing the construction of the Sofia offshore windfarm with 14MW turbines. That’s more than triple! This new vessel with far more capacity is in line with this development”, Mr De Bruin elaborates.

The vessel will be mainly deployed on interarray grid and export cables of offshore

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wind projects, including the installation of high-voltage direct current cables. Van Oord’s highly innovative cable trenchers can also be operated from this vessel. Van Oord at present has two cable trenchers: the Dig-It and the Deep Dig-It. These are socalled ‘Tracked Remotely Operated Vehicles’ (TROVs) that drive unmanned across the seabed and create a deep trench for the cables by liquefying the seabed. At the same time, the trencher inserts the cables into the trench and reseals them into the seabed. The Deep Dig-It is one of the largest and most powerful of its kind and can bury cables more than five metres deep in very hard soil. The trenchers are currently interchangeable within various projects.

Core business

Van Oord’s investment in this new green cable-laying vessel shows the company’s

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Repair

We are always available to provide repair procedures with a service that meets Dutch quality standards.

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OFFSHORE VESSELS

Van Oord’s first cable-laying vessel Nexus.

According to Mr De Bruin, the offshore wind market is not affected by the COVID-19 pandemic.

However, more players are entering the market.

confidence in the offshore wind market and the strategy to strengthen its leading position. The company was an early adaptor, with its first activities in this market taking place in 2002. A substantial investment programme followed from 2013 to 2018, including the construction of both Aeolus and Nexus. “It was clear to us that this market would grow”, says the Director of Markets & Communication. “Offshore wind started as a niche market for us, but it is now our core business, accounting for 30 to 50% of our turnover. Four large-scale projects are already planned for the next three years.”

Van Oord prefers to operate as a main contractor, which means that the company is responsible for the full scope: from the installation of the turbines and the foundation of the monopiles to laying the export cables on the seabed. “With this new vessel, speed and efficiency will increase enormously, which is very useful in large projects. There are also a lot of projects in

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which we do not act as an EPC, but where we have to arrange transport and installation.”

Paris Agreement

According to Mr De Bruin, the offshore wind market is not affected by the COVID-19 pandemic. However, more players are entering the market. This is one of Van Oord’s drivers to continuously reinforce its market position by investing in state-of-theart sustainable technology. “We are a marine contractor with many assets, so our CO2 footprint is certainly out there. But with each investment we make, we prove to meet the intermediate steps of our commitment to reduce our CO2 emissions and become carbon-neutral by 2050, in line with the Paris Agreement. The investment for this new green cable-laying vessel demonstrates our commitment to net-zero emissions.” i. vanoord.com

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NAVCOM

Clouds on the horizon for shipping’s digital journey A FULL EMBRACE OF DIGITALISATION WILL REQUIRE NEW APPROACHES TO OVERCOMING LATENCY AND GREATER USE OF STANDARDISED SYSTEMS. WE KNOW THAT DIGITALISATION WILL HAVE A TRANSFORMATIVE EFFECT ON THE MARITIME INDUSTRY AND THAT IT HAS THE POTENTIAL TO IMPROVE EVERYTHING FROM OPERATIONAL SAFETY AND PORT CALL OPTIMISATION TO ENVIRONMENTAL PERFORMANCE. WORDS BY TORE MORTEN OLSEN, PRESIDENT MARITIME OF MARLINK. ALL PHOTOS COURTESY OF MARLINK.

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hat is not always appreciated is that it is difficult to achieve a revolution in the way that people, assets, and data are managed using the technology of a decade ago. Just as Moore’s Law has been superseded with more powerful processing, communications technology has also evolved.

Seeking solutions

Maritime communication differs from terrestrial communications, principally because of its inherent latency, or delay between data being sent and its arrival. All networks have challenges of how to terminate the traffic with as low latency as

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NAVCOM

The trend in data analytics is once again moving inexorably towards the cloud. But maritime satellite services operate with a level of latency that makes cloudbased computing and applications challenging. possible and an increase in throughput does not by itself solve the latency issue, because the journey is still into space and back. How we overcome this challenge requires a combination of engineering, hardware, and software expertise.

The trend in data analytics is once again moving inexorably towards the cloud. But maritime satellite services operate with a level of latency that makes cloud-based computing and applications challenging.

Even the use of LEO constellations does not eliminate the problem, because even though the distance between earth and satellites is smaller, the journey from the vessel across the network to an end point is still long compared to terrestrial services.

Our experience in smart hybrid networks suggests there are mitigations, including a form of buffering that smooths out the end user experience by manipulating the journey of the data to enable it to be delivered as a complete package even if the process is interrupted.

Service quality is key

Network performance can be impacted for better or worse by a number of factors: orbital spread of the available satellites, the likelihood of congestion, and the number of overlapping beams in areas of densest traffic. One-off problems such as blockages to the signal from ship superstructure are a fact of life but shouldn’t be a reason to incur higher costs or sacrifice performance.

For vessel operators, getting the service they require will mean comparing their options in detail and creating a benchmark that gives them the certainty they need. The absolute number of combination of satellites may not be decisive above a certain number, but the orbital spread and number of overlapping beams makes a critical difference for service quality.

The core differentiator is whether they are using a guaranteed service or one that provides ‘best effort’. For some low-level

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application usage, best effort will perform adequately, but when communications become critical, an uptime and throughput guarantee will be required as the industry moves towards more complex solutions.

There are different categories of urgency and owners need to plan and prioritise the traffic in a particular data stream. Some OT systems may only need to ping once in 24 hours, others will send more frequent updates, and systems must also be able to cope with unforeseen events that need to take bandwidth priority. Achieving a new level of operational efficiency, certainty, and security on the basis of “this has worked until now” may not be enough for the new technologies coming into play. A long-term connectivity partner will need to do more than connect one USER to the other; value added services go well beyond basic user applications to backbone systems such as automatic updating to more emergent technologies like routeing data around software-defined networks.

Different thinking required

The trend towards cloud-based computing and applications also suggests that the industry can only take full advantage of digitalisation by moving towards the use of standardised software tools rather than the traditional maritime-specific systems that have emerged independently over time. This is particularly true of cloud services which tend to employ disparate standards, which need to converge for the maritime cloud to work to its full potential.

The software, monitoring, and performance tools that shipping has used until now can continue to be used over hybrid networks.

This challenge lies ahead if more demand for cloud computing pushes latency further up the agenda. Being able to connect to shore and transmit data should be considered ‘business as usual’ and storing and processing data in cloud based corporate systems will require us to think differently. These challenges must be considered as part of the digitalisation story

Tore Morten Olsen, President Maritime of Marlink.

and the shipping industry needs to understand the limitations and challenges in coming closer to an ‘onshore experience’ in the near future.

The physics of satellite connectivity might be against standard shore-based offerings for applications like Microsoft Office 365 or Citrix to maritime users, but with proper expertise and considerations, we can optimise every possible parameter to build a good user experience, making standardised tools work within the framework of the maritime communications market. i. marlink.com

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MARINE PROPULSION & POWER GENERATION

Veth delivers 40 steering grids for Parsifal LNG tankers VETH PROPULSION HAS BEEN SELECTED BY CONCORDIA DAMEN AS THE BOW THRUSTER SUPPLIER FOR A LARGESCALE PROJECT – A SERIES OF 40 PARSIFAL LNG TANKERS. FOR THE NEXT FOUR YEARS, ONE STEERING GRID WILL LEAVE THE WORKSHOP IN PAPENDRECHT, THE NETHERLANDS, EACH MONTH. TWO STEERING GRIDS HAVE ALREADY BEEN TRANSPORTED TO THE KLADOVO SHIPYARD IN SERBIA FOR THE INLAND WATERWAY BARGES ALREADY UNDER CONSTRUCTION. ALL PHOTOS COURTESY OF VETH PROPULSION

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he 110m x 11.5m vessels will boast LNG propulsion and extreme shallow draft capabilities – 2,800t on a 3.25m draft – in order to maximise cargo carrying capacity on the Dutch, Belgian, and German canal and river networks. The LNG tankers will be equipped with Veth’s steering grid type VSG-1200L and accompanying 425kW electric motors. The first complete vessel is scheduled for delivery in November 2021. Wim Boom, Area Sales Manager of Veth Propulsion, is very proud of this order.

“Concordia Damen has been a valued customer with whom we have had a strong partnership for years. This large-scale project is the icing on the cake.” Tim van Berchum, Financial Manager of Concordia Damen, explains their choice for Veth, “Veth Propulsion ultimately turned out to be the most advanced and best suited partner for this project.”

The 40 steering grids are a standard Veth product. The bow thruster and propulsion supplier introduced the Veth Jet in 1969. The steering grid is the result of further development. “We have been selling this product for decades and have made continuous improvements since its introduction. This means that no changes have been made to the bow thruster for this project and only project-specific adjustments were required, which benefited the construction”, says Mr Boom.

Maximum thrust at minimum draft

Last December, Veth Propulsion and Concordia Damen signed the contract for the 40 steering grids, which the companies already started designing over a year ago. Mr Boom looks back, “This project concerns many vessels, so lots of research and collaboration was necessary. Our Steering grid.

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MARINE PROPULSION & POWER GENERATION

Parsifal Tanker.

engineers worked with the Concordia engineers to optimise every aspect. We only had to make minor adjustments such as the relocation of pipes and the routing of cables. These changes make no difference to us as a manufacturer, but make the construction of the vessels easier for the yard, which saves time and therefore reduces costs.”

The Veth steering grids are known for their maximum thrust at minimum draft, enabled by using the horizontal propeller and the lack of protruding parts underneath the vessel. The water is drawn up from under the vessel through a horizontal propeller. It is then guided to the outside through a hydrodynamic streamlined housing, and passes through a grid. This grid is directly controllable across 360 degrees. In the event of a main propulsion failure, the steering grid can also be used as an emergency propulsion facility.

“We recommend two grids for a dry cargo or container ship that is susceptible in windage. But the windage for inland tankers is far less, so one grid is sufficient. The Parsifal vessels have the steering grid at a horizontal angle of about 45 degrees to the centre of the ship to generate maximum thrust in the most important positions. We supply steering grids in a power range from 200HP to 840HP. The Parsifal tankers’ 575HP is indeed rather powerful for these vessels, but this was the client’s preferred choice.”

The investment branch of the American J.P. Morgan bank will own all the Parsifal vessels. The barges will be chartered by Shell and operated by the VT Group/ Marlow. The VT Group is specialised in inland shipping, transporting minerals, chemical products, biofuels, and lubricants.

The Parsifal tankers will transport mineral oils between Antwerp, Amsterdam, Rotterdam, and the Rhine network.

J.P. Morgan

Sustainability

Veth supplies the steering grids with the option of a diesel, electric, or hydraulic drive. In the case of the Parsifal project, each vessel has one steering grid with 425kW electric motors, which delivers 575HP. This selection depends on vesselspecific characteristics. Mr Boom explains,

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Veth Propulsion is proud that the company can once again play a role in a sustainable project. “We are continuously working on sustainability, as demonstrated in previous projects such as the Oranje Nassau V and VI and the Den Bosch Max vessels”, Mr Boom comments. “In the case of the Parsifal

From left to right: Wim Boom – Area Sales Manager of Veth Propulsion, Tim van Berchum – Financial Manager of Concordia Damen, Marco Huisman – Technical Director of Veth Propulsion.

vessels, the sustainability lies in the LNG propulsion installation. As a partner in these projects, we are happy to share our knowledge gained in other international projects. It’s a great advantage for the environment to minimise the vessel’s resistance and to subsequently save fuel. To make the projects and thus the sector as sustainable as possible, collaboration between all parties is needed and we are happy to cooperate to achieve these goals.” i. veth.net

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REPAIR & MAINTENANCE

A new frontier for shipping WHY NOW IS THE TIME TO ASSESS TRADITIONAL VESSEL CRACK REPAIR METHODS THE IMPACT OF COVID-19 DURING 2020 HAS RESULTED IN ECONOMIC TURMOIL ACROSS THE SHIPPING INDUSTRY AND BEYOND. THE DISRUPTION, COUPLED WITH IMPENDING ENVIRONMENTAL TARGETS, HAS BEEN A CATALYST FOR THE RE-ASSESSMENT OF BUDGETS, OPERATIONS, AND LEGACY PROCEDURES IN ALL SEGMENTS OF SHIPPING. ONE AREA IN WHICH THERE IS SCOPE FOR THE RE-EVALUATION OF TRADITIONAL METHODS, AND WHERE WE ARE SEEING SUBSEQUENT PROGRESS, IS IN THE STRUCTURAL MAINTENANCE OF VESSELS. WORDS BY JONNY LIM, DIRECTOR OF SPS TECHNOLOGY ASIA. ALL PHOTOS COURTESY OF SPS TECHNOLOGY.

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tructural maintenance forms an essential part of vessel preservation for the global shipping fleet and is recognised as a necessary expense. More specifically, the occurrence and management of cracks on vessels continues to be central to repair and maintenance regimes for ship owners and operators. Especially with the repair of fatigue cracks present in ship structures, such as the hull and boundary tanks, it is vital to avoid further costly damage,

preserve asset integrity, seafarer safety and cargo.

Although vessel cracks are recognised as a longstanding problem, the initial cause is often unknown and could be due to a multitude of factors. For example, ongoing research suggests that the factors influencing the development of cracks could include vibration, fatigue, corrosion, and extreme loads. This range of factors is only set to increase, as environmental regulation leads to the increased retrofitting and refit of new emissions cutting technologies onto a vessel’s structure. For example, the installation of a scrubber to ensure compliance with the IMO’s global sulphur cap, could potentially add stress and strain to an existing vessel’s structure, exposing previously unseen weaknesses, because of different weight loads, causing cracks in new and unexpected areas.

Traditional vessel crack repair methods

Jonny Lim, Director of SPS Technology Asia.

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Historically, crop and renewal techniques have been universally regarded as the standard method to repair cracks on vessels.

While effective, these approaches come with

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Restraint beams in place, prior to elastomer injection.

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REPAIR & MAINTENANCE

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REPAIR & MAINTENANCE

SPS top plate being lowered into position.

About SPS SPS is a structural composite material comprising two metal plates bonded with a solid polyurethane elastomer core.

Polyurethane core is developed jointly with BASF, who supply material globally.

Approved by major regulatory authorities, SPS is used in a wide variety of civil, offshore, maritime and special applications including stadia terraces, structural flooring, bridge decks, and the repair of offshore structures and maritime vessels.

SPS is much simpler than stiffened steel plate and much lighter, slimmer and faster to erect than reinforced concrete.

This repair technique is carried out safely by riding squads while a vessel is in operation, which critically removes the necessity for further and costly time out of service.

Likewise, in relation to hull repairs below the water line, structural composites also eliminate the need for dive boats and cofferdams, which in turn, considerably reduces cost, time and associated safety considerations.

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considerable limitations, including significant time and budget commitments, which in today’s climate are not feasible for most ship owners and operators. For example, to fix a crack on a vessel’s hull or fuel tank, requires time out of service; the vessel inaction coupled with repair costs requiring a considerable investment. Despite the time and economic limitations, the ongoing use of these methods continues to prevail, mostly due to support by ease of acceptance from class societies, a lack of appetite for change from conservative ship owners and the desire of yards to preserve ‘bread and butter’ income from steel renewal work. However, drastic changes in market fundamentals and new thinking from class societies are leading to alternative materials and methods being increasingly considered by ship owners and operators.

A fresh approach

One such solution, which offers a permanent, cost-competitive and time efficient solution to vessel crack repair is the use of structural composites. The use of structural composites (such as SPS) offers a new yet mature vessel crack repair and prevention solution, which is safe, non-

disruptive, and delivers improved strength when compared to conventional steel structures. In fact, in Mare Forum’s recent webinar, moderated by Bureau Veritas on ‘Designing the ship of the future’ the use of composites was highlighted as being instrumental to ship construction and repair over the next decade. In fact, 55% of respondents who answered a live poll during the webinar said that they believed the industry will have ships made of composites in the next ten years.

A strong business case

With a heighted pressure for ship owners and operators to find new ways to reduce OPEX costs in 2021, fresh complexity driven by an aging fleet and a growing requirement to source long-standing sustainable solutions, an overhaul in traditional crack repair techniques has never been more necessary. This, together with greater support by class societies, brings forward a strong business case for the use of structural composites as future construction, repair, and maintenance material in the shipping industry. i. spstechnology.com

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WORKBOATS

Three vessels for Schlepp- und Fährgesellschaft Kiel AFTER DELIVERING HYBRID FERRY GAARDEN IN JULY 2020 AND THE FULLY ELECTRIC FERRY DÜSTERNBROOK THAT WILL BE ENTERING OPERATIONS SHORTLY, HOLLAND SHIPYARDS GROUP HAS SIGNED A CONTRACT TO BUILD THREE ADDITIONAL HYBRID VESSELS FOR SCHLEPP-UND FÄHRGESELLSCHAFT KIEL (SFK).

ALL PHOTOS COURTESY OF HOLLAND SHIPYARDS GROUP.

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he design of the three additional vessels is in line with the previously delivered vessel Gaarden. The ferries will measure 32.4m by 8.8m and will be provided with a hybrid drivetrain that can be powered by either generators or by means of a battery bank. The first two ferries will be delivered in February and May 2022 and the last one in the beginning of 2026.

Ansgar Stalder of Schlepp- und Fährgesellschaft Kiel states, “Holland Shipyards successfully prevailed in a European tender among twelve other shipyards. The contract included four ferries but was split into a prototype and an option of three additional vessels. The Gaarden has been in service for several months and has been fulfilling her duties, so Schlepp- und Fährgesellschaft Kiel are confident to extend the contract as originally intended.”

Hybrid ferry Gaarden.

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Green mission

With the new vessels, SFK is renewing their current fleet. The replacement of the fleet is in line with the environmental goals set by SFK and the city of Kiel. The city of Kiel aims to be CO₂ neutral by 2050 and expects shipping to play a major part in this shift.

Replacing the fleet adds great value to this and Holland Shipyards Group is proud to contribute to this.

With a role in building green vessels, Holland Shipyards Group is committed to work on a greener future for the maritime industry. The Holland Shipyards Group 2021’s orderbook contains about a dozen fully electric or hybrid ferries. “Propulsion systems are key in developing green vessels, therefore we are always investigating sustainable propulsion methods”, Holland

Shipyards Group states. “This year we will be taking a pioneering step by retrofitting a vessel to run on hydrogen fuel cell propulsion. Our green mission is not only visible in the vessels we build, but in the production process as well. Green vessels need to be built in a sustainable way. When it comes to materials selection, we are making green choices, and our workshops, where we control air quality and emissions, have a green character as well. This year, a large number of solar panels will be installed on our workshops. Our aim is to generate as much energy as we use. Going green is not an option, but a necessity to leave a habitable planet to the next generations to come. We will continue doing our part.” i. hollandshipyardsgroup.com

Battery room.

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OFFSHORE VESSELS

OCEA CTV – LD Tide – Design by Mauric.

Louis Dreyfus Armateurs and Tidal Transit selected for three CTVs AFTER BEING SELECTED FOR TWO CREW TRANSFER VESSELS (CTVs) DEDICATED TO THE SAINT-NAZAIRE OFFSHORE WINDFARM IN DECEMBER, LOUIS DREYFUS ARMATEURS AND TIDAL TRANSIT ARE PLEASED TO ANNOUNCE THE SIGNATURE OF A THIRD CONTRACT FOR THE SUPPLY OF A CREW TRANSFER VESSEL FOR THE SAINT-NAZAIRE OFFSHORE WINDFARM.

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he Louis Dreyfus Armateurs Group and partner Tidal Transit recently signed a contract with EDF renewables to supply another CTV. All three CTVs will be designed by naval architect Mauric, a naval architecture firm based in Nantes, and built

by French shipyard OCEA, specialist in aluminum vessels with French-based production sites. LD Tide (a joint venture between Louis Dreyfus Armateurs and Tidal Transit) will operate the CTVs for the transfer of maintenance technicians to the windfarm.

The CTVs will sail under the French flag and will have the mission of ensuring the transfer of technicians (24 offshore wind technicians per crossing) between the coast and the farm for wind turbines maintenance. In addition, the collaboration with Tidal Transit, a recognised specialist in offshore wind power, is also one of the key elements of this new industrial partnership. This contract is a new success for the Louis Dreyfus Armateurs Group in the field of renewable energy.

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OFFSHORE VESSELS

OCEA CTV – LD Tide – Design by Mauric.

Technical innovations and environmental impact

• Semi-swath hull shape, allowing for better seakeeping performance to facilitate the transfer of technicians in rough seas (2m HS) and improved comfort in transit.

• Aluminum construction and addition of a T-Foil (load-bearing plane) to reduce fuel consumption.

• Connection to shore power during stopovers.

Additional efficiency gains

“This success is definitely in line with our strategy to develop activities dedicated to MRE. We are strengthening our commitment to clean and renewable energies while confirming our strategy for more innovative maritime solutions in terms of comfort, personnel safety, and respect for the environment”, says Kamil Beffa, Deputy CEO of the Louis Dreyfus Armateurs Group.

Leo Hambro, Commercial Director of Tidal Transit adds, “We are delighted to bring our experience in the operation and delivery of innovative access solutions. Mauric’s design will yield additional efficiency gains that are yet unheard of in the market, and we look forward to introducing it to the whole industry.”

A formula for success

“We are convinced that a long-term collaboration at a local level, with the aim of

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Technical characteristics • Length: 26.70m • Breadth: 9.40m • Draught: 1.80m • 24 technicians • 3 crew members • Service speed: > 25 knots • Cargo capacity: 10t • Propulsion: IMO tier III

bringing the latest technologies to this first large-scale offshore wind project in French waters, is a formula for success”, says Sebastian Mertens, Director of Service Offshore Wind at GE Renewable Energy Offshore Wind.

Elvis Sahmanovic, Director of Maritime Transport and Mobility at OCEA, comments, “We are very proud that the Louis Dreyfus Armateurs Group has decided to trust OCEA with the construction of these three CTVs.” Fabrice Ghozlan, Sales and Development Director at Mauric, adds, “It is a great pride

for the entire Mauric team to be the naval architects of the CTVs that will operate on the first French windfarm.”

The construction of the three CTVs will start in 2021, with commissioning scheduled for 2022. With 80 GE Haliade 150-6MW wind turbines, the Saint-Nazaire windfarm will provide an installed capacity of 480MW and will supply 20% of the electricity consumption of the Loire-Atlantique department in France. i. lda.fr

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MARINE PROPULSION & POWER GENERATION

Two electric Ro-Ro vessels driven by Schottel SCHOTTEL HAS BEEN AWARDED A CONTRACT TO DELIVER SCHOTTEL ECOPELLERS AND PUMPJETS FOR TWO NEW AUTONOMOUS RO-RO VESSELS. THEY WILL BE OPERATED BY ASKO MARITIME, NORWAY’S LARGEST GROCERY WHOLESALER, AND THEY WILL BE BUILT AT COCHIN SHIPYARD (CSL) IN INDIA. BOTH VESSELS WILL HAVE FULL BATTERY-ELECTRIC PROPULSION AND ARE DESIGNED FOR TRANSPORTING TRAILERS ACROSS OSLO FJORD BETWEEN TWO OF ASKO’S DISTRIBUTION CENTRES. ALL IMAGES COURTESY OF SCHOTTEL.

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ai Just Olsen, Director of ASKO Maritime, shares, “We have a clear ambition to be climate neutral and have set ambitious goals, including being a self-sufficient provider of clean energy and having 100% emission-free transport by 2026. These innovative ships are key to fulfilling that ambition and will form an essential component of a zero-emissions logistics chain linking our facilities. We are very pleased that Schottel is supporting us in this project.”

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MARINE PROPULSION & POWER GENERATION

The main propulsion system of each vessel consists of one medium sized EcoPeller typeSRE 210 (500kW) driven by an electric motor.

High-efficiency EcoPellers Vessels for transporting trailers across Oslo Fjord between two of ASKO’s distribution centres.

We have a clear ambition to be climate neutral and have set ambitious goals, including being a selfsufficient provider of clean energy and having 100% emission-free transport by 2026.

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The main propulsion system of each vessel consists of one medium sized Schottel EcoPeller type SRE 210 (500kW) driven by an electric motor. This motor will be electrically powered by a battery bank with a 1,846kW/h capacity. With its special hydrodynamically optimised design, the SRE generates maximum steering forces, thereby enabling top performance in terms of overall efficiency and course stability. This reduces fuel consumption and ensures lower operating costs and lower emissions.

Moreover, the EcoPeller is the first azimuth unit consistently developed for an electric drive source. Eliminating the gearbox has multiple advantages, such as maximum mechanical efficiency and a reduced noise level.

PumpJets

An electrically powered PumpJet type SPJ 57 (200kW) will be fitted at the bow to act both as thruster and take-home system. The extremely compact SPJ will improve manoeuvrability and enables space-saving installation with minimal displacement losses. Since the Schottel PumpJet is installed flush with the vessel’s hull, this not

A PumpJet type SPJ 57 (200kW) will be fitted at the bow to act both as thruster and take-home system.

only minimises the ship resistance, but the risk of damage is also reduced considerably. This makes the robust SPJ the perfect choice for operation in extremely shallow waters.

Sixteen fully loaded EU trailers

The vessels will be fitted with a bridge forward and initially they will be operated with a crew on board. Once established, the vessels will operate fully autonomously for ASKO with the ability to transport sixteen fully loaded standard EU trailers at a time.

These will be stowed on the open deck with a loading ramp at the stern. The operating speed will be 10 knots and it is anticipated that this mode of trailer transport will replace over 3.2 million road kilometres per year, in turn saving around 5,000t of CO2 every year.

The 67m long vessels have been designed

by Naval Dynamics in Norway. They will be built under DNV GL Classification and flagged in Norway. The contract includes options for two other vessels. Both vessels are scheduled to enter operation in January 2022. i. schottel.de

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DREDGING VESSELS

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DREDGING VESSELS

Successful launch of CSD Alyarmouk ON WEDNESDAY 16 DECEMBER 2020, ARAB POTASH COMPANY (APC) AND ROYAL IHC SUCCESSFULLY LAUNCHED CUTTER SUCTION DREDGER (CSD) ALYARMOUK AT IHC’S SHIPYARD IN KRIMPEN AAN DE IJSSEL, THE NETHERLANDS. ALL PHOTOS COURTESY OF ROYAL IHC.

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he custom-built vessel is a 3,557kW CSD and a further developed copy of the dredger Jarash, which IHC delivered to APC in 2018. As part of its long-term growth strategy, APC will use Alyarmouk at its site in Jordan, where it will cut and remove crystallised salt under harsh conditions.

The Alyarmouk is the last of three contracts signed between APC and IHC earlier this year.

The first was for an IHC Beaver 65, a 2,819kW dismountable CSD that was modified in order to work efficiently in the Dead Sea. The second contract was a three-year maintenance deal for the IHC dredgers Jarash and Mutah, with the purpose of achieving and maintaining an agreed level of uptime.

Major milestone

“We are delighted to have reached the next phase in completing this so-called ‘salt mushroom dredger’ for APC”, says Gerben Eggink, CEO of IHC. “It’s a major milestone that confirms the strong and successful

relationship between our two companies and we hope to continue this cooperation. I wish the Alyarmouk and all those who will sail on the vessel, safe and prosperous operations.”

“We are proud to be continuing our relationship with IHC and vessels such as the Alyarmouk are vital for our continued growth strategy”, says Maen Nsour, CEO of APC. “The Alyarmouk will be working in challenging conditions, but we have full confidence in IHC’s technology, and we know that we can completely rely on them.”

After the launch, the Alyarmouk will be commissioned and tested. Once concluded, the vessel will be lifted out of the water, demounted and transported to Jordan.

When the parts arrive in Jordan, the Alyarmouk will be reassembled and ready to execute its first assignment, supported by IHC’s Jordan local office. i. royalihc.com

Royal IHC and APC launch CSD Alyarmouk.

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MARINE PROPULSION & POWER GENERATION

In order to make the standard SHP seaworthy, the SHPmarine was modified according to the IMO-IGC regulations.

SERO SHPmarine side channel pump transports LPG THE SERO PUMPSYSTEMS’ SHPMARINE SIDE CHANNEL PUMP IS INTEGRATED INTO THE SECONDARY FUEL SUPPLY SYSTEMS (SFSS) OF HYBRID SHIP PROPULSION UNITS PUMPING LPG (PROPANE) TO THE MAIN SHIPBOARD ENGINE. IT IS THE FIRST PUMP OF ITS KIND TO BE BOTH LLOYD’S REGISTER ACCEPTED AND DNV GL TYPE APPROVED FOR MARITIME DUAL FUEL PROPULSION SYSTEMS. ALL PHOTOS COURTESY OF SERO PUMPSYSTEMS, UNLESS STATED OTHERWISE.

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he special technical features of this pump include a low suction head requirement, uninterrupted pressure-constant delivery of lowviscosity liquids, and a resistance to shipboard vibrations ensuring high functional reliability of the SHPmarine in ‘over the water’ applications.

The SHPmarine pump technology was originally developed for use in the oil & gas industry, handling natural gas liquids in a myriad of midstream production and process services. It has now been modified to meet maritime needs as the IMO 2020 initiative to reduce fugitive emissions has been established.

A seaworthy side channel pump

Low NPSHr (Net Positive Suction Head requirement), reliable and pressure-constant

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MARINE PROPULSION & POWER GENERATION

The SERO model SHPmarine has evolved into a sea faring side channel pump solution. delivery of volatile LPG, and resistance to vibrations from the ship’s hull – the side channel pump SHPmarine meets all of the technical challenges when pumping LPG from the storage tanks through the SFSS, feeding the main engine of an ocean-going vessel. In order to make the standard SHP seaworthy, the SHPmarine was modified according to the IMO-IGC regulations. The pressure-bearing components of the pump – such as the suction casing, the discharge casing, the outer barrel, and the sealing chamber – are made of austenitic stainless steels or low-temperature steel to meet the pressure requirements.

The SHPmarine side channel pump is the first pump to be both Lloyd’s Register accepted and DNV GL type approved.

Five-layer marine paint

The SHPmarine also meets the corrosive and temperature-related demands of shipboard applications in many ways. For example, spring-loaded stainless-steel screws and special low-temperature O-rings compensate for the thermal expansion behaviour of the materials during extreme temperature changes. A five-layer marine paint (C5M) will protect the structural components from salt water and UV radiation. Special dry-running mechanical seals are used to prevent leakage and control fugitive emissions. They also ensure cost-efficient operation and service.

Lloyd’s Register approval

To meet the unique flow and head criteria, SERO PumpSystems has extended the SHPmarine’s performance range up to a 10-stage hydraulic configuration. To assist in servicing the pump, SERO integrated an all-steel spacer coupling between the pump and the drive engine. By implementing these design features, the SHPmarine was accepted by Lloyd’s Register and received the type approval of DNV GL.

Successfully integrated

Depending upon the SFSS design, there can be low pressure pump requirements as well

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Photo courtesy of BW LPG.

Several large gas carriers utilising the dual fuel systems have been commissioned and more are on the way.

as high pressure pump requirements. The SHPmarine model has been successfully used for either application. Several large gas carriers utilising the dual fuel systems have been recently commissioned and many more are on the way as the IMO 2020 initiative gains momentum. The SERO model SHPmarine has evolved into a sea faring side channel pump solution. i. seroweb.com

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MARINE PROPULSION & POWER GENERATION

Ammonia changes the game

Globally, shipping discharges almost a billion tons of carbon dioxide into the atmosphere each year.

Milton Bevington, The Ammonia Report co-author.

Stephen Crolius, Co-Founder of Carbon Neutral Consulting.

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Trevor Brown, Executive Director of the Ammonia Energy Association.

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MARINE PROPULSION & POWER GENERATION

COMPANIES IN THE MARITIME SECTOR MUST DRASTICALLY REDUCE THEIR CARBON FOOTPRINTS OVER THE NEXT 30 YEARS. THIS CHALLENGE WILL DISRUPT THE COMPETITIVE DYNAMICS OF TODAY’S INDUSTRY AND MARITIME COMPANIES WILL SEE THEIR FORTUNES RISE AND FALL DEPENDING ON THE SUCCESS OF THEIR TRANSITION STRATEGIES. THE STRATEGIC LANDSCAPE IS COMPLEX, WITH MANY VARIABLES AT PLAY. ALL PHOTOS COURTESY BY CARBON NEUTRAL CONSULTING UNLESS MENTIONED OTHERWISE.

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he Ammonia Report, produced by Carbon Neutral Consulting (CNC), brings a radically different perspective to this conversation. It argues that ammonia may hold the key to a dominant strategy for companies throughout the maritime sector.

No time to lose

“Globally, shipping discharges almost a billion tons of carbon dioxide into the atmosphere each year”, says Stephen Crolius, Co-Founder of Carbon Neutral Consulting (CNC) and co-author of The Ammonia Report. “The IMO’s initial GHG strategy calls for a 50% reduction in the sector’s GHG emissions versus a 2008 baseline. Yet, at this point in time, of a sample of 500 companies with hard assets at stake, just 20% have a clear decarbonisation strategy in place. We believe companies have no time to lose in rising to this challenge.”

The Ammonia Report

The Ammonia Report is not an endorsement of ammonia as a bunker fuel. Rather, it is an endorsement of strong strategic planning that can enable maritime companies to thrive through a multi-decade period of disruption. The report marshals information from dozens of sources to put ammonia in context. It argues that ammonia’s presence within the decarbonisation option set changes the strategic calculus in important ways.

Companies who understand this, and build their business strategies accordingly, will have a competitive advantage over those who do not.

Co-Founder Trevor Brown now serves as Executive Director of the Ammonia Energy Association, following his pioneering work in the nascent field of low-carbon ammonia production.

“We saw the relevance of ammonia energy to the maritime sector even before the IMO outlined its initial strategy for reducing GHG emissions in 2018”, Mr Crolius says. “Over the last three years, we have had the opportunity to interact with companies in many different maritime industries and we have studied the key developments. We came to realise

that the ammonia fuel concept could have farreaching implications that maritime companies could use to their advantage.”

The Ammonia Report co-author Milton Bevington explains further, “In game theory, a ‘dominant strategy’ is a strategy that leaves you better off no matter what your competitors do in response.

Dominant strategies are rare in business contexts because we are usually faced with options that have an upside if our competitors react one way and a downside if they react in another. Right now, for companies in the maritime sector, an ammoniaoriented action plan comes very close to being this kind of ‘dominant strategy’ – a business plan that enables commercial success across a period of intense disruption regardless of the actions of your competitors. The critical question, which The Ammonia Report answers, is how can this strategy be rolled out via practical actions in the current environment?”

A springboard for a new strategy

The 64-page report describes the business risks that flow from the International Maritime Organization’s most recent Sulphur and GHG emissions initiatives.

It reviews the range of fuel choices through the lens of current and emerging regulatory initiatives and identifies ammonia as a potentially well-qualified alternative. It then considers the degree of challenge involved in scaling ammonia up as a major maritime fuel. At its culmination, The Ammonia Report presents a business strategy for companies within the maritime sector and outlines steps for implementation.

“We have been impressed by the thoughtful approach taken by the maritime companies we’ve been speaking with,” Mr Crolius says, “but the complex and rapidly evolving situation makes it hard to formulate a long-term plan. The Ammonia Report will serve as a springboard for the creation of a company-specific strategy and effective plan of action.” i. carbonneutralconsulting.ghost.io

Photo courtesy of Flying Focus.

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REPAIR & MAINTENANCE

Ship repair – a financial balancing act

All photos courtesy of Newport Shipping.

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REPAIR & MAINTENANCE

SHIPOWNERS HAVE LIMITED OPTIONS TO ACCESS FINANCING FOR SHIP REPAIR, GIVEN THE CAPITAL-INTENSIVE NATURE OF VESSEL REPAIRS ALSO REPRESENTS A FINANCIAL RISK FOR SHIPYARDS, ACCORDING TO SHIP FINANCE EXPERT INGMAR LOGES OF UK-BASED SHIP REPAIR GROUP NEWPORT SHIPPING.

M

r Loges, who joined Newport in early 2020 as Managing Director for the Hamburg office, has a 25-year track record in ship finance having served as global head of shipping and offshore finance with leading financial institutions.

Money tight

“Typically, shipowners must fund the entire capital cost for a vessel repair from their own cash resources, although they may in exceptional cases be able to source a short-term loan from a bank or other financial institution to ensure repairs are carried out”, says Mr Loges.

“If a bank grants a loan, it is because it is already in possession of the first mortgage collateral of the vessel and it wants to make sure that the vessel stays operational, also for value preservation”, he explains.

Shipowners are usually able to secure a discount on the total price of repairs in initial contract negotiations with the ship repair yard to reduce their financial exposure, however this is usually only possible if 100% of the cost is due upon redelivery of the vessel.

>>

Newport Shipping shipyard.

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Ingmar Loges, Managing Director of Newport Shipping Germany.

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REPAIR & MAINTENANCE

Cash flow is as important for the shipyard as for the shipowner.

Mr Loges believes key considerations in the competitive bidding process are what the shipyard can offer in respect of payment terms and price competitiveness, as well as a reputation for quality work and getting the job done on time.

Shipyards have been willing to offer more favourable payment terms for returning clients whom they have a close relationship with, typically with 40% to 50% of the final invoice to be paid on redelivery and the remainder due within a maximum of six months after departure of the vessel from the shipyard.

Risk versus reward

“When shipowners always go to more or less the same shipyard or shipyard group and have a good track record, they might receive a higher overall discount on the final invoice and better payment terms”, Mr Loges says.

“While such a payment deferral scheme can be seen as a marketing tool to attract the right client amid fierce competition among shipyards, the shipyard also runs a risk of not getting paid in full and on time, and therefore risk can outweigh the reward”, Mr Loges points out.

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“It’s quite simple: the shipyard is financing the owner over a certain period. In order to do this properly, the shipyard needs a risk strategy. I have my doubts that this is the case with most of the repair yards taking into account the short-term outlook of most of the contracts”, he says.

“Cash flow is as important for the shipyard as for the shipowner. In a normal situation, shipyards only give very short payment terms, if they give any at all, and you need to be a strong shipowner to get such treatment.”

Protecting cash flow

Based on a clear need for more flexible financing terms for ship repair work, Newport has implemented a deferred payment scheme that enables clients to defer up to 60% of the total final invoice over a period of up to 24 months after redelivery.

This so-called ‘pay-as-you-earn’ scheme, which requires no collateral, letters of credit, or other bank guarantees, also includes ‘all-in-one’ invoicing to Newport as single contracting party that covers all costs of equipment, spare parts, paint, and other items.

At the same time, Newport has a credit

rating system in place to assess counterparty, asset, and market risk that enables it to determine payment terms based on the client’s credit profile, as well as legal safeguards to ensure final payment.

Mr Loges says payments can be deferred for 24 months, provided the project is ‘rock solid with a first-class project rating’. In most of its transactions over the past twelve months, Newport has offered a deferred payment of 50% to 60% of the total cost over a period of twelve to eighteen months.

“Within our deferred structure, there is no need for collateral or mortgage on the vessel, which frees up working capital for shipowners”, Mr Loges explains. “By minimising cash outlay, shipowners’ earnings are uplifted from vessel operations post-redelivery to protect cash flow and their bottom line.” i. newportshipping.com

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PEOPLE Alexander Enström

Ingrid Steward

KarstenSæ KarstenS ævik

Max Wilson

Vice President / Head of Marine

Chief Financial Officer

Managing Director

Commercial Account Manager

appointment at

appointment at

appointment at

HEMPEL

ASHTEAD TECHNOLOGY

HAVYARD SHIP TECHNOLOGY

OCEAN SAFETY

Alexander Enström joins worldleading coatings manufacturer Hempel to lead its new global marine organisation, as Hempel looks to build on its leadership position in the marine industry.

With a strategic ambition to double revenue by 2025, Hempel is keen on building its leadership position in the marine segment. Alexander Enström has been appointed to head up Hempel’s new global marine organisation, starting on 1 February 2021.

Ashtead Technology appoints Ingrid Stewart as Chief Financial Officer, bringing 23 years of corporate finance experience to the Aberdeenshire headquartered business which employs 170 people around the world. In her new role, Ms Stewart will work with the senior team to position the company for further growth and further leverage existing capability.

New Havyard Ship Technology appoints Karsten Sævik as new Managing Director. Karsten Sævik has extensive experience in the construction and operation of ships, including as VP Project & Newbuilding in Odfjell ASA, CEO of Remøy Shipping and as CEO of Ulstein Verft. The board of NHST has great confidence that Mr Sævik will contribute to the implementation of the remaining construction program, and restructuring to service the yard in a good way.

Ocean Safety has made a key new appointment at its Plymouth office. The specialists in the worldwide supply, distribution, service and hire of marine safety equipment have promoted Max Wilson to South West Area Commercial Account Manager.

Max will support the company’s customers within the shipping, commercial fishing, superyacht, ferry, and shipbuilding sectors in the South West England and South Wales regions.

Mohammed Al-Khalifa

Steven Byers

Tuomas Salosaari

Ronald Suhlmann

General Manager

Chief Operating Officer

Chief Information Officer

Chief Financial Officer

appointment at

appointment at

appointment at

appointment at

CHAMPIONX

STATS GROUP

WÄRTSILÄ

DAMEN SHIPYARD GROUP

ChampionX has appointed Mohammed Al-Khalifa to the newly created role of General Manager of Saudi Arabia to spearhead the region for further growth in 2021.

In his new position, Mr Al-Khalifa will play a central role in implementing the business’ longterm strategy and streamlining its current operations to support ongoing demand for its services.

Steven Byers has been appointed as Chief Operating Officer at STATS Group. Steven Byers, who joined the Aberdeenshire business in 2010, has been appointed Chief Operating Officer, reporting to Chief Executive Officer Leigh Howarth. Mr Byers will be responsible for supporting STATS operations and projects teams across the globe, as well as leading the group’s digitalisation programme.

The technology group Wärtsilä has appointed Mr Tuomas Salosaari as the new Vice President, Information Management (CIO).

Tuomas will start in the beginning of May and will report to Arjen Berends, Executive Vice President and Chief Financial Officer.

As the new CIO, Mr Salosaari is responsible for leading Wärtsilä Information Management with more than 300 IT professionals globally.

As of April 1st, Ronald Suhlmann will become Chief Financial Officer of Damen Shipyards Group. He succeeds Tom Touber, who held this position ad interim for two years. Mr Suhlmann started his career at Ballast Nedam and moved to Damen in 2015, where the Register Controller was both Financial Director of the Naval and Yachting divisions. With his appointment as CFO, Mr Suhlmann becomes a member of the Executive Board of Damen.

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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.

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

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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

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.

WINEL B.V. P.O. Box 70 9400 AB Assen The Netherlands T +31 (0)592 366 060 F +31 (0)592 312 392 E sales@winel.nl I www.winel.nl Contact: Bert Knijp Since its foundation in 1956, Winel has grown into a leading global supplier of high quality products and services tot the world’s maritime industry. An experienced team of specialists offer a wide range of doors, hatches, platforms, tank venting systems and special engineered products. Winel’s strength is offering a complete in-house service package which includes 3D design, engineering, testing, manufacturing, assembly, project management, support & logistic services.

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.

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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 2 Workboats & tugs Ship design & naval architecture Focus Northern Europe Deck equipment & machinery Copy deadline | 30 March 2021 Advertisement deadline | 13 April 2021

Photo courtesy of Havyard.

ShipBuilding Industry – Issue 3 Green ship technology Shipboard automation & marine electronics Repair & maintenance Copy deadline | 05 May 2021 Advertisement deadline | 26 May 2021

Photo courtesy of Holland Shipyards.

Subjects can be changed without prior notice.

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ShipBuilding

YEAR ANNIVERSARY

i n d u s t r y

REFIT & CONVERSIONS

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