ShipBuilding Industry issue 2 2021 by Yellow & Finch Publishers

Photo: Vaan

SBI 2021 | VOLUME 15 | ISSUE 2

ShipBuilding

YEAR ANNIVERSARY

i n d u s t r y

FOCUS ON NORTHERN EUROPE

hydro vaan

Innovation happens when experts unite

SB I VOL. 15 ISSUE 2 | 2021

Luxury made from scrap

Visit hydro.com/circal to learn more.

SHIPBUILDING-INDUSTRY.EU

We both share an ambition to make products that are designed for circularity with low emissions. Of 80,000 boats that are scrapped yearly only a few are properly dismantled and most burned, causing massive CO2 emissions. Vaan believes that this must and can be changed for the better. The solution is building luxury yachts from old window frames, pineapple leaves and wind energy and constructed for recycling. We are proud to work with a visionary company like Vaan to address these challenges, and to contribute to the first fully recyclable yacht. The yacht is built with Hydro CIRCAL, aluminium made with at least 75 percent post-consumer scrap.

One step closer to completion DAMEN LAUNCHES REVOLUTIONARY AQUA HELIX

CONNECTING WIRELESSLY FOR SAFETY ENABLING WIRELESS COMMUNICATION IN STEEL ENVIRONMENTS

Principles for towage design SVITZER WELCOMES TWO NEW ICEBREAKING TUGS

Powerful towage with zero emissions. Times are changing. Calls for sustainable shipping solutions are louder then ever. We aim to answer those calls, playing our part towards enabling maritime sustainability – so that you can play yours.

WE HANDLE YOUR PROJECTS Pictured here: RSD-E Tug 2513

That is why we have developed the fully electric RSD-E Tug 2513. This tug, with 70 tonnes BP, builds on the clean and efficient foundation of Damen’s Next Generation Tugs Series to make possible zero emissions operations requiring just two hours of charging time. The RSD-E Tug 2513 combines years of Damen heritage with cutting-edge innovation. A tug for the next generation.

Find out more on Damen.com Made in Italy | info@cimolaitechnology.com | www.cimolaitechnology.com | Ph. +39 049 940 4539

WELCOME

Get on board AS WE ARE NAVIGATING INTO A YEAR WITH PROMISING NEWS AND SOLUTIONS REGARDING THE PANDEMIC THAT HAS SPREAD THROUGHOUT THE WORLD SINCE LAST YEAR, MANY COMPANIES WITHIN the shipbuilding sector are still managing to operate successfully and they have lots to report. Some of the topics that this issue of ShipBuilding Industry focuses on are safety, the environment, green ship technology, and heavy lifting. We also take a more in-depth look at developments in Northern Europe. We kick off this issue with an exciting article on RollsRoyce Power Systems and its participation in the MethanQuest project, in which they researched new technologies for producing gas from renewable sources together with 28 other companies. The results are out and they are mind-blowing, thus giving us a glimpse of future possibilities. On page 16, you can read all about Alfa Laval’s strategic collaborations regarding the development of zero-carbon solutions for the maritime industry. HBK gives us more insight in their advanced testing methods, monitoring systems, and test bench technology of electric drives and drive variants in marine propulsion systems on page 18. Furthermore, on page 22 Culimeta introduces us to fire protection product Vitribond Marine for restoring fire protection integrity in shipbuilding; safety first! Read these and many more interesting articles in this new issue and get all the ins and outs of the shipbuilding world, as we will continue to monitor all the developments and report on them in this magazine. Enjoy the read! Daniela Markovic´ EDITOR DANIELA@YNFPUBLISHERS.COM

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contents

ISSUE 2 | 2021

40 28

ENVIRONMENT

Discharge of screenings in the high seas

FOCUS ON NORTHERN EUROPE

16 32 34

Collaboration for zero carbon solutions Cultural expedition cruising Future-proofing assets through innovation

GREEN SHIP TECHNOLOGY

Methane for transport and power generation

HEAVY LIFTING

Milestone reached towards Alfa Lift completion

MARINE PROPULSION SYSTEMS

MARITIME ARBITRATION

Recommendations for maritime arbitration

REFIT & REPAIR

A network of licensed repair experts

REGULARS

01 Welcome 04 News in Brief 44 Outfitters 46 Yellow & Finch Pages 48 Next issues & Colophon

SAFETY

Restoring fire protection integrity in shipbuilding 28 Connecting wirelessly for safety

SHIP REPORT

One step closer to completion

WORKBOATS & TUGS

Principles for towage design

Electric motor testing in marine propulsion systems

ON THE COVER

On 21 January, Damen Shipyards Group’s revolutionary Fast Crew Supplier 7011 Aqua Helix, was launched into the water at Damen Shipyards Antalya, Turkey. Photo courtesy of Damen.

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NEWS IN BRIEF Shaping for the future Originated in 1965, Stigterstaal has become a brand in the shipbuilding industry for the supply of shipbuilding steel plates and profiles from stock. The company is focused on building long-term relationships and keen on strengthening the worldwide supply chain. Traditionally, Stigterstaal merely started with the delivery of materials from stock (40,000t of marine grade plates and profiles) whereby they could provide flexibility to their valued customer as well as creating a buffer for ‘late’ deliveries from the mill. Although this large stock is still the backbone of the company, Stigterstaal slowly transferred into a role as chain director and one-stop-shop. In this role, they detect the optimal procurement moments in the global steel market to fulfil clients project requirements. On the other side, by teaming up with dedicated partners in the shipbuilding industry, Stigterstaal is able to provide complete building kits in order to optimise logistics, decrease building time and consequently lower costs. i. stigterstaal.com

Azimuthal Hybrid Drive system Sydrive-E for world’s first LNG hybrid tug

We provide emission control solutions that focus on: • Soot reduction • NOx reduction • Sound reduction

With the following products: • Diesel Particulate Filters (DPF) • Selective Catalytic Reduction (SCR) • Integrated high-performance exhaust silencers • Catalytic converters

| Read more on shipbuilding-industry.eu Noordeinde 19 | info@emigreen.eu

3341 LW Hendrik-Ido-Ambacht | The Netherlands | sales@emigreen.eu | www.emigreen.eu

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Em i g r een ® f o r in t egr a t e d em i ss io n c o n t r o l s ol u t i o n s

Sembcorp Marine relies on Schottel’s azimuthal hybrid drive system Sydrive-E for the world’s first liquefied natural gas (LNG) hybrid tug. With this first in a series of twelve vessels, Sembcorp Marine will build the world’s first hybrid LNG-fuelled tug fleet that will replace its existing diesel-powered tugs. The vessel is designed by LMG Marin, a wholly owned Sembcorp Marine subsidiary, and a leading naval architecture design house in Bergen, Norway, which provides energy efficient solutions. The tug’s future operation profile in the ports of Singapore will demand highly variable power ranges. Depending on the desired operating mode and the required propulsion power, the hybrid drive system activates the appropriate power source or both together. The LNG-fuelled main engines and the electrical motors are both coupled to the Sydrive system and always operate efficiently within their optimal load ranges, thereby reducing fuel consumption and emissions and supporting Sembcorp Marine’s efforts in environmental protection. i. schottel.de

NEWS IN BRIEF Nakashima Propeller and Becker Marine Systems strengthen joint position Japanese propeller manufacturer Nakashima Propeller and German Becker Marine Systems are further expanding their strategic partnership after decades of cooperation. The combined product portfolio of both companies creates a strong hydrodynamic system provider for propulsion and manoeuvring of ships of all sizes for shipyards and shipping companies worldwide. Nakashima Propeller takes a majority stake in the German shipbuilding supplier Becker Marine Systems. This means that two of the market and technology leaders of the maritime industry will be working even more closely together in the future. Together they can make good use of the product portfolios that complement each other well in the aft ship area. Nakashima Propeller as the world market leader for propellers and Becker Marine Systems as a leading manufacturer of high-efficient rudders and maritime energy-saving devices can thus not only deliver their own technical solutions for medium-sized and large ship types but can also offer more efficient combined systems for the aft section of vessels. i. becker-marine-systems.com

Damen delivers LUV 1908 aquaculture support vessel Damen Shipyards has delivered the first of its new aquaculture support vessels. The Landing Utility Vessel (LUV) 1908 is a larger version of the LUV 1608, the first example of which entered service in August 2019. The LUV 1908 has all the advantages of its predecessor, which until now was unique among vessel types serving the aquaculture sector for its bow ramp with RoRo capability. It also offers additional deck space, higher freeboard and a larger crane. The design has been engineered by Damen’s design bureau OSD-IMT to allow it to carry out a wide range of support tasks for the aquaculture industry. These include the transportation of people, equipment, feed and other dry cargo to offshore fish-farming locations with loading and unloading taking place either by RoRo direct to the shore or by using the deck crane.

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i. damen.com

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July

September

November

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NEWS IN BRIEF Stena Bulk unveils decarbonisation for zero emissions by 2050 Leading tanker shipping company Stena Bulk has announced a set of five dated decarbonisation targets which form a comprehensive roadmap for the company to become a net zero business by 2050. The first of these milestones was achieved in 2020, when Stena Bulk began offering customers lowcarbon shipping options with up to a 100% reduction of CO2 emissions. The company will achieve its final milestone in 2050, when it is targeting becoming a fully net zero emissions business. This means that Stena Bulk will not only take accountability for its operations and the indirect emissions connected to the business, but also for the cargo carried by its vessels. By 2050, all cargo carried by the Stena Bulk fleet will need to be climate neutral, which will become a shared responsibility between Stena Bulk and its customers. i. stenabulk.com

DNV awards AiP to DSME for rotor sail system On 23 March 2021, DSME received an Approval in Principle (AiP) from DNV for the DSME Rotor Sail System, an eco-friendly ship technology applicable to large oil tankers and LNG carriers. The virtual AiP award ceremony was held recently, with Hwa-Lyong Lee, DNV Business Development Manager, and Dong-Kyu Choi, Head of DSME R&D Institute, in attendance. The approved rotor sail system is one of the next-generation fuel-saving, eco-friendly auxiliary propulsion technologies. A rotor sail system incorporates the installation of cylindrical columns (rotors) on the ship’s deck to generate additional power to propel the ship by using the force of the wind and column rotation during operation. The technology offers a large driving force while being compact and simple to install. i. dnv.com

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NEWS IN BRIEF Doedijns and Mechatest join forces Doedijns is pleased to announce the acquisition of Mechatest, based in Nootdorp (the Netherlands), specialising in (manual) sampling systems for the oil, gas, petrochemical, pharmaceutical, and water (hydrogen) industries. Combined, Doedijns and Mechatest become the total supplier in sampling solutions. This is a unique position in the market. Mechatest Sampling Solutions was founded over 30 years ago and has become a major player in the field of sampling in the oil, gas, and power industries. The manual samplers, applicable in the mid- and downstream industry, are suitable for gases, liquids, steam, water and hydrogen (H2). This strategic acquisition endorses their ambition to grow and offers a complete service to their (joint) customers. i. doedijns.com

Rolls-Royce receives EPA Tier 4 certification for MTU marine propulsion systems Rolls-Royce has received the EPA Tier 4 certification for its MTU propulsion systems based on its Series 4000 M65L 16-cylinder diesel engines. “This means we have climbed to the king’s class of emissions regulations with our engines for yachts and commercial vessels. I am pleased that we can now offer our customers these clean and powerful propulsion packages,” says Denise Kurtulus, Head of Marine Business at Rolls-Royce’s Power Systems division. The US EPA Tier 4 regulations are considered the most stringent emissions standard for marine applications, requiring the propulsion system to have very low particulate and nitrogen oxide emissions throughout its lifecycle. Rolls-Royce is working on EPA Tier 4 approval for additional cylinder variants of the MTU Series 4000 propulsion system and is gradually bringing them to market. i. rolls-royce.com

A&R orders Schottel propulsion systems and condition monitoring services Three new multi-purpose vessels have been ordered from the Abeking & Rasmussen ship and yacht shipyard (A&R) in Lemwerder by the German government for the Waterways and Shipping Administration (WSV) will be equipped with Schottel propulsion systems. Planning and design as well as tendering and continuous construction supervision are carried out by the Federal Waterways Engineering and Research Institute (BAW), Ship Technology division. These requirements are met by means of two powerful Schottel Rudder Propellers and one PumpJet per vessel. The newly designed A&R vessels will run exclusively on liquid natural gas (LNG). The tasks of the multi-purpose vessels are manifold and include working on sea marks, performing waterways police missions, combating pollutant spills and fighting fires, emergency towing within the scope of maritime emergency preparedness guidelines, taking care of injured persons at sea, and the deployment of hydroacoustic equipment. i. schottel.de | Read more on shipbuilding-industry.eu

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NEWS IN BRIEF Halter Marine orders numerous Inrotech welding robots

Inrotech, based in Denmark, has received an order for an extensive set of welding robots for shipbuilding in the US. The Inrotech-MicroTwin, Inrotech-Classic and Inrotech-Crawler were purchased by Halter Marine, and will be used during construction of US Coast Guard’s new Polar Security Cutter. The 140m vessel will support US national interests in Arctic and Antarctic waters. Inrotech’s standard welding robots fits into Halter Marine’s production needs to efficiently weld the Polar Security Cutter along with a variety of ocean-going vessels. Inrotech has delivered highly feasible welding robots of windtowers, steel structures such as bridges and other applications worldwide but also for Hydro plants, welding up to 70mm plate thickness with variations in the groove geometry up to 50%. The company’s success is based on a unique technology combination of mobile welding automation and a unique software.No programming, simple to use, mobile and flexible and high-quality welding. i. inrotech.com

Lightweight, super strong & flexible fender systems for almost every application

Visit www.fenderinnovations.nl for more information or contact us directly at info@fenderinnovations.nl 8 | S B I 2 0 2 1 | Vo l um e 15 | Issue 2

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GREEN SHIP TECHNOLOGY

Areva H2Gen has developed a PEM electrolysis system which is being tested over a period of nine months in the Höchst industrial park.

Green methane for transport and power generation RESEARCHERS AND INDUSTRY PRESENT INTERIM RESULTS OF THE METHANQUEST PROJECT. THE PROJECT ENTAILS NEW TECHNOLOGIES FOR PRODUCING GAS FROM RENEWABLE SOURCES, FROM PEM TO DIRECT SEAWATER ELECTROLYSIS, TESTING OF HYDROGEN, METHANOL, AND METHANE FOR USE IN SHIPS, CARS, AND POWER GENERATION, AND A SECTOR COUPLING CONCEPT WITH LNG HUB AND MICROGRID IN THE RHINE PORT OF KARLSRUHE ALL PHOTOS COURTESY OF ROLLS-ROYCE.

he flagship project MethanQuest was launched in September 2018, and a total of 29 partners from the research, industry, and energy sector have come together to work on processes for producing hydrogen and methane from renewables and for using them to achieve climate-neutral mobility and power generation. The project participants have now submitted their interim results. These relate to electrolysis systems for producing hydrogen, both on land and in offshore wind parks, equipment for producing methane, the use of gas engines in cars, ships, and CHP plants, and concepts for energy systems that efficiently couple the transport, electrical power, gas, and heating sectors. Common to all plants and processes is the integration of renewables.

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GREEN SHIP TECHNOLOGY

The microgrid is currently being tested in simulated scenarios using real data from the port facility and other components.

New technologies for producing gas from renewable sources

Several sub-projects are working on the numerous research projects of the MethanQuest project, which is led by DVGW and the Rolls-Royce business unit Power Systems. The MethanFuel group is researching new processes for manufacturing methane out of renewables. All the technologies involved – from water electrolysis to CO2 extraction and methanation – have been examined and enhanced. Areva H2Gen, in collaboration with its project partners Fraunhofer ISE and iGas energy, has developed an innovative PEM electrolysis system which is being tested over a period of nine months in the Höchst industrial park. PEM electrolysis, in which hydrogen is produced using electrical power generated from renewables, is the first step in the Power-to-Gas process. Flexibility is required in terms of the system’s power requirement – hence it is operable with up to 2.3MW as well as with a low partial load without running the risk of premature wear and tear or damage. That means that draw-off of electrical power for hydrogen production can be selected according to the current demand and related prices.

10m3 of methane per hour

The steps involved in converting hydrogen into methane have been successfully demonstrated by MethanQuest partner DVGW and the Engler-BunteA new catalytic methanation plant produces around 10m3 of pure methane per hour. 1 0 | S B I 2 0 2 1 | Volum e 15 | Issue 2

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GREEN SHIP TECHNOLOGY Institut, Teilinstitut Chemische Energieträger – Brennstofftechnologie (EBI ceb) of the Karlsruhe Institute of Technology. Firstly, a long-term experiment in capturing CO2 from the air has been conducted. Furthermore, a new catalytic methanation plant produces around 10m3 of pure methane per hour and displays excellent dynamic load behaviour. That is a significant advantage when it comes to dealing with the supply fluctuations involved in using electricity produced from renewables.

Testing of hydrogen, methanol, and methane

In the three sub-projects MethanCar, MethanPower, and MethanMare, the partners are working on engines capable of combusting renewable gas highly efficiently without producing harmful by-products. A car engine powered by methane built under the leadership of Ford is currently being put through its paces. The primary focus lies on achieving high efficiency and on developing exhaust aftertreatment strategies for the Otto engine. Coordinated by Rolls-Royce Power Systems, the MethanPower research group are currently investigating a concept involving a large-sized innovative Otto engine fuelled by hydrogen. Used in power generation, the aim is for this engine to achieve the power density of a natural gas engine with minimum emissions. The researchers are delighted by the results so far, because hydrogen combustion produces few noxious emissions and achieves high power densities. The MethanMare sub-project is concerned with the energy revolution in the maritime sector and shows how fuels manufactured from renewables can be used to support it. Research has found that with the use of catalysers and an extremely complex technique for high-pressure gas injection, emissions from a methanepowered ship engine can be lowered by up to 80% compared with those of a conventional gas engine.

LNG hub concept for Rhine port The MethanGrid group has conceptualised an LNG hub for the Karlsruhe inland port that takes the form of a multi-functional system of e-methane storage and distribution. Firstly, the hub secures the supply of LNG to ships navigating the Rhine at regional level. Furthermore, the hub can also be used to supply trucks and larger distribution points with LNG and support the high-pressure gas network in BadenWürttemberg for peak load coverage.

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Test bench with the single-cylinder engine at the Technical University of Munich.

The aim is for this engine to achieve the power density of a natural gas engine with minimum emissions.

Microgrid simulating sectorcoupling

In collaboration with Rolls-Royce Power Systems and other partners, the DVGW Research Center has also developed a complete locally coupled energy supply system for the Karlsruhe inland port facility. Electricity, gas, heating, industry, and transport – in other words, all the current sectors – are coupled by means of this microgrid so that the available energy, including renewables, can be optimally exploited. The microgrid is currently being tested in simulated scenarios using real data

from the port facility and other components. This will enable the final development of a concept that is practical to implement. The interim results provided by the MethanSys sub-project show how possible developments in e-methane throughout Germany’s energy system can be comprehensively modelled and evaluated along with the gas infrastructure. i. rolls-royce.com

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SHIP REPORT

One step closer to completion ON 21 JANUARY, DAMEN SHIPYARDS GROUP’S REVOLUTIONARY FAST CREW SUPPLIER (FCS) 7011 AQUA HELIX, WAS LAUNCHED INTO THE WATER AT DAMEN SHIPYARDS ANTALYA, TURKEY. THE VESSEL, HAILED AS A QUANTUM LEAP FORWARD IN MARINE ACCESS SOLUTIONS, IS THE RESULT OF CLOSE market consultation. To meet the needs of an offshore industry faced with consistently low oil prices, Damen has developed the FCS 7011 as a cost-effective crew transportation alternative boasting robust safety characteristics. ALL PHOTOS COURTESY OF DAMEN.

he construction of the FCS 7011 has continued throughout the coronavirus pandemic, with Damen implementing robust measures to ensure the safety and wellbeing of all involved with the project. Due to the ongoing nature of the pandemic, the launch was a very low-scale event instead of the large celebration that would usually be held for such a momentous occasion.

The FCS 7011 is hailed as a quantum leap forward in marine access solutions.

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To the test

The vessel is the largest ever to have been launched in Antalya Free Zone. On top of that, the launching was a very specific operation handled by two cranes which were transported by 50 trucks to settle on site, since the current launching facility is under re-construction. Despite this, the launching remains a very important milestone in the development of the vessel

Damen has developed the FCS 7011 as a costeffective crew transportation alternative boasting robust safety characteristics.

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SHIP REPORT

SPECS PRINCIPAL DIMENSIONS Length overall Beam overall Draught max at bow Cargo deck area

73.4m 11.0m 4.5m 35.0m²

ACCOMMODATION Business seats lay-out Economy seats lay-out Crew

120-150 Up to 250 8-12

PERFORMANCE Maximum speed 40kn Cruising speed 35-37kn Workability Up to 3.0m significant wave height Station keeping DP2

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SHIP REPORT

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SHIP REPORT

The launching was a very specific operation handled by two cranes which were transported by 50 trucks to settle on site.

and a significant step towards its completion. Following the conclusion of outfitting activities now taking place, the FCS 7011 will undergo sea trials off Antalya to test and demonstrate her capabilities. Following this, she will sail to the Netherlands where Ampelmann will install their gangway system, ready for fullyintegrated proof of concept trials in the North Sea.

Meanwhile, the accommodation is located just aft of mid-ship – where pitching motions are barely experienced. Damen has incorporated interceptors to the vessel’s aft to reduce both pitch and roll motions during sailing. Inside, passengers have luxurious reclining seating with excellent visibility that helps connect them to the sea, enabling them to adjust and reducing the potential for seasickness.

Comfort & cost savings

Integrated systems for optimal results

To cut the costs of crew transfer, the FCS 7011 offers the opportunity to transport up to 120 personnel in a single trip. This raises the prospect of a shift from day-rate structures towards a pay-per-journey model and potentially vessel sharing, thereby increasing the efficiency of offshore operations. The FCS 7011’s design pays particular attention to on board comfort – in both transit and transfer. During transit, the vessel’s Sea Axe bow plays an important role, reducing slamming to a minimum.

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To ensure that the theme of comfort continues during people transfer, Damen has integrated numerous motioncompensating technologies to achieve optimal results such as the Kongsberg DP system, the tailor-made Ampelmann gangway, VEEM gyrostabiliser, MTU main engines, Hamilton waterjets, Danfoss shaft generators, and Veth bow thrusters. Each of these components would usually be applied individually. Damen’s approach, which has been thoroughly tested via scaled models

and simulations, has been to focus on enhancing the interaction between each one, creating a tightly integrated advanced control system that allows each part to excel in its specific task, resulting in a system greater than the sum of its parts. This will set new standards in the marine access market on a global scale.

Aiding efficiency with digital development

In line with Damen’s aim of becoming the most digitalised shipbuilder, the FCS 7011 will also feature Damen Triton – a connected vessel platform. With sensors located around the vessel, the platform will collect information that will benefit operators, enabling remote monitoring, preventive maintenance, and efficient sailing, hence resulting in lower fuel consumption and emissions. i. damen.com

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FOCUS ON NORTHERN EUROPE

Collaboration for zero-carbon solutions ALFA LAVAL AND MÆRSK MC-KINNEY MØLLER CENTER FOR ZERO CARBON SHIPPING ANNOUNCED THAT THEY HAVE FORMALISED A STRATEGIC COLLABORATION ON THE DEVELOPMENT OF ZERO-CARBON SOLUTIONS FOR THE MARITIME INDUSTRY BY SIGNING A STRATEGIC CORPORATE PARTNERSHIP AGREEMENT BY WHICH ALFA LAVAL BECOMES AN OFFICIAL CENTER PARTNER. ALL PHOTOS COURTESY OF ALFA LAVAL.

he collaboration will revolve around the development of low and zero-carbon technologies through joint projects and activities including, but not limited to, the development of systems needed to handle new green fuels or solutions to improve overall energy efficiency. It is expected that some joint activities will be carried out at the Alfa Laval test facilities. The collaboration is already operational through the recently announced SOFC4Maritime, a project targeting optimal utilisation of future green fuels via the application of SOFCs for power production on marine vessels, funded by the EUDP.

A shared vision

Søren Helmuth Jensen, Senior Vice President of Alfa Laval Marine Division.

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Bo Cerup-Simonsen, CEO of Mærsk McKinney Møller Center for Zero Carbon Shipping, voices, “Decarbonising shipping requires a system change. This can only be

achieved through comprehensive collaboration across maritime and energy sectors. Alfa Laval shares our vision of a zero-carbon maritime industry and acknowledgement of the vast effort required to get there. In joining the Center, they bring onboard vital experience and knowledge enabling the Center to establish the overall narrative of the transition, as well as initiate projects and activities that will accelerate the development of tomorrow’s solution. We truly look forward to the collaboration.”

Sustainable solutions

Sameer Kalra, President of the Alfa Laval Marine Division, states, “Collaboration with industry experts like the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping is vital in achieving a shift towards more sustainable solutions. We need a common

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FOCUS ON NORTHERN EUROPE

Bo Cerup-Simonsen, CEO of the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping.

Decarbonising shipping requires a system change. This can only be achieved through comprehensive collaboration across maritime and energy sectors. view of the roadmap for the shipping industry, and we will bring our individual expertise to the table to drive and accelerate the development. One of the latest projects, SOFC4Maritime (for solid oxide fuel cells), is just one example of activities that we look forward to working on together.” Mr Kalra will also be joining the Center’s Advisory Board, providing strategic and technical guidance to Center activities going forward. “We are proud to join Mærsk Mc-Kinney Møller Center for

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Sameer Kalra, President of the Alfa Laval Marine Division.

Zero Carbon Shipping and look forward to working actively with its team of competent partner companies. Innovative collaboration between marine experts is the clear way forward in achieving marine-adapted solutions. Working in partnership, we will realise solutions that pave the way for carbon-neutral shipping in a manner that is both practical and economically viable”, says Søren Helmuth Jensen, Senior Vice President of Alfa Laval Marine Division.

successfully matured to scalable solutions matching the needs of industry. At the same time, new legislation is required to enable the transition towards decarbonisation. i. alfalaval.nl

Road map to decarbonisation

Global shipping accounts for around 3% of global carbon emissions, a share that is likely to increase as other industries tackle climate emissions in the coming decades. Achieving the long-term target of decarbonisation requires new fuel types and a systemic change within the industry. Shipping is a globally regulated industry, which provides an opportunity to secure broad-based industry adoption of new technology and fuels. A coordinated effort within applied research is needed across the entire supply chain to accelerate the development of viable technologies. Industry leaders play a critical role in ensuring that laboratory research is

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MARINE PROPULSION SYSTEMS

Electric motor testing in marine propulsion systems

The implementation of advanced electric motor testing can enable a huge increase in efficiency and smaller drivetrain designs for a range of marine applications.

IN THESE TIMES OF RISING FUEL PRICES AND STRICTER GUIDELINES FOR EMISSION REDUCTION, ELECTRIC DRIVETRAINS ARE BECOMING THE FUTURE IN MARINE APPLICATIONS. WORDS BY RENE BASTIAANSSEN, BUSINESS DEVELOPMENT MANAGER AT HBK.

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MARINE PROPULSION SYSTEMS

s a result of this, a variety of electric drives and drive variants are coming onto the market. Increasing quantities and high demands in quality and reliability call for advanced testing methods, monitoring systems and test bench technology. Questions that arise include: How can motor testing be simplified? How can system properties such as torque ripple and NVH be measured appropriately? And how can dynamic power measurement provide satisfying results to improve efficiency? The implementation of advanced electric motor testing will enable a huge increase in efficiency and smaller drivetrain designs for a range of marine applications. Continuous development of electric motor technologies is helping the marine industry’s transition to new alternative energy solutions. Electric motor testing is not new, but can be quite complicated, especially when testing marine propulsion systems that combine high system complexity, multiple drives, and voltages over 1,000V.

requires a lot more than this. Not only a huge amount of data must be synchronously and continuously recorded with a high resolution and at high sample rates, but the datainverter voltage, current, torque, speed, vibration, and noise - must also be analysed in real time to be able to use the results to monitor and control the test itself.

NVH in electric drivetrains

In the drivetrain, the inverter creates AC power with high switching frequencies. The resulting currents create switching magnetic fields, which not only creates the desired torque, but also cyclic torque fluctuations where frequency and amplitude are proportional to the number of phases and RPM. These fluctuations have various causes, depending on the motor structure and control strategy. ln a permanent magnet

motor, the magnets interact with the stator, causing what is called cogging torque. ln the switched reluctance-type motors it is the pulsed current that induces the hard torque pulses, while in the induction-type machine magnetism is induced in the rotor interacting with the stator magnets. The motor itself acts like a filter due to its inertia and so it removes some of this content, but current ripple and torque ripple will still result in noise and vibration, which is not desirable for end users.

Actions required

Torque fluctuations or even torque reversals, can cause effects like gear chatter in gearboxes, which may lead to damage or reduce the life of gearboxes connected in the drivetrain. Torsional vibrations can also cause fatigue in driveshafts and other drive

Testing

Traditional testing methods and equipment were primarily designed for static (steadystate) testing of straightforward three-phase drivelines. Testing complex drive train systems in the marine industry with a high voltage

The eDrive Technology is a solution that meets the testing demands for today’s complex electric and hybrid powertrains.

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MARINE PROPULSION SYSTEMS

The T40MAR torque flange has been especially developed for use in ship drives.

The eDrive system The eDrive system measures the mechanical parameters (torque, engine speed, temperature) and electrical parameters (current and voltage) of an electric engine. With the associated software, the solution constitutes a powerful test and analysis system for electric and hybrid drive systems.

components. If not on a level where the vibrations cause damage or wear, they can still cause issues regarding the comfort of passengers. To analyse and improve this negative behaviour, actions are required. The ideal solution designed to efficiently undertake all these tasks is the eDrive system of HBM, which is a HBK company.

Complete analysis solution

With the eDrive system, HBM is a single source supplier for sensors, the data

The equipment is certified according to international shipping standards.

acquisition system, and the software. The data acquisition system is equipped with the real-time computing functions of a power analyser. All recorded raw data can later be analysed in the integral system or be shared with third-party solutions or systems. Designed for electrification, unlike other power analysers, HBM’s eDrive system not only offers measured data, but also in-depth analysis. For machines with more than three phases, the data are available in seconds. The eDrive test equipment shows all relevant data in high resolution during the testing process, such as mechanical and electrical power. It enables the user to achieve the best setting for the motor, which means better efficiency, higher maximum power, and optimised handling. i. hbkworld.com

HBM’s eDrive system not only offers measured data, but also in-depth analysis.

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REFIT & REPAIR

A network of licensed repair experts ALVEUS, A RESEARCH, DEVELOPMENT, AND APPLICATION COMPANY, PROVIDING ENGINEERING AND MARKETING SOLUTIONS IN THE maritime and offshore industries, reported that after successful finalisation of an EU-funded project with Compa Repairs named Compa 2Go, it now aims to commercialise a Compa Repairs license solution, which will establish a readily available network of license repair experts globally with emphasis on maintaining high quality standards. ALL PHOTOS COURTESY OF COMPA REPAIRS.

Objective

The objective of the 2020 innovation project Compa 2Go was to commercialise Compa Repairs solutions for damaged or corroded ship pipes and structures. By using carbon

fiber reinforced plastic mixed with epoxy resin, Compa Repairs offers cost and time saving alternatives to traditional repair methods, minimising vessel downtime and increasing vessel safety by providing fast and durable repair and eliminating the use of flame. Compa Repairs solutions are applicable to geometrically complex structures and hard-to-reach locations.

is to make Compa Repairs technology available worldwide through a network of trained technical agents while maintaining high quality standards. For that purpose, a Compa Repairs training course for technical agents has been developed, as well as Compa Repairs software for automatic generation of patch designs and instant creation of reports for class approvals.

Two solutions

Fitness for Service

Through the Compa 2Go project, two main solutions have been developed: Compa Repairs service and Compa Repairs licence. On the one hand, Compa Repairs service was proven to be a reliable solution through 26 repair cases on board different types of ships, such as ro-ro and cargo ships, vehicle carriers, cargo carriers, LNG carriers, ferries, and sailing boats. Compa Repairs’ technical team performed repairs of pipes and flanges, steel plating, and composite structures. On the other hand, the increase in worldwide demands for repairs has led to the development of the Compa Repairs licence solution. The idea behind the licence

Reinforced damaged doubler plates above ballast and oil tanks – before and after.

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Currently, Compa Repairs met all the criteria for the final DNV GL’s Fitness for Service certificate after already receiving the Statement of Feasibility and the Statement of Endorsement certificates. Besides the DNV GL certification, Compa Repairs extended the certificate of the Croatian Register of Shipping by demonstrating the technology through demonstrations in a real environment as well as through a number of tests. Future plans include further certification by other relevant maritime organizations. i. comparepairs.com

Sea water pipe repair using Compa Repairs service to prevent a leakage in the engine room.

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SAFETY

Restoring fire protection integrity in shipbuilding

Vitribond Marine covering a speaker opening.

A BRIEF HISTORY OF CULIMETA TEACHES US THAT THE COMPANY HAS BEEN ESTABLISHED BACK IN 1926 IN THE HAGUE BY HENRI CUYLITS AS A COMMERCIAL ENTERPRISE FOR METALS. CULIMETA WAS CONTINUED BY HIS SON ALFONS Cuylits with the foundation of a sole proprietorship in Monheim in 1958 for the import and export of thermalelectric insulating hoses and textile glass fibre gaskets. The present-day company name of Culimeta originates from 1926: Henri Cuylits Metallhandel. ALL PHOTOS COURTESY OF CULIMETA.

The adhesive used in Vitribond Marine has a cooling effect, making it a lot lighter, thinner, and easier to handle and install.

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he company, based in Bersenbrück, Germany, is specialised in all kinds of thermal, acoustic and electrical insulation. Most of these products are related to glass fibre, which is the main raw material that the company utilises. Some of the manufactured products include yarns and plied yarns made from e-glass, gaskets for fireplaces and industrial appliances, insulation sleeves, exhaust insulation for the automotive sector, fire protective products for construction, shipbuilding, and e-mobility, flexible fire protection products, exhaust silencer insulating materials, as well as pipe insulation systems.

Complex systems require intelligent solutions

Fire protection division Culimeta Innobra provides the tools required to enhance professional knowledge of fire protection. The division undertakes precise analyses of requirements and legal regulations, factoring in cost effectiveness and process

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SAFETY

Benefits of VitriBond Marine

• • • •

Light weight Components are safe for humans Easy to assemble Suitable for downlights, loudspeakers, hinged frames, and inspection openings • Low installation height • Can be cut and adapted using standard tools (industrial scissors)

Technical product information

• • • • • • Vitribond marine coverage for application on downlights, loudspeakers, hinged frames, inspection openings, and many other.

Area weight: 900g/m² ± 15% Width: 1,000mm ± 10mm Thickness: 5.0mm ± 2mm Roll length: 40m VitriBond Marine is available in rolls Bonding of the joints and fixing to the elements with aluminum adhesive tape certified module B

reliability to develop customised solutions which will give its customers the ultimate competitive edge in their sector. In this way, the division develops effective fire protection systems individually customised to certain specifications, all designed to meet the challenges of tomorrow. Culimeta Innobra products are used in the construction industry, for facades, windows, basement and ceiling systems, thermal and acoustic insulation, trade fair construction and shop-fitting walling insulation systems, partition walls, and printed surfaces. The fire protection division offers a full-service package, starting with taking stock of development requirements to manufacturing fire protection products.

Vitribond Marine

Passenger cabins on a cruise ship are typically made of sandwich panels (metal panels on both sides with a mineral wool core). These panels require a certain fire rating, so they can withstand a fire in the cabin and contain it to gain time to evacuate the ship or extinguish the fire. When the panels are penetrated, for example for sockets, speakers, or light fixtures, the fire protection rating is void. To regain the rating, the openings should be closed with a new hood that has to be tested together with the cabin beforehand. Currently, these hoods typically consist of a tailored little box made of mineral wool (handmade). Vitribond Marine is especially developed to replace this. The adhesive used in Vitribond Marine has a cooling effect, making it a lot

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Speaker opening after fire exposure when covered with Vitribond Marine.

lighter, thinner, and easier to handle and install. VitriBond Marine is a non-flammable product for restoring the fire protection integrity of wall and ceiling elements in shipbuilding. Due to the endothermic effect of the non-organic adhesive in the product structure, VitriBond Marine is ideally suited as a fire protection cover for openings and fixtures in vertical and horizontal surfaces onboard ships.

VitriBond Marine is module B certified and has been successfully certified as fire resistance class B15 for covering downlights and speakers. i. culimeta.de

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HEAVY LIFTING

Milestone towards Alfa Lift completion ON 7 MARCH 2021, THE DECK CARGO SHIP BIGLIFT BARENTSZ LEFT THE LIEBHERR SITE AT THE PORT OF ROSTOCK WITH TWO REMARKABLE, GIANT CRANE COMPONENTS READY FOR INSTALLATION. ALL PHOTOS COURTESY OF LIEBHERR.

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HEAVY LIFTING

The lifts will take place directly at the quay, therefore the transportation vessel was able to start its journey by taking the shortest route to the Baltic Sea.

he white painted slewing platform, as well as the characteristic A-frame of the upcoming Heavy Lift Crane HLC 150000, are now on their way to being assembled on OHT’s next-generation offshore wind foundation vessel Alfa Lift. With its combination of features, the Liebherr HLC series will be a key element for installing current and future wind farms around the world.

The slewing platform and the A-frame of the HLC 150000 have been lifted onto the BigLift Barentsz.

The first project of OHT’s vessel Alfa Lift is the construction of the wind farm Dogger Bank A, about 130km off the north-east coast of England.

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Following their arrival in China, the slewing platform and the A-frame will be the first crane sections to be assembled on the Ulstein designed offshore installation vessel Alfa Lift. The tandem lift of the two large components was realised at the Liebherr site in Rostock using two strong representatives of their kind: the LR 11350 crawler crane and the TCC 78000, once again proving the importance of this powerful rail-mounted heavy-duty gantry crane. The lifts will take place directly at the quay, therefore the transportation vessel was able to start its journey by taking the shortest route to the Baltic Sea. The slewing platform and the A-frame will be assembled on Alfa Lift at the shipyard of China Merchants Heavy Industry (CMHI) in the province Jiangsu, close to Shanghai. When the installation of the two components is finalised, the boom will be delivered just-in-time to complete the HLC 150000.

The next big milestone

“The crane can only be assembled and installed once the vessel has reached a specific phase in its construction. Therefore, the manufacturing timelines are finely balanced between Liebherr, OHT, and CHMI”, says Gregor Levold, Sales Director of Ship and Offshore Cranes at Liebherr Rostock. “Another important element of the partnership with OHT is our support and guidance for the initial setup of the crane onboard Alfa Lift. Due to the extensive experience of our experts, a team of Liebherr specialists will travel to China and support with supervision for the installation, commissioning, and testing process (ICT) of the HLC 150000 at the shipyard.” Bjarne Birkeland, Head of Vessel Management for OHT, shares, “We have recently reached a significant milestone in the construction of Alfa Lift with the launch of the vessel, and we are grateful to see the high quality Liebherr 3,000t Heavy Lift Crane components being shipped from their facilities, ready for the next big milestone. We look forward to seeing the crane installed on the vessel and thank the experts at Liebherr for their excellent cooperation and diligence.”

Compact and flexible

With a maximum lifting capacity of 3,000t at 30m and 1,000t at 76m outreach, the HLC 150000 is ready for a wide range of

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HEAVY LIFTING

Tandem hoist directly at the quay: Two powerful Liebherr cranes, the LR 11350 crawler crane and the TCC 78000, lifting the slewing platform of the HLC 150000 onto the BigLift Barentsz.

applications. In general, the Liebherr HLC series design is characterised by a small footprint. The slew bearing diameter of the HLC 150000 is just 14m, consequently, the crane requires little space on deck and offers more storage space. Thanks to the special slip ring configuration, the HLC has a 360° unlimited slewing range. In addition, the Liebherr HLC’s foldable A-frame reduces the height of the crane as needed. “Unlike many other crane vessels of this size, the Alfa Lift will be able to navigate waters crossed by bridges. This feature reduces transit-time, for instance when the vessel enters the Baltic Sea crossing the Storebaltsbroen in Denmark”, Mr Levold explains. “The foldable A-frame provides more flexibility, which in turn leads to both operational and cost-efficiency, increasing the number of charter days and vessel availability.” For faster maintenance during operation, all components of the HLC are

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safely accessible via stairs and platforms. A key element of the maintenance concept is the integrated telescopic knuckle boom crane that is capable of lifting up to six tonnes. This service crane allows the exchange of the heaviest single components without the help of an external crane.

Shaping the energy revolution

The heavy lift crane series at Liebherr serves a worldwide growing market in offshore wind installation contributing to a sustainable energy provision. At the same time, existing offshore oil and gas installations will be decommissioned in larger sections to reduce transport costs. To meet these requirements in the best way, cross-divisional development and state-ofthe-art manufacturing processes are key factors for projects in both sectors. “Customers for this type of crane have very high quality and reliability demands, which

we can meet and exceed”, says Mr Levold. “Our cranes are made in Europe with strong partners within the Liebherr Group as well as proven and reliable external suppliers. Main components like winches, slew bearing, and slewing drives of the crane are designed and manufactured by other Liebherr companies. This results in an independent supply chain and guaranteed availability of components.” Since the feature-rich HLC series can be used for a wide variety of operations, the worldwide interest in the Liebherr heavy lift cranes keeps growing steadily. In 2022, the HLC 150000 onboard Alfa Lift will start operating in the North Sea. The first project is the construction of the wind farm Dogger Bank A, about 130km off the north-east coast of England. i. liebherr.com

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SAFETY

Connecting wirelessly for safety “THERE ARE AS MANY, AND MORE, UPSIDE ECONOMIC CONSEQUENCES OF A GREAT SAFETY CULTURE AS NEGATIVE FINANCIAL CONSEQUENCES OF POOR SAFETY PRACTICES. IT’S QUITE OBVIOUS WHICH SIDE SHIPPING COMPANIES SHOULD BE ON, AND OUR MISSION IS TO HELP THEM”, SAYS JOHN ROGER NESJE, CHIEF EXECUTIVE OF SCANREACH. ALL PHOTOS COURTESY OF SCANREACH.

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s we all know, or certainly should, the International Convention for the Safety of Life at Sea (SOLAS) ensures the minimum standards of safety to which all ships flying the flag of a contracted state must adhere. It requires those responsible for a ship to comply with the International Safety Management Code (ISM), with individual ships issued with a Safety Management Certificate (SMC) that has to be renewed

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SAFETY

The In:Range wireless network solution enables sensor data to be wirelessly transmitted from nodes throughout a ship.

advanced technology, officers and crew as well as onshore personnel are being pulled in multiple directions. Besides mental health issues and fatigue, this pressured environment could lead to safety routine oversights and checks being missed. According to global insurer Allianz, “Almost 15,000 marine liability insurance claims between 2011 and 2016 show human error to be a primary factor in 75% of the value of all claims analysed. This is equivalent to over EUR 1.3 billion of losses. Given the role of human error in so many incidents, the quality of crew and shipowners’ overall safety culture are of increasing importance to risk assessment.” “Human error may also be a contributing factor in up to 96% of marine accidents”, Allianz indicates.

A key to profitability

Sensor data feeds directly into bridge monitoring and control systems.

every five years. The Maritime Labour Convention (MLC) also sets minimum requirements for working and living conditions for seafarers, including occupational safety.

Still lagging on safety

Despite these regulations, the global shipping industry is still struggling with safety issues. Poor implementation and/or

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breaches of SOLAS or ISM continue to be a major reason for vessel detentions by portstate control (PSC) around the world. The 2019 annual report of the Paris MoU clearly shows that ISM was the main detainable deficiency area, whether it was fire safety, safety of navigation or life-saving appliances. As ships have been and are becoming increasingly complex and are bulging with

Safety plays a big part and should never be viewed as just another operational issue competing for attention. Mr Nesje is convinced that a successful business involves a whole lot more than just its financial performance. “You’re playing a risky game if you don’t make it a top priority, also as an economic strategy. Safe and effective operations are key to being profitable.” No shipping company can afford to be laissez faire. “First-rate safety management is crucial for optimal crew working conditions and welfare, complemented by technology that supports compliance. The price of getting it wrong can be high. A less than optimal safety culture can mean your assets are underperforming, your seafarers are not as motivated as they should be, while preventable accidents resulting in injury or the death of a crew member can result in punitive damages and associated costs”. Failing to adequately address safety can also significantly damage a company’s reputation, especially in the case of detentions. For example, a vessel with a low safety score from Rightship is hardly a great advertisement, and might cause charterers and cargo owners to have second thoughts. “That’s obviously bad for business”, says Nesje.

Direct and indirect costs

Other potential losses as a result of accidents include evacuation from a ship, medical bills, sick leave and repatriation if necessary, lost employee hours, trading downtime, crew replacement, maintenance costs or an unscheduled visit to a drydock, pollution costs, and cargo damage. Indirect

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SAFETY

With digital interfaces designed to deliver instant situational overview, the bridge knows where everyone is on the ship in real time.

costs could come in the form of raised insurance premiums, penalties from maritime authorities, legal fees in case of injury claims, and management overtime spent on compliance issues. According to the International Shipping Federation, “The indirect costs of maritime accidents are estimated to be around three times the direct costs associated with injuries, deaths, property damage, and oil spills”. Numerous studies in different industries have shown that companies that prioritise a strong safety culture can attain higher levels of productivity. “In shipping, it makes sense that happy crews that are confident in the safety function of a ship contribute to the high performance of the ship. Morale is more important than people would like to admit, I think”, voices Mr Nesje. “Safety is a central value of doing business and should be an integral part of all activity on board a vessel, as well as rooted in company values.” A premium safety culture creates economic value in terms of increased productivity, better decision making and effective communication in the office and at sea, reduced loss events, reduced personnel turnover, reduced training costs, enhanced customer trust, and potentially favourable insurance terms.

IoT revolution

Commenting in the Allianz 2020 Shipping and Safety Review, Allianz’s Global Head of Marine Risk Consulting Rahul Khanna states,

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The world’s first wireless IoT platform enables personnel and asset control in complex and confined steel environments removing the need for expensive cabling.

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SAFETY

ship functioning as a single connected entity is a huge step forward and opens up a sea of new application opportunities to take vessel safety and performance measurement to the next level, at a fraction of the cost”, Mr Nesje explains. “Existing sensors can also be easily integrated into our system, for fire detection, pump sensors, anything.” “Especially with regard to crew health, the IoT-connected ship will help enormously as wearables give you full and instant oversight of Persons On Board (POB). With digital interfaces designed to deliver instant situational overview, the bridge knows where everyone is on the ship in real time. Should a seafarer fall or get injured, the bridge can react immediately. Furthermore, you can pinpoint exactly where in the water someone is in case of a Man Overboard (MOB)”, Mr Nesje adds. This applies not only to ships but also offshore installations such as rigs, wind farms, and aquaculture, including gangway control.

Gas detection

The system also works for offshore installations.

“Shipowners will face additional cost pressures from a downturn in trade (due to the impact of Covid-19) and will undoubtedly put efficiency measures in place. We know from past downturns that crew and maintenance budgets are among the first areas that are cut. But it is important that safety and maintenance standards are not impacted by the downturn. The next few years will likely be a difficult time for the shipping industry. However, we hope the industry will not undo all the good work of previous years and let safety and risk management standards slip.” Echoing these sentiments, Mr Nesje adds, “There are many advisors out there who can help companies improve the safety culture

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in general, but clearly, advanced technology plays a big role, and that’s where we come in. With our ground-breaking wireless technology, we are driving an IoT revolution in shipping that really supports safety”.

Penetrating metal

ScanReach cracked the ‘billion-dollar problem’ of wireless communication in a steel environment (known as the Faraday cage effect where steel bulkheads and decks block wireless signals) at an affordable price. The company’s In:Range wireless network solution enables sensor data to be wirelessly transmitted from nodes throughout a ship, either fixed or carried as wearables. The data feeds directly into bridge monitoring and control systems. “The

With IoT detection, the bridge also knows instantly if poisonous gases are present in enclosed spaces or tanks, while wearables provide an added level of safety and instant feedback to seafarers undertaking checks or maintenance. “Fatalities due to gas inhalation are tragic and avoidable; we want to contribute to making that a thing of the past,” states Mr Nesje. He hopes ScanReach’s wireless IoT platform will become de facto on a big chunk of the world fleet. “Who knows, wireless connectivity may also become a regulatory necessity in future, while marine insurers may in time require it as part of loss prevention or reward companies that do so. Full onboard connectivity is a major value driver. A typical In:Range plug-and-play installation with 80 nodes on a ship with 40 crew members will cost around EUR 10,000 per year, or just EUR 25 per day, including baseline hardware and service. We think that’s a very reasonable price to pay for increased safety prevention versus what you might lose if something goes wrong.” Investments made in safety are considerably cheaper than the cost of a lost life or injured seafarer. “Our solution is proven and can make a big difference. That’s what gets me out of bed in the morning and it’s a great feeling”, Mr Nesje concludes. i. scanreach.com

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FOCUS ON NORTHERN EUROPE

Cultural expedition cruising SWAN HELLENIC WAS RELAUNCHED IN JULY 2020 TO PROUDLY CONTINUE THE SPIRIT OF CULTURAL EXPEDITION CRUISING THAT THE COMPANY PIONEERED IN THE 1950s. BUILDING ON ITS BRITISH ROOTS, THE NEW COMPANY HAS A GLOBAL CULTURAL CRUISING OUTLOOK DEDICATED TO PROVIDING GUESTS WITH THE OPPORTUNITY TO ‘SEE WHAT OTHERS DON’T’. ALL PHOTOS COURTESY OF SWAN HELLENIC.

edicated to guests with a passion for adventure and cultural exploration, the company’s itineraries explore the wild landscapes, wildlife, and cultures of the world’s less travelled regions. Its ships feature elegant Scandi-design interiors, extensive outdoor spaces, and dedicated expedition facilities. The crew includes an expedition team comprising expert guides, speakers, and lecturers.

SH Minerva

Arriving in November 2021, Swan Hellenic’s 5-star boutique ship SH Minerva offers an intimate setting from which guests will be fully immersed in all the sights and sceneries of their voyage. This brand-new ship has been designed to journey to ‘off the beaten path’ destinations and remote polar regions in style and comfort. The ship incorporates a PC5 icestrengthened hull combined with extra-large stabilisers to make journeys as smooth as possible.

Ahead of schedule

Swan Hellenic on 17 March 2021 announced that the hull sections and deck modules of SH Minerva had all been completed in advance of its schedule. Marking this occasion, the company released a time-lapse video of the work at Helsinki Shipyard that shows the ship assuming its graceful final form. Now that the structure is complete, the cabins are already taking shape, which was also revealed online on the same day, disclosing the Scandinavian comfort, rich natural materials, and spacious open perspectives out to sea thanks to the elegant designs by Tillberg of Sweden. The complete vision can be explored in an impressive virtual tour video released late last year.

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Next generation polar expedition

The creatively conceived new ship represents the next generation of polar expedition vessels, designed for worldwide cruising with a strong focus on high-latitude areas. SH Minerva is being fitted with a 5MW dieselelectric propulsion system with selective catalytic reduction, ready to receive a 3MW max. battery package, a PC5 ice-strengthened hull, and with Safe Return to Port notation. At 113m, the 10,500t vessel has been specially designed to explore the most inspiring and inaccessible places on the planet. Providing spacious 5-star accommodation for 152 guests in 76 spacious cabins and suites, the vast majority with large balconies, SH Minerva will be operated by an onboard team of 120 members to provide the highest levels of personal service.

SH Minerva bow view.

An inspiring journey

CEO of Helsinki Shipyard Esko Karvonen remarks, “We are very proud of the smooth progress made on SH Minerva, helped by its outstanding design. It is an inspiring journey to work on the remarkable first three vessels for the iconic Swan Hellenic, and we are sure the guests who explore the world aboard them will also feel that.” Andrea Zito, CEO of Swan Hellenic, shares, “We’re delighted by our partner’s outstanding work as we take Swan Hellenic into this exciting next chapter, and we look forward to meeting you on board when we head to Antarctica in November 2021. Join us to see what others don’t!” i. swanhellenic.com

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FOCUS ON NORTHERN EUROPE

SPECS Length 115m Draft 5.5m Breadth 23m Registered Malta Cruising speed 15.5 knots in open water Lifeboats 2 fully enclosed Propulsion Diesel-electric engines 4x Medium speed, Polar code Cat A.

Lounge area and balcony.

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Rich natural materials and spacious open perspectives, with elegant designs by Tillberg of Sweden.

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FOCUS ON NORTHERN EUROPE

Future-proofing assets through innovation ESTABLISHED IN 1834, WÄRTSILÄ HAS BEEN AT THE FRONTIER OF ENGINEERING INNOVATION FOR OVER 180 YEARS. BEING A LEADER IN SMART TECHNOLOGIES AND COMPLETE LIFECYCLE SOLUTIONS FOR THE MARINE AND ENERGY MARKETS, THE COMPANY EMPHASISES ON SUSTAINABLE INNOVATION, TOTAL EFFICIENCY, AND DATA ANALYTICS. WORDS BY SIGURD JENSSEN, DIRECTOR OF WÄRTSILÄ EXHAUST TREATMENT. ALL PHOTOS COURTESY OF WÄRTSILÄ.

hey aim to maximise the environmental and economic performance of the vessels and power plants of their customers. Sigurd Jenssen, Director at Wärtsilä Exhaust Treatment explains how there’s more to exhaust gas abatement technology than just SOx and how scrubbing technologies are an excellent platform for future environmental innovation.

Sustainability

Wärtsilä has an important role in meeting the world’s increased demand for energy in a sustainable way. This is the cornerstone of their commitment to sustainability. This sustainability approach is based on economic, environmental, and social performance, striving to improve procedures and performance across a wide front. The overall focus is on ensuring profitability, providing environmentally sound products and services, and ensuring responsible business conduct.

A need for novel thinking

As an environmental technology with the potential to grow further, there is no better example of proactive innovation than exhaust gas cleaning systems (EGCS), or scrubbers.

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With environmental pressure intensifying rapidly and regulation on a range of sustainability concerns – including black carbon, SOx, NOx, and Particulate Matter (PM) – coming in the near future, shipping must champion technology solutions that can tackle this wide and diverse set of challenges. With mounting pressure on our sector from consumers, investors, shippers, and regulators, it is clear that shipping faces an urgent challenge to unlock more sustainable operations. Even if we had not all experienced the momentous shifts and changes that 2020 brought, there would have still been a pressing and unprecedented requirement to change the way we operate and mitigate our impact on the planet. The context and impetus for wide-scale environmental change has never been clearer. This places huge strain on owners and operators, who are facing the overwhelming challenge of having to comply with current environmental regulations whilst also planning for those that are likely

to emerge in the future. What’s clear is that these challenges need widespread and novel thinking, and technological innovation in a broad range of areas.

A favourable landscape for scrubbers

As an environmental technology with the potential to grow further, there is no better example of proactive innovation than exhaust gas cleaning systems (EGCS), or scrubbers. One potential solution to the challenges of the future in our sector is embracing a new way of thinking about these technologies as solutions beyond just SOx and Sulphur Cap compliance. Instead, we should focus on their potential – which is already being realised – to tackle many of the key sustainability issues and regulatory requirements that we expect will be implemented in the very near future. Before focusing on future emissions requirements, it is worth exploring the success of scrubbers with regard to supporting the industry’s transition to the 0.5% Global Sulphur Cap. The case for scrubbers continues to go from strength to strength, with favourable economics matched by a growing body of in-operation experience proving that they are an effective solution to cut SOx without any negative impact on the marine environment. For owners and operators who have invested in scrubbers, the joint rewards of seamless compliance and an increasingly favourable fuel spread speak for themselves. In addition, newbuilding sentiment for the technology is picking up, with the majority of containership, bulk carrier and tanker

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With mounting pressure on our sector from consumers, investors, shippers, and regulators, it is clear that shipping faces an urgent challenge to unlock more sustainable operations. owners opting for a mix of open loop and hybrid installations on new additions to their fleet. However, the case grows even stronger as we explore the technology’s ability to constantly evolve and, with continued development, help solve both present challenges and emerging ones.

Carbon capture and storage

Stepping beyond sulphur, scrubbers are a platform for a huge range of complimentary technology developments that, individually and combined, can tackle multiple environmental challenges around the stack. This technology platform uses the central position of scrubbers in the propulsion and exhaust chain as a basis to incorporate new technologies to tackle a range of different emitted substances. Continuous innovation can therefore improve the flexibility of the solution, positively impact ROI, and even benefit the most forward-thinking owners from a reputational perspective. But what does this look like from a technical level? One area Wärtsilä is extensively exploring is how carbon capture and storage (CCS) can be developed and scaled in maritime. We are installing a 1MW pilot plant at our test facility in Moss, Norway to test our CCS technologies in a range of scenarios and conditions. Carbon capture and storage is exciting because it can be an integral tool in the toolbox to solve one of the biggest challenges of all in the short and medium term: directly mitigating CO2 emissions. We can explore this because scrubbers and the knowledge gained from installing them gives us the right expertise to capture carbon at the point of exhaust. We can also do this – and, indeed, are exploring how scrubbers can be proactively used – for a huge variety of pollutants, including NOx and particulate matter.

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Sigurd Jenssen, Director of Wärtsilä Exhaust Treatment.

Time for an upgrade

The timing is right for this kind of technological innovation because our industry’s regulatory landscape is only going in one direction when it comes to sustainability. Technology development can therefore play a crucial role in supporting owners’ and operators’ requirements to comply with more stringent environmental rules.

It is clear that scrubbers are no longer a solution for a single sustainability challenge. Instead, more responsibility should be placed on the potential of these technologies to be upgraded over time – effectively safeguarding the crucial, obscure, and important investment decisions that owners are making today. i. wartsila.com

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WORKBOATS & TUGS

Principles for towage design

30m New ice-class tug Svitzer Embla.

IN SPRING 2021, SVITZER WELCOMES TWO NEW SPECIALLY DESIGNED ICEBREAKING TUGS TO SUPPORT ITS OPERATIONS IN SCANDINAVIA. NEW TWINS EMBLA AND EDDA WILL BOLSTER SVITZER’S CAPABILITIES IN THE REGION. WORD BY KASPER KARLSEN, CHIEF OPERATING OFFICER OF SVITZER EUROPE. ALL PHOTOS COURTESY OF SVITZER.

hese latest tug acquisitions illustrate Svitzer’s primary focus on always having the right tug for the job. Realising this involves careful considerations about which vessel designs offer the best service to a specific port or any customer requirements,

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while strengthening the ability to be flexible in fleet deployment. The enterprise globally operates 440 vessels, of which 130 vessels are pieces in the regional fleet planning puzzle in Europe.

Standard or tailored design

When searching for the best tug design, it is critical for towage operators to assess whether an off-the-shelf option or a customised design is the best option to invest in. This consideration is the central principle for defining how Svitzer scales up its fleet capabilities. Given its fleet size, there are plenty of factors to consider when it comes to tug acquisitions. Tugs will likely move around the company’s network and will need to adapt to different operations and customer demands. While tailored designs meet the requests for special capabilities, standard designs also serve an

important purpose. An off-the-shelf harbour tug can be a completely reasonable investment for ports with multiple customers. Considerations should then focus on the vessel’s strength and propulsion system.

Revolutionary builds

Svitzer recently took delivery of Svitzer Thames, a somewhat standard 80t bollard pull ASD tug that is a perfect asset for the variety of jobs we see in a diverse port like London. However, operations with special requirements or ports and customers with specific demands – such as the Scandinavian waters with seasonal ice and therefore the demand for ice-breaking capabilities – call for customised builds. Each special design is treated as a separate research and development project that stretches the company team’s expertise to

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WORKBOATS & TUGS

New ice-class tug Svitzer Edda

80t bollard pull ASD tug Svitzer Thames.

build something revolutionary and customer focused. Some innovations are small, others are huge. The enterprise’s innovation team collaborates with naval architects and shipyards on modifying vessel layout, propulsion systems, and engine power, and aims to improve each vessel’s performance, efficiency, and sustainability credentials.

Moving the needle

The people at Svitzer are currently working on a custom solution for the Recotug project. Advanced autonomy will play a bigger role in the future and the company is determined to be at the forefront of this innovation. Its mission is to explore how automated equipment and advanced autonomous technology can improve both safety and efficiency, hereby strengthening the enterprise’s value proposition to customers. Considering all aspects of tug

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design, Svitzer wants to move the needle and differentiate itself by partnering up with the best designers to bring innovative, efficient, and forward-looking new tugs to the market. When designing, the company always keeps its biggest asset in mind: the crew. Regarding the new icebreakers, the design yields a safe and pleasant working environment for those aboard. The tugs are equipped with the Svitzer Catcher, an automated tying mechanism that excepts substantial risk elements when the tug connects to the assisted ship. The winch is fully enclosed in a garage to protect the mechanics and those working on deck. The same winch can be used as a towing winch over the stern, with the tow wire passing in a trunk under the superstructure, a simple and innovative feature creating a required capability without adding any significant mechanical complexities.

Regulations

Regulations obviously play an important part in forward-looking design practices. For example, the IMO recently imposed regulations for all new vessels operating in the North Sea and Baltic Sea – where Svitzer’s presence is quite significant – to follow Tier III NOx emissions requirements. The company wants to ensure that all new tugs comply, regardless of whether they will initially operate outside of regulated areas. The aforementioned principles help Svitzer to define decisions regarding new additions to its global fleet. Adding Svitzer Embla and Svitzer Edda is typical for the enterprise’s approach of making the right decisions to innovate and support customer requirements. By doing so, Svitzer certainly plays its part in realising progressive fleet utilisation and vessel design in its segment. i. svitzer.com

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MARITIME ARBITRATION

Recommendations for maritime arbitration LET’S GET STRAIGHT TO THE POINT. CASES OF MARITIME ARBITRATION ARE SIMPLY NOT MUCH FUN AT ALL. THERE ARE NO WINNERS. AND YET UNFORTUNATELY, COMPANIES IN THE MARITIME SECTOR SOMETIMES ALSO GO TO COURT. IF YOU ARE ABOUT TO START AN ARBITRATION, READ THE FOLLOWING TIPS BEFORE YOU COMMENCE.

irst of all, make sure to grab your calculator. Do you perhaps disagree with a supplier or a client? You certainly have every right to do so, but bear in mind that the other party thinks they are right as well. How can you go about it? Should you simply go to court and hope for the best? Stop right there! Before starting an arbitration, take out your calculator (preferably together with the other party) and ask yourself the following questions: – What is the financial volume of the contents of the case? – What are the costs of the employees required to properly support your case? – Due to the arbitration, how many manhours (expressed in euros) will you be missing for other projects? – What are the expected lawyer fees? You should as a maritime company consider how much of the budget is left to work with after subtracting employee costs, missing man-hours, and lawyer fees from the case’s financial volume. The answer is usually nihil.

Maritime arbitration project management

This part is often overlooked, but ever so important. Imagine your case does lead to arbitration, then what do you need to know? Firstly, cases of arbitration take a long time and processes are slow. Secondly, it is important to check whether you have sufficient experience to guide an arbitration case, because your lawyer will not do this for you. A lawyer will only support you with

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the case’s legal aspects. The advice is to hire an experienced entity to handle your maritime arbitration project management. Work with an entity that understands both the complex (technical) maritime and the legal language to ensure that the whole process runs smoothly and is as clear to you as possible.

What to avoid

You don’t want to start complex and long processes that will cost a fortune. In order to understand what lawyer fees entail, let’s explore how arbitration works and why it takes so long. First, a court must be appointed to review the arbitration. That alone can take months. The court obviously needs to know the exact nature of the dispute, which is why you will, together with

maritime legal experts, need to draw up the exact list of issues. You would think that the court will rapidly make a decision after this. Unfortunately, this is not the case. The court will put maximum pressure on you and the opposing party to first come to an agreement. This agreement can sometimes take years. And yes, your lawyers, the court, and the maritime legal experts won’t stop sending you invoices during this time. The costs can add up to hundreds of euros per person per hour.

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MARITIME ARBITRATION

Unfortunately, companies in the maritime sector sometimes also go to court. It is important to first discuss your dispute with an external adviser who can actually assess the case and advise you.

A desired outcome

But it can be done. You can have success within just one day. Above all, it is important to first discuss your dispute with an external adviser who can actually assess the case and advise you on the best route to sail within just a day. Companies like the Synergy Partner can assist you here. And if the dispute comes to arbitration, make sure that your maritime arbitration management is up to date. i. thesynergypartner.com

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Work with an entity that understands both the complex maritime and the legal language to ensure that the whole process runs smoothly and is as clear to you as possible.

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ENVIRONMENT

Discharge of screenings in the high seas WÄRTSILÄ’S WATER & WASTE BUSINESS UNIT HAS BEEN CO-AUTHORING A JOINT PAPER ON WHY WE SHOULD STOP DISCHARGING VISIBLE FLOATING SOLIDS FROM SEWAGE IN HIGH SEAS. THE ARTICLE FOCUSSES ON HOW MANY EFFECTIVE ACTIONS ARE TAKEN ONSHORE, HOWEVER, WHEN IT COMES TO DISCHARGING SCREENED SOLIDS FROM SEWAGE AT SEA, NO ADEQUATE LEGISLATION IS IN PLACE. ALL PHOTOS COURTESY OF WÄRTSILÄ.

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he international maritime regulations still allow ships to discharge visible floating solids in the high seas. The paper is co-authored and endorsed by many parties, including Future Program Development Manager of Wärtsilä Water Systems, Dr Wei Chen, Board Member of Hamann AG, Felix von Bredow, and Sales Director at ACO Marine, Mark Beavis. Land based wastewater treatment plants (WWTP) use biological treatment to purify the wastewater from our cities, towns, and

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ENVIRONMENT

The sad conclusion is that, despite using STPs, the majority of sewage screenings material ends up directly in the high seas.

villages. These WWTPs generate a byproduct called sewage sludge, a mixture of surplus natural bacteria and inert particles. WWTPs have another by-product called screenings. This consists of large debris carried down the sewer, such as rags, paper and plastics. The screening material is mostly intercepted by inlet screens positioned at the beginning of a WWTP, or further upstream at sewage pumping stations and storm bypasses. The aim is to prevent clogging or interference with downstream operations and minimise any unsightly floating plastics in receiving waters.

wipes, and other spent sanitation product. A close description of screenings material under the IMO’s MARPOL Annex IV Convention is ‘visible floating solids’. Unfortunately, discharge of visible floating solids is not prohibited in the high seas. Discharge of macerated and chlorinated sewage from the notorious comminuting and disinfecting systems (CDS) is permitted at a distance larger than 3nm from the nearest land, and discharge of untreated sewage is permitted at more than 12nm, along with sewage screenings. Regulation 11 does prohibit visible floating solids from effluent of

sewage treatment plant (STP), but this has not stopped screenings from being discharged in the high seas. Far from it: thousands of physical-chemical STPs are designed and promoted to be switched off when outside 12nm from the nearest land. Several STPs use fine maceration instead of screens to reduce operational input and hygiene risks. While many STPs have screens, their effectiveness may be questionable due to the use of cutter pumps in vacuum collection systems. At times, intercepted screenings may be re-mixed with sewage sludge for discharge. But when a sewage

Once sewage enters these sewage holding tanks, much of its screenings material tends to form a thick layer of floating scum.

This scum layer is not readily broken up by a mixing device, nor is it removed by transfer pumps.

Due to marked increase of plastics in sewage since the 1980s, comminutors and grinders used in some small WWTPs have been replaced by screens. Coarse screens, such as bar screens, typically have openings bigger than 6mm, and fine screens from 1.5 to 6mm. Smaller openings result in more screenings of higher water content and organic contents such as faecal matter, and hence worse odour nuisance. Openings of 38mm and 13mm intercept about 10 and 60l/1,000m3 of screenings respectively. Finer openings often result in a liquid screenings flow. Environmental protection can be a dirty job. The handling of screenings, or merely the sighting and smell of it, can make novice operators throw up. While sewage sludge is often recycled for agriculture, soil conditioning and landscaping under the strict biosolids regulations, the screenings material is incinerated or landfilled. Under the European Landfill Directive, screenings material is washed and de-watered to reduce its organic and water content, before it is disposed as a non-hazardous waste (European Waste Code 190801).

Current maritime approach

Screenings material exists in ship’s sewage too. Here it also contains rags, plastics, paper

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

Photo courtesy of Stena RoRo.

Boulevard Bankert 290, 4382 AC Vlissingen, The Netherlands • T +31 118 473 398 • E info@ynfpublishers.com • I www.ynfpublishers.com

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ENVIRONMENT

The existing marine rules have prohibited the discharge of plastics and garbage from all ships in all waters.

Are we ready to find a better way?

holding tank is used to feed an STP, the above contributing factors become trivial. Ships often have designated sewage holding tank(s) with 1 to 10 days of holding capacity. Once sewage enters these tanks, much of its screenings material tends to form a thick layer of floating scum. This scum layer is not readily broken up by a mixing device, nor is it removed by the transfer pumps serving the STPs or the onshore connections (just as well, because it may block the sewer). The trapped screenings can only be flushed out in the high seas during tank cleaning. The wastewater industry on land has avoided holding unscreened sewage for a good reason.

Most screenings material ends up in high seas

The sad conclusion is that, despite using STPs, the majority of sewage screenings material ends up directly in the high seas. This practice should stop. The existing marine rules have prohibited the discharge of plastics and garbage from all ships in all waters. Even more so since the rest of our society is working hard to keep sewage screenings away from our natural

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environment. There are some discussions at the IMO, but they are confined to the STPs, and will not help to prevent screenings discharge from holding tanks and CDS. In fact, the situation will only be worsened when ships are given easier solutions by evading STP altogether.

A better way

The solutions can be readily available, thus to intercept and remove screenings material before it enters the sewage holding tank, the CDS, and the STP, and then dispose it by thermo destruction technologies onboard as already happened on some ships or by the port reception facilities. It can bring integrated and consistent regulatory approach to manage ships’ wastes and bring the maritime sector on a par with the rest of our society. The shipping industry may then justify and sustain the practice of discharging sewage and sewage sludge, free of screenings, in the high seas. Such initiative requires support by the IMO member states and the industry. Are we ready?

The majority of sewage screenings material ends up directly in the high seas.

i. wartsila.com

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OUTFITTERS New Crewsaver cylinder locking system Survitec brand, Crewsaver, is pleased to announce the launch of EXOLOK. EXOLOK is a new cylinder locking system that provides increased security for gas cylinders attached to lifejackets – helping to ensure your lifejacket protection is securely locked in. EXOLOK will be fitted to all Crewsaver lifejackets going forwards. It can additionally be retrofitted to all existing Crewsaver lifejackets with UML or Halkey Roberts firing heads by owners. From March 2021, Crewsaver inflatable lifejacket services carried out by approved service stations will incorporate EXOLOK as standard. The innovative system removes any potential for a gas cylinder to work loose within a lifejacket, instilling more confidence than ever regarding lifejacket performance. Users can perform a quick visual check to see that all is well, making sure their gas cylinder is correctly threaded with a glance to see that two arrows line-up. The orange EXOLOK system is for UML operating mechanisms, while the yellow is for Halkey Roberts firing heads. From 2021 all-new Crewsaver lifejackets will include EXOLOK as standard, bringing safety and innovation to the forefront. i. survitecgroup.com

High-strength fff ship windows from Fehrmann They are still primarily installed in police boats, patrol vessels and heavy weather rescue cruisers, where they ensure the greatest possible safety under the toughest conditions. Now Fehrmann opens the distribution of its patented fff windows for other ship groups, national and international. The fff ship windows are 600% more resistant to failure compared to windows commonly available on the market: even in tests according to naval standards, in which shock and vibration tests showed that the windows withstood more than ten times the acceleration of gravity. This gain in safety for crew and cargo, not only during autumn storms, has already convinced several shipping companies to equip their ships with fff windows. Others rely on the innovative window system because it makes upgrades quick and easy. Complete windows can be replaced within a few minutes and without any hot work. This is made possible by a patented clamping system that completely eliminates the need for screws or adhesives. To install or replace an fff window, all you need is a hex wrench or a cordless screwdriver. This low installation effort reduces the working hours and thus the installation costs by up to 80% compared to a weld-in frame of the same size. At the same time, the risk of cost and delay-causing damage to newly installed windows due to carelessness during the hot work is reduced by up to 70%. i. fehrmann.tech

Remote cyber security assessment Vessels worldwide are now facing compliance with IMO 2021 cyber security regulations. These are the first of what could be additional cyber security regulations for regulated vessels and facilities. International Maritime Security Associates (IMSA), the developers of the award-winning ARMS software platform, have developed a suite of cyber security tools and services for the maritime industry. The company has recently launched the capability to conduct basic shipboard network vulnerability assessments without sending personnel onboard. This unique tool is part of a larger suite of cyber security tools IMSA has developed to support vessels and maritime facilities with expanding their cyber security defenses. Some of these cyber security tools are part of the ARMS software platform. Through ARMS, IMSA can monitor a vessel’s critical systems and networks remotely in real-time through their state-of-the-art SOC (Security Operations Center). This capability protects vessels from real-time threats to IT, OT, and other critical network systems. i. arms.imsa.global

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OUTFITTERS Hand-held tools in a high-quality steel case When hydraulic lines have to be replaced or extended on site, professional tools should be ready-to-hand. To meet this requirement, Stauff has added more accessories to its complete range for connecting and fastening tubes and hoses.  This sturdy steel case is designed for short-term use on the go, providing all components required for bending and sawing off hydraulic tubes made of steel or stainless steel. The case contains a combined manual tube bending and sawing device which can be attached with a standard vice or directly to a workbench top with a thickness of up to 35mm. Three low-wear bending rollers made of steel allow processing of steel or stainless steel tubes with an outer diameter of 6, 8, 10 or 12mm. The set also includes a bending lever and offers space for a manual reamer. The universal internal and external tube reamer from Stauff for tube diameters from 6 to 35mm is not included, but can be purchased separately, just as all other components of this convenient complete set. The reamer has high-quality sharpened cutting edges made of hardened special steel and allows flowing, ‘chatter-free’ working. The internal and external tube reamer is also available for tubes with outer diameters from 10 to 54mm. For both sizes, Stauff offers adapters for use with a cordless screwdriver or a drill. i. stauff.com

New AlphaMidiCourse Mk2 Since the introduction of the AlphaMidiCourse in 2015, many vessels worldwide have already been equipped with this gyro compass. These units are used daily 24/7 by satisfied customers and because of this, this gyro has proven to be a very reliable product. With the introduction of the AlphaMidiCourse Mk2, the gyro complies with the latest regulations. The AlphaMidiCourse Mk2 has received an internal upgrade to meet the mandatory IMO Resolution MSC.302 (87) Performance standards for Bridge Alert Management. The control box has now also been physically modified with three indicators that would allow the user to see which error message is indicated according to these BAM regulations. In addition, the interior has also been updated, as the main circuit board is now equipped with connectors, which is beneficial for installation and service technicians. To make it all complete, the digital steering indicator AlphaHeading+ is now also approved as part of the system. i. alphatronmarine.com

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THE YELLOW & FINCH PAGES direct connection to the international ports. High quality is one of our most important standards! 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®

BREMAN MACHINERY B.V. Sasdijk 20, 8281 BM Genemuiden, The Netherlands P.O.Box 135, 8280 AC Genemuiden, The Netherlands T +31 (0)88-27 36 200 E info@breman-machinery.nl I www.breman-machinery.nl Great challenges need sophisticated solutions, the work of a specialist. Breman Machinery fabricates critical steel components with exceptional dimensions and extreme accuracy. This is the daily job of our craftsmen. Through our unique capabilities regarding machining, welding, conservation and assembling we serve our customers to make their ambitions reality. The welders of high-quality steel are qualified by Lloyd’s Register or DNV for all welding positions. With 30 milling, boring and turning machines we have the possibility to offer unique services. Our preservation department can protect your projects. Our location is beside open water, we have a

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

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Our Ship Repair department is specialised in the overhaul of all types of main and auxiliary engines, including attachments i.e. governors, turbochargers, fuel equipment and the sales of spare parts and engines. We are capable of crankshaft grinding. Our service is 24/7 worldwide!

PIENING PROPELLER Am Altendeich 83 D-25348 Glueckstadt Germany T +49 4124 9168-0 F +49 4124 3716 E pein@piening-propeller.de I piening-propeller.de Contact: Mathias Pein Noise reduction relies upon the quiet operation of a yacht´s propulsion system. Piening Propeller fulfils its briefs in: Consideration of all hydrodynamic aspects during the design and an accurate manufacturing of propellers and shafts according to highest ISO classes.The company is approved by all common classification societies. Repairs and adjustments of propellers are done with the same care as new buildings. Piening Propellers scope of supply includes: Propellers FPP > 800mm Ø CPP > 1.100mm Ø up to a several length of Shafts 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.

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.

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 S B I 2021 | Vo l u me 15 | I s s u e 2 | 4 7

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

ShipBuilding Industry – Issue 3 Green ship technology Shipboard automation & marine electronics Repair & maintenance Copy deadline | 05 May 2021 Advertisement deadline | 26 May 2021 Release date | 29 June 2021

Photo courtesy of Holland Shipyards.

ShipBuilding Industry – Issue 4 Paint & coating systems Hoisting & lifting equipment Safety & security Heavy lift vessels Copy deadline | 30 June 2021 Advertisement deadline | 21 July 2021 Release date | 24 August 2021

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

COLOPHON

COMMERCIAL DEPARTMENT MARCO GEELS | Director

marco@ynfpublishers.com

ROB DE KERF | Account Manager

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EDITORS ARNO DIRKZWAGER ´ DANIELA MARKOVIC

arno@ynfpublishers.com daniela@ynfpublishers.com

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

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WE HANDLE YOUR PROJECTS Pictured here: RSD-E Tug 2513

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One step closer to completion DAMEN LAUNCHES REVOLUTIONARY AQUA HELIX

CONNECTING WIRELESSLY FOR SAFETY ENABLING WIRELESS COMMUNICATION IN STEEL ENVIRONMENTS

Principles for towage design SVITZER WELCOMES TWO NEW ICEBREAKING TUGS

ShipBuilding Industry issue 2 2021

Articles inside

Discharge of screenings in the high seas

Recommendations for maritime arbitration

Yellow Finch Pages

Outfitters

Future-proofing assets through

Cultural expedition cruising

Principles for towage design

shipbuilding Connecting wirelessly for safety

A network of licensed repair experts

Milestone reached towards Alfa Lift completion

Electric motor testing in marine propulsion systems

Methane for transport and power generation

News in Brief

Restoring fire protection integrity in

One step closer to completion

Collaboration for zero carbon solutions