Photo: Brim Explorer
ShipBuilding
YEAR ANNIVERSARY
i n d u s t r y
GREEN SHIP TECHNOLOGY
Innovation happens when experts unite
SBI 2021 | VOLUME 15 | ISSUE 3
hydro brim explorer
SB I VOL. 15 ISSUE 3 | 2021
Greener materials for our oceans
We are proud to be able to help Brim Explorer to create sustainable ships with aluminium from Hydro. Visit hydro.com/marine to learn more.
SHIPBUILDING-INDUSTRY.EU
There is a change happening at sea. The first all-electric ferry was launched in 2015 and now a new form of ocean excursion is paving the way for noise- and pollution-free cruises on board hybrid-electric ships. Brim Explorer sails north of the Arctic Circle along the coast of Norway as an alternative to large cruise ships. The 24-meter catamaran is one of the world’s most flexible electric hybrid-ships. It can be charged at any port and operate on batteries for 10 hours with a cruising speed of 10 knots. In order to achieve speed and endurance, you need a light material. Using aluminum, naval architects can design vessels with high-speed capability, long life, high payloads, and low maintenance costs, as well as a high recycle value.
Sea trials for Nexans Aurora PICTURE PERFECT FRAME FOR THE LADY IN RED
MOST COMPLEX SHIP EVER BUILT ASRV NUYINA ALMOST READY FOR ARCTIC SEA TRIALS
Fuel flexibility is the future HYBRID AND ELECTRIC PROPULSION SYSTEMS
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TR A EU DI RO ST PO RIB RT UT 20 ION 21 A T
VISIBILITY is of utmost IMPORTANCE FACTS & FIGURES – – – –
4,000 copies Bonus Distribution at Major Trade Fairs World Wide Circulation Maritime Services Directory offers Quick Reference, Product Information, Purchasing, General Research, Networking and Sales/Marketing
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.
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
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EDITOR’S NOTE
A greener future and bright skies ahead WITH THE WORLD SLOWLY OPENING UP IN THE RECENT MONTHS AND SUNSHINE IN THE SKIES, WE ARE SLOWLY GETTING BACK TO THE OLD NORMAL. THE DRIVE FOR CLEANER SHIPPING AND shipbuilding industries is as strong as ever and the amount of knowledge and passion that is being used to achieve innovation in our industry never ceases to amaze. In this year’s first summer edition of ShipBuilding Industry, we take an in-depth look at the latest innovations in green ship technology, the latest workboats and tugs, environmental developments, dredging vessels, and more. Some initiatives seem to combine knowledge from the past with new technology, while others are solely focused on the future. Within these themes, you will be able to read about Norsepower’s wind propulsion solutions, which make a significant contribution in decarbonising the international shipping industry, ADS van STIGT’s goal to adhere to the growing demand in hybrid and electric propulsion, and Damen’s icebreaker and research vessel in one, the most complex ship that they ever built. These and many more interesting stories from the world of shipbuilding await you. The industry is slowly gearing up for a festive reunion in the upcoming trade fair season. As the world has ground to a halt last year, so had all the major events. Fortunately, every day is becoming safer, and we are ready to meet once again. We cannot wait to see all of you again and discuss all our new ideas for a more prosperous, innovative, and healthier shipbuilding industry. Excited? Check out the latest news about the 40th Europort edition on page 18 and get a sneak peek. May you have fair winds and following seas! Daniela Markovic´ EDITOR DANIELA@YNFPUBLISHERS.COM
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WE HANDLE YOUR PROJECTS
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contents
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ISSUE 3 | 2021
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DREDGING VESSELS & EQUIPMENT
SHIP REPORT
ENVIRONMENT
SHIPBOARD AUTOMATION & MARINE ELECTRONICS
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Spartacus does justice to her name
Regulating grey water, a necessity
EUROPORT
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Maritime industry meets again at 40th Europort edition
GREEN SHIP TECHNOLOGY
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Dawn of a new day for Nexans Aurora
Collaborative evolution of the bridge workspace
REGULARS
01 Editor’s Note 04 News in Brief 43 People 44 Outfitters 46 Yellow & Finch Pages 48 Next issues & Colophon
WORKBOATS AND TUGS
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Southern Lights sea trials Offshore wind feeder vessel design revealed
Shipping decarbonisation fast-tracked Fuel flexibility is the future of the maritime industry 36 First fuel cell on yacht
ON THE COVER
CLV vessel Nexans Aurora on her sea trial. Photo courtesy of Ulstein.
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NEWS IN BRIEF Concordia Damen launches E-Motion river cruise ship Concordia Damen has completed the build of the hull of the latest addition to the fleet of A-ROSA Flussschiff, one of Europe’s leading operators of river cruises. In the next stage of the vessel’s construction, the hull will be transported by the heavy-lift vessel Yacht Express to Damen Shipyards Gorinchem in the Netherlands, where Concordia Damen will perform the outfitting. Measuring 135m in length and 17.7m across, the four-deck vessel will feature 140 cabins ranging from two person to family units, making her the largest vessel to be operating on the Rhine in terms of passenger numbers. The majority of the cabins will have their own balconies and accommodation with separate living and sleeping areas available. Other family-friendly features include a children’s play lounge and pool as well as a larger pool for all ages on the sun deck. The restaurant will also have a separate children’s eating area. i. concordiadamen.com
Two new ballast water management systems developed by Desmi In order to meet market and customer demand, Desmi has developed two new Ballast Water Management Systems (BWMS) covering bulker solutions and ships sailing in IMO waters only or primarily: CompactClean Bulker and CompactClean OptIMO. These new systems join the Desmi portfolio of BWMS alongside the well-known CompactClean BWMS. With the CompactClean OptIMO BWMS Desmi provides customers with an opportunity to select a BWMS which is carefully optimized to the needs of the vessel and its operation. The CompactClean Bulker is a BWMS optimised for the operation of Bulk Carriers or other vessel types, where discharge of ballast water is performed at increased flowrate. The Bulker solution allows for a tailormade BWMS for customers which will allow one flowrate during ballast, and another and higher flowrate during de-ballast. i. desmioceanguard.com
Jan van der Tempel named European Inventor Award 2021 finalist The European Patent Office (EPO) announces that Dutch Engineer, Entrepreneur, and Inventor Jan van der Tempel has been named as a finalist in the Industry category of the European Inventor Award 2021. He has developed a motion-compensated system for transferring people and cargo between floating vessels and stationary offshore facilities, boosting safety on the high seas. Mr Van der Tempel commercialised his invention by founding a university spin-off which he has grown into a company that now operates motioncompensated offshore access systems and services all over the world. Today his technology is used in over 65 such systems worldwide, and has successfully transferred over six million offshore workers and 17 million kilograms of cargo worldwide to date.
| Read more on shipbuilding-industry.eu
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NEWS IN BRIEF Damen Maaskant reaches milestone in trawler construction Damen Maaskant Shipyards Stellendam has reached a major milestone in its construction of a 38m trawler for Belgium-based Rederij Long Ships. The hull has been launched into the water in Poland and has been transported to Stellendam for further outfitting. Speaking on the occasion of the Z91 Franson, Rederij Long Ships owner Eddie Cattoor thanked the personnel of the Gdansk yard for all their efforts throughout a hard winter. He says, “I expect a lot from Franson. First and foremost to bring in food from the wide seas. Food that will supply a growing world population. She will also play an economically important role, contributing to the Flemish economy and employment in the ports and fish trade and especially in creating a livelihood for our Flemish fishermen.” i. damen.com
Fincantieri will provide eight vessels for Indonesia Fincantieri and the Ministry of Defense of Indonesia have signed a contract for the supply of six FREMM class frigates, the modernization and sale of two Maestrale class frigates, and the related logistical support. The order represents a success for Fincantieri and for the country, which has a fleet of ten FREMM ships. The agreement is of the utmost importance to strengthen the collaboration between two countries in a strategic area of the Pacific. Fincantieri will be prime contractor for the entire program. The construction of the frigates will ensure significant employment benefits for several Italian shipyards of the Group in the next years, and for other companies in the sector, namely Leonardo, as well as numerous small and medium-sized national companies, and will see the collaboration of the local PT-PAL shipyard (Java island).
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i. fincantieri.com
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NEWS IN BRIEF Evac´s Evac ´s marine growth prevention ensures efficiency on Polish Navy tugs A new series of Polish Navy tugs has been installed with Evac´s marine growth prevention systems to ensure engine cooling system efficiency and reduce maintenance costs throughout their operational lives. Evac has supplied marine growth prevention systems (MGPS) to protect Blokland box coolers which have been installed on a series of six tugs for the Polish Navy, built by Remontowa Shipbuilding in Gdansk. The final tug, H-13 Przemko, was undergoing harbour acceptance tests in April following the delivery of the fifth vessel, H-3 Leszko, in February. The tugs have been built as part of the Polish Navy’s B860 programme and are designed for towing ships as well as activities related to technical evacuation, support of rescue operations and the neutralisation of pollution along the Polish coast. As ice-class vessels, they will be able to operate in severe ice conditions in conjunction with icebreakers. i. evac.com
Save the Date Home of Energy Transition WWW.OFFSHORE-ENERGY.BIZ
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NEWS IN BRIEF Piriou deals with French Occitanie Region Piriou has just received official notice from the south France Occitanie Region for the order of a 70m airlift dredger dedicated to the maintenance of harbours in the Gulf of Lion. Designed in collaboration with Toulousan LMG Marin naval architecture agency, this modern and efficient dredger enables a 1,500m3 capacity to transport sediments. It will also be fitted with a sling to collect sand at a depth up to 32m and of a front unloading device used to replenish beaches. The integration of a hydrogen fuel cell will enable to save up to 20% of the vessel’s fuel oil consumption. The contract was awarded after more than a year and a half of international competition and plans to deliver the dredger in Sète; south France; in the third quarter of 2023. i. piriou.com
Two Schottel Rudder Propellers on their way to Turkey Two Schottel Rudder Propellers type SRP 710 have left the German production site in Wismar and are on their way to the Turkish shipyard Med Marine for installation in a new tug. The salvage tug, which has been ordered by Kenya Ports Authority (KPA) will be equipped with main and auxiliary propulsion systems from Schottel. By this, the vessel will achieve an expected bollard pull of more than 120 tonnes. The Robert Allan RAstar 4200 (MED-A42120) design vessel is considered the largest tugboat on the East African Coast of the Indian Ocean. The new vessel will be driven by two Schottel Rudder Propellers type SRP 710 with an input power of 3,700kW, each at an input speed of 1,000rpm. The SRPs feature propellers measuring 3.4m in diameter. The Azimuth thrusters will be powered by diesel engines. Furthermore, one hydraulically-driven Schottel Transverse Thruster type STT 170 (250 kW) will ensure maximum manoeuvrability. i. schottel.de
Construction kicks off on world’s first zero-emission fast ferry On 10 June 2021, partners in the TrAM (Transport – Advanced and Modular) project are excited to announce that construction has commenced on the world’s first fully electric passenger fast ferry at the Fjellstrand shipyard on the west coast of Norway. Equipped to carry around 150 passengers, the catamaran vessel will be 31m long with a nine-metre beam. It will be equipped with two electric motors and a 1.5MWh capacity battery with charging power of more than 2MW. This will be the world’s first fully electric and zero-emission fast ferry classed in accordance with the International Code of Safety for High-Speed Crafts (HSC Code). As the TrAM project’s demonstrator vessel, it will begin a trial passenger service between the city of Stavanger and surrounding communities and islands in spring 2022 to test and validate the project findings. The vessel has been designed for a service speed of 23 knots and has been named Medstraum (which means ‘with electricity’ and ‘co-current‘ in Norwegian). i. fjellstrand.no | Read more on shipbuilding-industry.eu
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NEWS IN BRIEF New Vestdavit subsidiary in the Netherlands Vestdavit has bolstered its presence in the European market with the launch of a new subsidiary in the Netherlands that positions it for business growth in one of the world’s major maritime hubs. The leading Norwegian Davit supplier is now able to provide readily available resources and expertise for new and existing clients from its Vestdavit office located in Maastricht that opened on 1 May and is headed by Managing Director Kai Gjerde. The office will function as a sales and service centre strategically located at the intersection of the Netherlands, Belgium, and Germany to support clients in these and surrounding countries, as well as service hundreds of vessels passing through regional ports like Rotterdam, Amsterdam, and Antwerp. As an Electrical Engineer by profession, Mr Gjerde has a broad commercial and technical background in the maritime industry and served as Vestdavit’s agent through his own service company in the Netherlands before taking on the new role. i. vestdavit.no
Keel Laid for First Russian-built Arc7 LNG Carrier On 15 June, Russian shipbuilder Zvezda Shipbuilding Complex held a keel laying ceremony for a new Arctic liquefied natural gas (LNG) carrier ordered by compatriot shipowner PAO Sovcomflot (SCF Group). The newbuild is the lead vessel in a series of fifteen carriers ordered from Zvezda for servicing the Arctic LNG 2 project. She is the first-ever vessel of such dimensions, cargo capacity and icebreaking capabilities to be constructed at a Russian shipyard. The series’ lead ship will be owned by SCF, while the remaining fourteen will be owned by SMART LNG, a joint venture between PAO Sovcomflot and PAO Novatek. i. sovcomflot.ru
Wärtsilä signs multiple vessel support agreement with Nakilat Wärtsilä has signed support agreements for LNG carriers owned by Qatar-based Nakilat, owner of the world’s largest LNG carrier fleet. The agreements were signed in April this year and are valid for five years. Wärtsilä is the supplier of the LNG reliquefaction systems onboard all of the QFlex vessels covered by the agreements. Under the contract terms, Wärtsilä will provide 24/7 technical remote support for the vessels’ onboard Gas Process Plants. The customer has direct access to Wärtsilä’s dedicated team of LNG technical experts for specialized technical advice and remote troubleshooting, thereby reducing potential equipment downtime, and when possible, avoid time consuming and costly onboard visits by service engineers. Furthermore, following each cargo loading, selected operational data from the running reliquefaction systems is analysed by Wärtsilä’s LNG technical experts to ensure the operability and readiness of the system. i. wartsila.com | Read more on shipbuilding-industry.eu
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Shipping decarbonisation fast-tracked WITH NEW REGULATIONS CONSTANTLY UPDATING AS THE SHIPPING INDUSTRY TRANSITIONS TO A LOW CARBON FUTURE, TUOMAS RISKI, CEO AT NORSEPOWER, HIGHLIGHTS HOW INNOVATIVE WIND PROPULSION SOLUTIONS MAKE A SIGNIFICANT CONTRIBUTION TO DECARBONISING THE INTERNATIONAL SHIPPING INDUSTRY. WORDS BY TUOMAS RISKI, CEO AT NORSEPOWER. ALL PHOTOS COURTESY OF NORSEPOWER.
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here is no doubt that shipowners and operators – as well as cargo owners and shippers – are all recognising the need to adapt and make shipping more environmentally-friendly as the pressure to adhere to existing and forthcoming environmental regulations intensifies. Shipping is heavily relying upon new, innovative ideas and concepts to achieve its decarbonisation goals. Wind as an additional power source to enable a reduction in fuel consumption and emissions is a natural next step for the
The two cylinders (35 x 5) are manufactured by Norsepower and are fitted to the SC Connector Ro-Ro vessel, which sails in a liner system in the North Sea; an area with favourable wind conditions, ideal for using rotor sail technology.
maritime transport industry as it seeks to remain cost-efficient and meet environmental regulations. It is one of the most freely available energy sources and 100% carbon neutral, making wind-assisted propulsion extremely viable.
Making compliance work commercially
Under the EEXI regulation, at the first annual survey after entry into force in 2023, ships are required to demonstrate compliance with EEXI standards. When
looking at meeting compliance and exploring technologies like Norsepower’s Rotor Sails, it is important to remember one factor – every tonne of fuel makes over three tonnes of CO2. The installation of a Rotor Sail means achieving fuel, fuel cost, and emissions savings of, for example, 10% would also improve a vessel’s EEXI rating by around 5 - 15%, depending on the actual case of each vessel. This EEXI improvement is a direct consequence of massive decreases in fuel consumption and costs – making investments in wind propulsion technologies sound, even when looked at on a simple financial basis. Not only does a retrofit or newbuild installation of the Rotor Sail support compliance with the new EEXI and CII rules, it also significantly decreases fuel consumption and costs. Investment in such clean technology that reduces fuel consumption also offers an opportunity to future proof vessels against inevitable fuel price increases as new fuels like ammonia and hydrogen enter the market, as well as against forthcoming CO2 emission taxes and/ or emissions trading. For example, a 10% fuel saving from a Rotor Sail can mean the difference between operating profitably or not, as new fuels enter the market and a cost for carbon emissions is implemented.
Tangible savings
The successful installations completed to date have built confidence in the value in utilising Rotor Sails – not only by cutting
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Due to increasing energy prices, including CO2 emissions pricing, Rotor Sails are becoming more and more attractive from a commercial standpoint.
Shipping is heavily relying upon new, innovative ideas and concepts to achieve its decarbonisation goals.
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Tuomas Riski, CEO at Norsepower.
emissions, but also reducing fuel costs. For example, one recent project was the installation of two 35m tall and 5m wide Rotor Sails on a Ro-Ro vessel, SC Connector, with leading logistics provider in the North Sea market Sea-Cargo. This is the first time Rotor Sails have been designed to tilt almost horizontally – a necessity for the SC Connector due to the height restriction on her key routes. The company makes incremental design changes to the design and ensure the right size Rotor Sail is fitted to the vessel, in the right location, and that the right amount is fitted. The savings achieved are currently estimated to be up to 25% on emissions and fuel savings. Additionally, the most recent installation on a 325,000dwt VLOC was installed with five 24m high and 4m diameter Rotor Sails, which can be tilted by using hydraulic cylinders. Norsepower has analysed the routes for the vessel chartered by Vale, and estimates that her technology would be able to achieve an efficiency gain of up to 8% and a consequent reduction of up to 3,400 tons of CO2 per year. The payback depends on the properties of the ship, the vessel’s route, and the wind conditions, so it varies in each case. Due to increasing energy prices, including CO2 emissions pricing, Rotor Sails are becoming more and more attractive from a commercial standpoint.
Future-proofing ship finance Timberwolf’s (ex-Maersk Pelican) installation took place in August 2018, Norsepower Two Rotor Sails (30x5).
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In addition to cost savings, sustainable investing is also becoming a key driver in financing fleets fit for the future. The Global Maritime Forum’s Poseidon Principles and the Sea Cargo Charter, as well as the newly
formed Mission Possible Partnership (MPP), represent a much wider recognition of environmental, social, and governance (ESG) measures at the core of future business from investors and a growing number of customers. Even though almost a third of shipowners say that ESG criteria barely influence their investment decisions, according to a report by Watson Farley Williams, nearly 90% of financiers regard ESG as having some, or even crucial, importance. Consequently, investments are increasingly based on a vessels’ efficiency and emissions performance, as well as age. According to the Poseidon Principles Association, emissions are just as much about operations as they are about ship design. They advocate that existing fleets are better retrofitted than building new ships with old technology, and that operational data can be used to justify lending to an older ship. Norsepower’s Rotor Sail installations have clearly demonstrated that wind propulsion can make a significant difference to the propulsion dynamics of large commercial vessels. If you combine this solution with other measures, vessels can be extremely cost-effective and environmentally-friendly, meeting regulations but also providing financial benefits to the shipowner, operator, and cargo owner, with significant fuel reduction costs. This also means when vessels are transitioning to future fuels, which potentially requires more space to provide the same amount of energy, most likely at a far greater cost per tonne equivalent, the Rotor Sails continue to ensure maximum efficiency. Wind-propulsion innovation, particularly when using Rotor Sails, is a solution available to the market that delivers tangible and significant results. The windpropulsion market is only expected to grow as the shipping community recognises its value as a readily available resource to exceed regulatory compliance standards and to benefit shipping on a commercial level, too. It is essential to act now, so ships can be prepared and savings can be quickly realised. i. norsepower.com
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Fuel flexibility is the future of the maritime industry LAST YEAR, ADS VAN STIGT CELEBRATED ITS FIFTIETH ANNIVERSARY. OVER THE YEARS, THE COMPANY HAS GROWN INTO A STRONG SALES AND SERVICE ORGANISATION THAT HAS DEVELOPED FROM REPRESENTATIVE OF FOREIGN MANUFACTURING COMPANIES TO AN INDEPENDENT IMPORTER, distributor, and maintenance expert. ADS van STIGT is a supplier of propulsion systems and electronic control and monitoring systems from pleasure to mega yachts, from fishery to commercial shipping, dredging, offshore, and industry. ALL PHOTOS COURTESY OF ADS VAN STIGT.
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DS van STIGT became the A-specialist for reverse reduction gearboxes, planetary gearboxes, clutch reduction and conventional gearboxes, controllable pitch propellers, flexible couplings, and electronic control and monitoring systems. As complete propulsion packages can be supplied, system responsibility is accepted by the company. In short, ADS van STIGT is the name of a nationally and internationally operating company offering maritime knowledge, an extensive state-of-the-art programme and a large warehouse with thousands of final products and parts, supported by efficiently equipped workshops, and a 24/7 service organisation. Together, they guarantee an optimal care for
each product once it has started its long operating life after it has been put into service.
Sustainability
Recently, the enterprise has seen that the interest in hybrid and electric propulsion is starting to get serious in the market and that all its customers within the shipbuilding industry are focused on sustainability. Not only for the company, but for all suppliers that are part of the powertrain on board of a vessel, it is very important to grow and to be able to deliver according to customer’s demand. This is why ADS van STIGT emphasises on expanding the package that they deliver on board.
Hybrid propulsion optimises the fuel efficiency of vessels that have a flexible power demand such as fishing vessels and tugs. The combination of mechanical power from diesel engines and electrical power from electric motors guarantees the vessels a broad operational capability. The electric power source can consist of what is available today, but it can also be a source currently in development and available in the coming years, and is thus flexible. Some recent innovative projects that ADS van STIGT has collaborated on are: New push boats for Thyssenkrupp Steel Europe Push boats Thyssen I and Thyssen II of Thyssenkrupp Steel Europe needed to be replaced after fifty years of service. The steel company is therefore purchasing two new units. The vessels are built by Barkmeijer Shipyards. Voith supplied two Voith Schneider Propellers that are driven via a Katsa reduction gearbox type L700 and a Geislinger Gesilco shaftline in combination with a Carbotorq coupling with the 780kW electric motor. The new push boats are based on a modified design and the modern propulsion will be a lot more efficient.
Delivery by ADS van STIGT per push boat: • 2x Katsa gear box reduction type L700 – Ratio: 3,19:1 – suitable for 800kW at 1,800rpm • 2x Geislinger Gesilco shaftline + Carbotorq coupling Katsa reduction gearbox type L700
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This type of Masson Marine gearboxes is perfect for a vessel with electric propulsion, partly because of the built-in thrust bearing.
Masson Marine W4400 NC gearboxes for Barkmeijer Shipyards These non-clutchable gearboxes are installed in a pusher boat with electric propulsion. The project entails the delivery of six gearboxes for three vessels. This type of Masson Marine gearboxes is perfect for a vessel with electric propulsion, partly because of the built-in thrust bearing. Due to the selected reduction, a high-speed electric motor with lower torque was selected, which gives the option of a smaller size electric motor.
Delivered by ADS van STIGT per vessel: • 2x Masson Marine non-clutchable reduction gearbox type MM W4400 NC Ratio: 4,448:1 – suitable for 972kW at 1,800rpm
Two patrol vessels for the Port of Antwerp Kooiman Marine Group has obtained a contract from the Port of Antwerp to design and build two aluminium patrol vessels by the end of 2020. In ordering the hybrid
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Masson Marine W4400 nonclutchable gearbox on board.
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Fire protection cover for openings and fixtures
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GREEN SHIP TECHNOLOGY Kooiman Marine Group has obtained a contract from the Port of Antwerp to design and build two aluminium patrol vessels by the end of 2020.
Weight reduction is a key factor in this project. design, results in lower fuel consumption and hence a reduction in CO2 emissions. The diesel particulate filter and integrated exhaust gas treatment system also ensure that fewer harmful substances (SOx/NOx) are released. Weight reduction is a key factor in this project, because the lightweight ZF design and ultra-light Geislinger carbon shafts are taking part in the fuel reduction of the vessels.
ZF marine clutchable reduction gearbox.
enforcement vessels, the Port of Antwerp emphasises the port’s sustainability and safety ambitions. The innovative hybrid vessels were developed by Kooiman Engineering and are built by Scheepswerf Gebr. Kooiman. The vessels have three power modes; full electric on a battery pack, full diesel propulsion, and hybrid propulsion. A unique system that in, combination with the hull
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Delivered by ADS van STIGT per vessel: • 2x ZF marine clutchable reduction gearbox type ZF 3000 V NR– Ratio: 2,520:1 – suitable for 836kW at 2,100rpm. • 2x Geislinger Gesilco shaftline + Carbotorq coupling – Length: 1,200mm – Weight: 21kg (per vessel). i. vanstigt.com
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EUROPORT 2 021
Maritime industry meets again at th 40 Europort edition ROTTERDAM AHOY IS DELIGHTED TO ANNOUNCE THAT EUROPORT WILL RETURN THIS YEAR FOR ITS 40TH EVENT, TAKING PLACE FROM 2 TO 5 NOVEMBER 2021 AT THE NEWLY RENOVATED ROTTERDAM AHOY CONVENTION CENTRE. ALL PHOTOS COURTESY OF EUROPORT.
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enowned as the place to showcase special purpose ships and high-tech solutions, the much-anticipated event will be one of the first live international maritime conference and exhibitions in Europe since the pandemic. With 27,000 professional visitors and 1,100 exhibiting companies, Europort is one of the world’s leading and long-established maritime events. Held between 2 - 5 November 2021 in the world port city of Rotterdam, Europort 2021 will be the international maritime meeting place for innovative technology and complex shipbuilding. The event will focus on four key themes – Digitalisation, Energy Transition, Next Generation, and Ship Finance.
Increase in innovative thinking
Raymond Siliakus, Exhibitions Manager at Rotterdam Ahoy, says, “We are thrilled to be welcoming the international maritime community back to Europort this year. The last 12 months have been very challenging, as we have all had to adapt to a new normal. However, changing circumstances have also led to an increase in innovative thinking, as we have needed to find new ways to work. I believe this puts the industry in a strong position to address the challenges we are facing now. The industry is embarking on a period of transformation and to reflect this, the Europort programme will address key challenges and opportunities such as digitalisation and energy transition. We encourage the whole maritime industry to join the conversation and be part of the transformative maritime dialogue Europort provides.”
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What to expect
Europort 2021 will have a full programme of insightful and thought-provoking discussions and events to be announced. In addition to new attractions such as the Shipcon Shipathon, visitors can expect the return of popular events including the Europort Opening Summit, the Mare Forum Ship Finance Conference, Innovation Stage pitches, masterclasses from C-suite level captains of industry, business matchmaking, awards, and networking. Already, 85% of the exhibition space has been reserved, while a brand-new Rising Stars pavilion will showcase innovative, maritime technology start-ups. Many exhibitors from 28 different countries have already confirmed their participation; including well-known brands and new names.
Renewed and sustainable
Exhibitors and delegates will also benefit from recently completed renovations at the Rotterdam Ahoy Convention Centre, which removes the need for temporary halls. Rotterdam Ahoy now offers a range of state-ofthe-art exhibition and conference facilities and has invested in a range of sustainability measures such as energy-saving geothermal technology, sound-proofing of exhibition halls, wastewater separation systems, service ware made from 100% recycled materials, and locally sourced products to reduce food miles. i. europort.nl
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EUROPORT 2021
Europort will take place from 2 to 5 November 2021 at the newly renovated Rotterdam Ahoy Convention Centre.
Europort 2021 will have a full programme of insightful and thought-provoking discussions and events to be announced.
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WORKBOATS & TUGS
Southern Lights sea trials
The 160m gigantic vessel arrived at the Damen shipyard in Vlissingen in August 2020, where it’s undergoing finalisation.
IT HAS BEEN FIVE YEARS SINCE THE CONTRACT FOR THE AUSTRALIAN ANTARCTIC SUPPLY AND RESEARCH VESSEL (ASRV) NUYINA WAS SIGNED. AND AFTER ALL THOSE YEARS, THE FINISHING TOUCHES ARE FINALLY BEING PERFORMED ON THE VESSEL AT THE DAMEN NAVAL SHIPYARD in Vlissingen. The vessel is almost ready for its Arctic sea trials in July. RSV Nuyina is an icebreaker and a research vessel in one, and according to a proud Damen, the most complex ship that they ever built. ALL PHOTOS COURTESY OF DAMEN.
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he project for a new polar research and icebreaking vessel started in 2013 with a request for proposal, issued by the Australian Antarctic Division. The design, build, operate and maintain contract was given to Serco, who in turn gave Damen Naval the contract for the design and build. The shipyard used a concept design developed by Knud E. Hansen from Denmark, who is part of the Damen Shipyards Group. The contract with Damen was signed in April 2016 and after the design process in Vlissingen, the build commenced at the
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WORKBOATS & TUGS
SPECS Length o.a. Beam moulded Depth to main deck Draught Displacement full load
160.3m 25.6m 19.2m 9.3m 25,500t
Speed max. Range at 12 knots Icebreaking at 3 knots Silent operation Endurance
16+ knots 16,000+ nm 1.65+ m 8 knots 90+ days
Propulsion system Diesel-Direct + PTI (electric hybrid) Propulsion power 26,600kW Propellers 2x CPP Thrusters 3x bow, 3x stern Solid cargo Liquid cargo Cargo cranes Flight deck Hangar Aircraft Landing craft Tenders
Damen Shipyards Galati in Romania. The 160m gigantic vessel arrived at the Damen shipyard in Vlissingen in August 2020, where it’s undergoing finalisation. Delivery to Serco is expected to take place shortly after the final sea trials in July 2021. After that, Serco will sail the ship to Australia with its own crew.
Mission
Nuyina, the name of the vessel, means ‘Southern Lights’ in the language of the Tasmanian Aboriginals. The 160m long ASRV will replace the previous vessel, 94m
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Aurora Australis, launched in 1989, and is designed for resupplying the stations and supporting scientific research in the Antarctic and Southern Ocean for the Australian Antarctic Division. Station resupply concerns the delivery of personnel, cargo, liquids and equipment from the Port of Hobart, Australia. Each station requires a unique means of transportation through water by small boats, through air by helicopters or over the ice by vehicles and the vessel is able to deal with these diverse situations. Scientific research will be focused on global warming
1,200t, 6,500m3 96x TEU containers in hold 1,900m3 diesel oil 200t fresh water 2x 55t offshore knuckle boom 1x 15t knuckle boom 760m2 330 m2 2x medium or 4x light helicopters 2x 35t / 40ft container barges 4x 5t amphibious LARC 3x 10 person fast RHIB
and protection of the (sub) Antarctic ecosystems. It also addresses the protection of wildlife and ecosystem-based fisheries.
Manoeuvring in ice
The main size increase as compared to its predecessor Aurora Australis was achieved by extra length, up to a point that manoeuvring in ice is still feasible. Ice breaking operations must be carried out in sea ice of up to 1.65m thickness at a speed of 3 knots. Where large sea ice sheets have collided, ridges may occur when crushed ice is piled up and frozen. It requires the vessel
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WORKBOATS & TUGS
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WORKBOATS & TUGS
Nuyina, the name of the vessel, means ‘Southern Lights’ in the language of the Tasmanian Aboriginals.
Nuyina is designed for resupplying the stations and supporting scientific research in the Antarctic and Southern Ocean for the Australian Antarctic Division.
to ram on the ridge, followed by repeat actions astern and ahead. If a ridge is too strong, the vessel must manoeuvre itself free by astern and ahead movements whilst turning, so called star manoeuvring. This means helicopter reconnaissance flights are essential for finding a suitable passage elsewhere.
Resistance and seakeeping
Seakeeping and icebreaking hull shapes are basically different. A lot of effort has been spent in finding the best compromise to fit the mission requirement. As water depth is restricted near the stations, the vessel’s draught could not be increased too much. Likewise, the beam should not be too wide to prevent stiff rolling behaviour. The main dimensions of the ASRV and Aurora fit the collected icebreaker characteristics. The ASRV is the longest vessel in this collection, but an L/B ratio of 5.9 is a common value for cargo ships navigating in open water. These proportions are favourable for resistance and seakeeping.
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The bow of an icebreaker is designed for bending and breaking the ice layers ahead, rather than crushing.
Icebreaking hull form design
The bow of an icebreaker is designed for bending and breaking the ice layers ahead rather than crushing. The typical icebreaker bow has a small stem angle from the waterline down to the keel. The verticals in the bow area are designed with similar angles. In the horizontal plane, the waterlines are shaped with gentle curvature until joining the parallel hull. The cross sections in the bow area are also designed with gentle flare angles near the waterline. The ASRV hull design reflects these design guidelines very well.
When moving in ice, the sheet will be forced downward. The bending results in its failure and pieces of broken ice will submerge under the moving bow. The ship’s bottom is designed with a slightly raised floor, which helps the broken and submerged pieces of ice sliding aside rather than travelling the hull length. It avoids additional hull resistance and propeller-ice interaction. i. damen.com
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SHIP REPORT
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SHIP REPORT
SNOW-COVERED MOUNTAIN TOPS, GREEN HILLSIDES, AND A BRIGHT SUN IN A BLUE SKY MAKE A PERFECT FRAME FOR THE LADY IN RED, CLV VESSEL NEXANS AURORA, ON HER SEA TRIAL. A SUNNY MOOD ALSO CHARACTERISES THE ATMOSPHERE ON BOARD THE VESSEL. THE SEA TRIAL COMMENCED WITH THE YARD’S SEA TRIAL ON MONDAY, 3 MAY, AND CONTINUED WITH THE TECHNICAL SEA TRIAL ON 5 MAY OF THIS YEAR. ALL PHOTOS COURTESY OF ULSTEIN.
Tore Haugen and Jørgen Fosse from Bergen Engines got on board that particular Monday. When interviewed after two days of sea trial, they respond, “so far, so good”, and emphasise that most of the engine testing had been done before the trial, so their presence on board is more to be in a state of readiness. If nothing out of the ordinary happens, they can continue to enjoy the sun and scenery. A talk with Terje Vestad and Jørgen Toft from thruster supplier Brunvoll strengthens the initial impression. That Monday was rather hectic, which is quite natural when thrusters are being tested. After checking and establishing that everything is in order, they comment that “things have gone well and according to plan”. Some would argue that the most important function of a ship is the galley. Daniel and Ovar Hatløy are hired as stewards, and they give pretty much the same feedback. “Everything works fine and keeps a high standard. When we ask people on board about the food being served, they reply with a thumbs up.”
Preparation is everything
Nexans’ Technical Manager Knut Flage says, “blackouts are not uncommon on sea trials, but so far we have experienced nothing of the kind on Nexans Aurora.” Mr Flage explains that Ulstein Verft shipyard has done a thorough job from the very start, and the result of this is now experienced. “This is not always the standard way of working. Many shipbuilding projects do not prioritise the testing and run-throughs at the yard, and this often results in more complicated sea trials.” The success of the sea trial so far is also a big thank you to the suppliers. “High quality components, delivery on time, and the overall composition of the work being done has resulted in far fewer errors than usual on sea trials like this”, adds Mr Flage.
Quality
“We are very pleased with the composition of the solution”, says Frode Beyer, Project Manager at Nexans. He continues, “This vessel is sophisticated, yet
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SHIP REPORT
Mrs Anne Lise Aukner, former Managing Director of Nexans Norway, at Nexans Aurora’s naming ceremony.
Even though we have had to manage this project through a worldwide pandemic, we have achieved every milestone. conventional. She is designed for her tasks, but with the use of well-tested components and solutions from quality suppliers. Nexans is in charge of the energy transition by providing connected, sustainable, and decarbonised energy. There is a lot at stake when a vessel like Nexans Aurora undergoes operations for customers, and this vessel is tailormade for taking on the risks involved.” He explains that Nexans is committed to delivering the vessel on the scheduled time and to the agreed quality. “We cannot afford uncertainty. When supplying electric power to regions and countries, Nexans must deliver 100% reliable solutions. Power failure is not an option.”
Overcoming obstacles
“Even though we have had to manage this project through a worldwide pandemic, we have achieved every milestone”, says Mr Beyer. He continues by saying that the way Ulstein has taken all necessary precautions has been very valuable to Nexans. He sums up, “The way Ulstein has dealt with the COVID-19 situation is worldclass, the policy implemented within the organisation has been very rational, and the
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challenge regarding COVID-19 has been taken seriously from day one at Ulstein.”
The vessel will play a vital role in installing Nexans’ cutting-edge HV submarine cables that will bring more energy to the world.
Final work before delivery
The sea trial will end in the beginning of week 19. Hans Karsten Voldsund, Project Manager at Ulstein Verft, shares, “It is a lot to think about, but I have valuable help from the people around me.” He is positive, although there are still many tests that need to be executed and there is still work to be done at the yard before delivery. “We need to complete the outfitting of the vessel, some paint jobs, everything needs to be cleaned up to look good for delivery. We will also run some tests on the A-frame and some of the winches to check the hydraulics and functions on these systems.”
Delivery and naming ceremony The final milestone of the Nexans Aurora construction adventure was reached on
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SHIP REPORT
The sea trial of the CLV vessel Nexans Aurora started on 3 May of this year.
The final milestone of the Nexans Aurora construction was reached on 31 May 2021, when the DP3 Cable Laying Vessel was delivered.
SPECS Aurora PURPOSE The vessel will play a vital role in installing Nexans’ cutting-edge HV submarine cables that will bring more energy to the world, help to connect offshore wind farms to the grid, supporting electrification of offshore petroleum installations, and creating interconnectors between countries. EXTERNAL DESIGN Built by Ulstein Verft Year 2021 Owned by Nexans Aurora Designed by Skipsteknisk, Ålesund Ordered by Nexans Subsea Operations PRINCIPAL DIMENSIONS Length Beam Dead weight Speed (max) Accommodation CAPACITIES Cable capacity Fibre optic basket
149.9m 31m 17,000t 14 knots 90pob
10,000t 450t
31 May 2021, when the DP3 Cable Laying Vessel, the state-of-the-art flagship of the Nexans fleet, was delivered from Ulstein Verft. “I am proud to see the Nexans Aurora delivered on time, despite the parallel handling of the pandemic with all implications, restrictions, and delays in areas such as production, sourcing, travel restrictions, quarantines, and so on. It is an extraordinary achievement that Ulstein has managed to keep COVID-19 off their premises throughout the entire project”, comments Ulstein Group CEO Cathrine Kristiseter Marti. Mr Voldsund emphasises that the good cooperation between parties and the dedication and hard work from everyone involved have been crucial for the success of the project. Nexans Aurora was officially named at Ulstein Verft on 8 June 2021, after which she will leave for her home port of Halden and Nexans’ subsea high voltage cables competence centre. The lady sponsor for the naming ceremony is Mrs Anne Lise Aukner, former Managing Director of Nexans Norway. i. ulstein.com
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DREDGING VESSELS & EQUIPMENT
Spartacus does justice to her name
SPARTACUS IS A CUTTER SUCTION DREDGER (CSD) THAT HAS BEEN UNDER CONSTRUCTION SINCE 2017 TO ENTER IN SERVICE FOR DEME. SHE IS THE LARGEST AND MOST POWERFUL SHIP OF HER TYPE IN THE WORLD. THE VESSEL MEASURES 164M LONG AND HAS A TOTAL POWER OUTPUT OF 44,180KW. SHE IS POWERED BY four Wärtsilä 46DF and two Wärtsilä 20DF engines, which can operate on liquefied natural gas, diesel fuel or heavy fuel oil, and she is the first CSD to be LNG-fuel capable. She can dredge at depths of up to 45m, which is 10m deeper than any previous CSD design. ALL PHOTOS COURTESY OF DEME.
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eme ordered Spartacus in March 2017 from Dutch shipbuilder Royal IHC to a design jointly developed by Deme, Royal IHC, and Vuyk Engineering Rotterdam. Her keel was laid in December at Royal IHC’s shipyard in Krimpen aan den IJssel and she was launched in November 2018. She was expected to enter service by mid-2019, but the pandemic and some unforeseen and unfortunate circumstances significantly
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delayed this. Finally, the time has come for Deme to officially launch Spartacus with an official naming ceremony.
Celebration
Although it was impossible to engage in Deme’s traditional naming festivities and family day given the COVID-19 restrictions, Deme was honoured that Mrs Annik Penders, spouse of Belgian Prime Minister
Alexander De Croo, accepted the role of the new vessel’s godmother. The naming ceremony, organised in May 2021, still managed to capture the spirit of the occasion with all the traditional rituals as Mrs Penders gracefully smashed a bottle of champagne against the hull. Luc Vandenbulcke, CEO of Deme Group, shares, “Spartacus was designed with three main priorities at her core: pushing the
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DREDGING VESSELS & EQUIPMENT
The ceremony still managed to capture the spirit of the occasion with all the traditional rituals.
Belgian Prime Minister Alexander De Croo at the naming ceremony of Spartacus.
The vessel can dredge at depths of up to 45m, which is 10m deeper than any previous CSD design.
boundaries of dredging potential, unprecedented autonomy, and minimising the impact on the environment. We are proud to be a technological and sustainable leader in the industry, and Spartacus embodies this drive and innovative spirit. Deme would like to thank Mrs Penders very much for being the godmother of this exceptional vessel and for joining us in celebrating this milestone.”
maintenance and repair of the cutterheads during operations. This enables the mega cutter suction dredger to achieve unequalled uptime and forms a major advantage when working in remote parts of the world.
Smart innovations
Spartacus will drive new levels of performance in the dredging industry given its unbeatable pumping power and heavyduty cutter ladder, which means that projects that were infeasible before will now be possible. In addition to her impressive power, Spartacus is the first cutter suction dredger in the industry that can be powered by LNG. The vessel also has several additional energy saving features such as a waste heat recovery system. Spartacus incorporates other smart innovations to maximise productivity, including an onboard workshop with a vibration-insulated floor, which makes it possible to carry out
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Commitment to sustainability
Making all operations environmentallyfriendly and becoming climate neutral by 2050 is one of Deme’s most important strategic priorities. In line with this ambition, Deme’s fleet investment strategy is taking a two-pronged approach to making sure they can achieve this goal. Firstly, they are heavily investing in fuel saving technologies and ways to do more with less fuel and secondly, they are investing in the use of future fuels with very low or zero greenhouse gas emissions. All six engines can run on almost all fuels available today, including LNG and biodiesel. Spartacus is designed to use energy as efficiently as possible. The air conditioning can be powered by cold recovery from LNG, while the heat from
the main engine is converted into electrical power through a dedicated steam turbine. i. deme-group.com
SPECS DIMENSIONS Length o.a. Breadth o.a. Moulded depth Draught minimum Draught maximum
164m 34m 10m 6.4m 7m
DREDGING DEPTH Minimum Maximum
6.4m 45m
DIAMETER Discharge pipe
1,200mm
POWER Total installed
44,180kW
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SHIPBOARD A UTOMATION & MARINE ELECTRONICS
Collaborative evolution of the bridge workspace THE DESIGN OF A MODERN SHIP’S BRIDGE OFTEN FACES A SITUATION THAT IS WELL KNOWN WITHIN THE MARITIME INDUSTRY. THIS IS THE challenge of integrating systems from multiple suppliers into one coherent and workable system. Rather than being user-friendly, effective, and safe workspaces, the designs of many bridges are inefficient, difficult to operate, and prone to errors. ALL PHOTOS COURTESY OF BACHMANN.
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iming to address this problem, Bachmann electronic has teamed up with Norwegian design consortium OpenBridge to generate an open-source design framework to standardise bridge system integration. Ronald Epskamp, Maritime Business Unit Manager of Bachmann electronic, shares, “In choosing the best bridge solution for its fleet, an owner may have selected several suppliers, all of which will bring their own interfaces. But you have to consider the crew, since they have to work with all these different packages on a daily basis. Their work can be made a lot easier by having a standardised framework, a bridge working environment with the same look and feel, throughout the fleet and tailor-made to the client’s needs.”
Bachmann electronic has teamed up with Norwegian design consortium OpenBridge.
Goal
This is the primary goal of OpenBridge; to create safe and efficient workspaces with seamless design, integrated technical systems, and within current regulations. While OpenBridge has designed all the elements inside the software, the flexibility and ability to create a configurable system originates from Bachmann. Neels Schueder, Application Engineer at Bachmann, has used Bachmann’s Atvise Scada software to
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Maritime Business Unit Manager of Bachmann electronic, Ronald Epskamp.
Application Engineer at Bachmann electronic, Neels Schueder.
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at c,
SHIPBOARD A UTOMATION & MARINE ELECTRONICS
A standardised framework makes working a lot easier
implement numerous functionalities to the Bachmann OpenBridge template.
vessel, providing the same look and feel throughout the fleet.
Design
Reducing human error
The design of OpenBridge is based on four different levels of screen brightness: night, dusk, day, and bright. This is crucial, as Mr Schueder explains, “If you have ever been in the wheelhouse of a ship at night, then you know how a screen that is too bright can affect your eyes. It has a great effect on what you can see at sea.” On the other hand, reading information off a screen in full sunlight is similarly difficult if the screen is not bright enough. The first thing you notice about a typical OpenBridge screen is the clarity of the information display. This belies the large amount of information that can potentially be shown. “A huge range of elements is defined in OpenBridge, which are implemented in Atvise Builder”, Mr Schueder continues. These elements include maritime components with their data (such as thruster and main engine data, compass details, depth, heading, rudder position, speed, and rate of turn), navigation components (including alarms and maps) and user interface components (such as buttons, sliders, and drop-down menus). Moreover, a ship-owner with multiple vessels will have the same applications and widgets on every
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“An important feature that we have integrated is to give the end-user a chance to define their screens using the application launcher. Crew members working on the bridge can personalise their configuration of applications, fine-tuning the system to their personal preferences. “This called for the subsequent and simultaneous development of secure user management, with every user having their own unique username and password. Bachmann has also added OpenBridge-design functions to its engineering tool Atvise builder, which enables customers to quickly and easily create displays according to the OpenBridge standard. Our clients can do this themselves to create an even more personalised display. And for larger bridge workspaces with multiple screens, we have a global control display capable of controlling all the screens. This is also adaptable for various screen sizes.” With an eye on safety – and reducing the possibility of human error – Mr Schueder has added the diagnosis of the M1-controller hardware. Alarms are detailed to the extent that a user can see exactly what the problem
The first thing you notice about a typical OpenBridge screen is the clarity of the information display.
Crew members working on the bridge can personalise their configuration of applications.
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SHIPBOARD A UTOMATION & MARINE ELECTRONICS
The critical detail behind the cooperation between Bachmann and OpenBridge is that it is based on open-source software, which by definition is free to use.
clients in the future, saving them additional costs within a smooth and fully tested package.” Does Mr Epskamp think the maritime market is ready for open-source technology? He replies, “Let’s find out! But don’t forget that this is just the front end – the client’s identity and knowledge is protected. And the client has the actual domain knowledge of their specific maritime sector, whether it’s dredging or offshore wind installation.”
A driving force for automation An important integrated feature that end-users can define their screens with the application launcher.
is, and where it is occurring. This means that clear and well-defined action can be taken, rather than the trial-and-error approach of ‘hot swapping’ hardware. Furthermore, the display on the OpenBridge screen corresponds exactly to that of, for example, the electrical cabinet containing the M1controller hardware.
Open source, but protected
The critical detail behind the cooperation between Bachmann and OpenBridge is that it
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is based on open-source software, which by definition is free to use. “Indeed, opensource systems are not blocked or locked”, notes Mr Epskamp. The only investment clients would have to make is to purchase Bachmann’s Atvise Scada software and training. “It is our aim that people start using OpenBridge and collaborate with us to develop new components and features that would help them to automatically generate codes or import and export complete data sets. This will be a major advantage for
With regard to automation solutions and collaboration, Bachmann aims to bring together a wide range of partners, customers, product managers, and application support engineers to share individual strengths, ideas, solutions, and technologies. “We learn from shipowners and translate their vision into tangible automation solutions so that each of us can create unique, high-quality, fully-tested solutions, reduce precious development and commissioning time, and become a driving force for automation in the maritime industry.” i. bachmann.info
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WORKBOATS & TUGS
Offshore wind vessel design revealed Ampelmann and C-Job Naval Architects have joined forces to develop a one-of-a-kind offshore wind feeder vessel concept with motion-compensation technology.
AMPELMANN AND C-JOB NAVAL ARCHITECTS HAVE JOINED FORCES TO DEVELOP A ONE-OF-A-KIND OFFSHORE WIND FEEDER VESSEL concept with motion compensation technology, specifically suited for the rigorous demands of operating off the east coast of the United States of America. ALL PHOTOS COURTESY OF C-JOB NAVAL ARCHITECTS.
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he concept design combines the knowledge of Ampelmann, the Dutch offshore access provider, and independent ship design company C-Job Naval Architects. Together, they have created a viable solution in response to the need to support the construction and logistics of offshore wind farms in the United States under the Jones Act.
Innovative ship design
Todd Allen, VP Business Development at C-Job Naval Architects, says, “The United States is ambitious in its plans to grow the installed offshore wind power. The only viable way to realise this goal while complying with the Jones Act is utilising offshore wind feeder vessels. Together with our strategic partner Ampelmann, the experts in motion compensation, we have created an innovative ship design ready to support construction of US wind farms today and into the future.”
Todd Allen, VP Business Development at C-Job Naval Architects
The state-of-the-art offshore wind feeder vessel has an L-shaped superstructure. This enables the transport of all wind turbine components, including the blades, while
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keeping the ship itself relatively compact minimising construction and operational costs. To maximise workability and allow for safe lifting of the components, the feeder vessel features a specially designed motion compensation system by Ampelmann.
Ample potential
Gus DeOliveira, Ampelmann’s Business Development Area Manager for the Americas.
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The system uses Ampelmann’s core technology to stabilise the components of the wind turbine generator (WTG) in six degrees of freedom and is designed for safe lifting operations in sea states up to 2.5m significant wave height. The compensator is positioned close to the vessel’s centre, where it can compensate all vessel motions and allows for continued operations – even
in adverse weather conditions – throughout the year. Gus DeOliveira, Ampelmann’s Business Development Area Manager for the Americas, shares, “We see a lot of potential for the offshore wind market in the US and believe that we can add some unique value based on our decades long experience in the offshore wind market. Our partnership with C-Job is crucial if we are to design and deliver just the right solution for this growing market.”
Maximum efficiency
The wind turbine components are arranged on the ship with a quick connect grip and glide system. Cargo pallets are placed on
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WORKBOATS & TUGS
The motion-compensated wind feeder vessel is designed to provide maximum efficiency and workability during the construction of an offshore wind park.
The motion compensator compensates, even in adverse weather conditions, throughout the year.
The compensator is positioned close to the vessel’s centre, where it can compensate all vessel motions and allows for continued operations.
deck quickly thanks to the quick connect system. Once the feeder vessel is at its destination, the system slides the components into place to connect to the motion compensator. The Ampelmann system then compensates all vessel motions, so the crane operator can lift turbine components in a similar fashion to an onshore lift. The motion-compensated wind feeder vessel is designed to provide maximum efficiency and workability during the construction of an offshore wind park. The conventional way of working is that the installation vessel would transport the components and then do the installation of the turbines. However, this is an inefficient use of the WTIV and in the case of foreign
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vessels not allowed by the Jones Act. With this feeder concept – which is envisioned to be a series – the turbine components are brought to the installation site by the feeder vessel. With two or more vessels per project, this allows the WTIV to focus on the installation of the turbines and ensures operations can continue at all times. i. c-job.com i. ampelmann.nl
SPECS Length overall (approx.) 103.5m Breadth (moulded) 23.8m Depth main deck 9.2m Draught (design) 5.5m Sailing speed 13kn Complement 20 crew + 12 passengers Workability of Ampelmann system up to 2.5 m Hs Additional features DP2
Wind feeder vessel side.
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GREEN SHIP TECHNOLOGY
First fuel cell on a yacht LÜRSSEN IS BUILDING ITS FIRST YACHT WITH FUEL CELL TECHNOLOGY FOR A PIONEERING AND TECHNOLOGY-DRIVEN CLIENT. THE FUEL CELL FLANKS THE CONVENTIONAL GENERATORS AND IS A BIG STEP TO AN EMISSION-FREE LÜRSSEN YACHT. ALL PHOTOS COURTESY OF LÜRSSEN.
T
his innovative technology makes it possible to anchor emission-free for fifteen days or cruise 1,000nm at slow speed. Peter Lürssen, CEO of superyacht builder Lürssen and creator of extraordinary superyachts states, “My grandfather built the world’s first motorboat in 1886. It’s my dream to build the first yacht without a combustion engine.” In the meantime, Lürssen has set up an Innovation Laboratory to simulate and test the integration and operation of a Marine Hybrid Fuel Cell System on board a yacht powered by methanol. Since 2005, Lürssen has been involved in research projects aimed at using fuel cells on ships in order to advance sustainable shipbuilding. “We don’t just want to use the latest technology on our yacht – we want to advance the status quo. And in order to change things, you have to be active. That is why we have teamed up with several top partners”, says Mr Lürssen.
Innovation Laboratory
Since 2009, Lürssen has been partner in national research project Pa-X-ell. Besides Lürssen, partners Besecke, Carnival Maritime, DLR, DNV, EPEA, Freudenberg, and Meyer Werft are involved in the project. The aim is the development and testing of a hybrid energy system with a new generation of PEM fuel cells for yachts and seagoing passenger vessels. Dr Justus Reinke, Managing Director of Lürssen, confirms, “The Innovation Laboratory will be ready in summer 2021 and under real-life ambient conditions, and with all required auxiliary systems we consider this demonstration plant to be the final preparations to successfully bring fuels cells on board a yacht. It will definitely bring us a step closer to a CO2 emission-free Lürssen yacht.” Lürssen’s and Freudenberg’s concept is a fuel cell driven by hydrogen that is continuously reformed from methanol.
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GREEN SHIP TECHNOLOGY
We don’t just want to use the latest technology on our yacht – we want to advance the status quo. Long-term partnership
Lürssen has committed to a strategic partnership with Freudenberg, one of the leading experts for maritime fuel cells and a global technology group with around 48,000 employees in 60 countries. Mr Lürssen elaborates, “With Freudenberg, we have a strong partner on our side. We both aim to bring fuel cells on-board ships in the near future and revolutionise the yacht’s energy and propulsion system.” Claus Moehlenkamp, CEO of Freudenberg Sealing Technologies, shares, “We are pleased to enter into a long-term partnership with Lürssen, a leading, innovative shipyard in the yacht sector. Together, we will set standards for a sustainable, emission-free mobility for yachts.”
Lürssen’s and Freudenberg’s concept is a fuel cell driven by hydrogen which is continuously reformed from methanol. The choice of methanol rather than elemental hydrogen was made due to its higher energy density, simplicity of handling, and easy worldwide availability. But most importantly, methanol can be stored in structural tanks in the double bottom of a yacht in contrast to pressurised or liquefied hydrogen, which requires valuable space above the tank top and extensive tank structures. Dr Manfred Stefener, Head of the Lead Center Fuel Cell Systems of Freudenberg Sealing Technologies, explains, “Based on our vast knowledge
Peter Lürssen talks about yacht propulsion in episode 2 of talk show ‘Lürssen Live!’.
Fuell cell stack.
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GREEN SHIP TECHNOLOGY
Lürssen is setting up an Innovation Laboratory to simulate and test the integration and operation of a Marine Hybrid Fuel Cell System on board a yacht.
in Fuel Cell Systems and Hydrogen generation by reforming methanol in connection with Freudenberg’s proven industrialisation expertise, we are committed to realising innovative power and propulsion solutions for the maritime industry. We are happy to have Lürssen as our partner for bringing the combination of
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the mature polymer electrolyte fuel cells (PEMFC) with an efficient conversion process of methanol into hydrogen onto the first yacht worldwide.”
Climate-neutral methanol
Methanol is an important base material for the chemical industry and has been used as
clean fuel for decades. When produced from renewable sources like by CO2 capturing from the atmosphere, methanol is completely climate-neutral. Mr Lürssen comments, “Due to the low dynamic capability of fuel cells, the system layout and the combination with other energy converters and storages is key for a successful fuel cell power system. The yacht, which is currently under construction, will be able to stay at anchor for more than fifteen days, with the night-time power supply in a zero-emission mode. And the yacht can reach more than 1,000nm slow cruising with zero emission.” Thanks to the modular construction, the methanol fuel cell system can be adjusted to a customised yacht to keep space requirements and costs as low as possible and the total efficiency of the system as high as possible. Fuel cells cause almost no noise or vibrations, need only minor maintenance, and are more efficient than diesel engines. But most importantly, emissions like nitrogen oxides, sulphur oxides, soot, and even CO2 can be avoided when green methanol is used. i. lurssen.com
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Golf 20
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ENVIRONMENT
Regulating grey water – a necessity THE IMO’S MARPOL ANNEX IV IS BEING REVISED TO CONFIRM THE LIFETIME PERFORMANCE OF SEWAGE TREATMENT PLANTS (STPS). THIS MAY FINALLY BRING ABOUT GREY WATER REGULATION – A NECESSITY THAT IS LONG OVERDUE. ALL PHOTOS COURTESY OF WÄRTSILÄ.
A
joint paper on the vital need for regulation of grey water has been created, 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, Sales Director at ACO Marine, Mark Beavis, and Head of Marine Department, Markus Joswig.
Black water and grey water
A ship’s sewage (black water) is collected from toilets, urinals, and hospitals. The
IMO’s MARPOL Annex IV prohibits its discharge, except when treated by an STP or discharged at more than 12nm from the nearest land. A ship’s grey water, collected from showers, wash basins, laundries, and galleys, is not regulated. Grey water has more pollutants (measured as BOD or COD) and hence greater environmental impact than black water (Table 1). But logical attempts to regulate grey water have been to no avail. It has been widely acknowledged that the vast majority of approved STPs are
Table 1.
Cruise
Cargo
Persons on board (POB)
3,300
25
Grey water (m /day)
1,000
2.75
80
0.63
Grey water BOD (kg/day)
600
2.75
Black water BOD (kg/day)
280
2.2
4
3
3
Black water (vacuum) (m3/day)
POB: population equivalent Table 2.
Urban wastewater
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Ship (vacuum)
Ship (gravity)
COD (mg/l)
300-800
800-10,000
200-2,000
BOD (mg/l)
200-400
400-5,000
50-1,000
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ENVIRONMENT Table 3.
MEPC.227(64), >15 persons
EU UWWTD, 2,000-10,000 p.e.
BOD (mg/l)
25 Qi/Qe
25 or 70-90%
COD (mg/l)
125 Qi/Qe
125 or 75%
TSS (mg/l)
35 Qi/Qe
60 or 70%
F. Coli (/100ml)
100
N/A
Table 4.
TN (mg/l)
Future Program Development Manager of Wärtsilä Water Systems, Dr Wei Chen.
TP (mg/l)
Population equivalent
MEPC.227(64) >12 passengers
Baltic Sea Action Plan
300-10,000
20 Qi/Qe or 70%
35 or 30%
<300
20 Qi/Qe or 70%
N/A
2,000-10,000
1 Qi/Qe or 80%
1 or 80%
300-2,000
1 Qi/Qe or 80%
2 or 70%
<300
1 Qi/Qe or 80%
N/A
discharging ‘virtually untreated sewage’, and the regulations need to be made effective. What may not have been recognised is that, for good technical reasons, an effective black water regulation may not be readily achieved without regulating grey water.
Most concentrated sewage versus most stringent standard
For decades, marine regulators have assumed that the sewage of a ship is similar to sewage on land. One cannot be more wrong. A ship’s sewage is far more concentrated, since urban wastewater contains groundwater infiltration, rainwater, and grey water. Onboard vacuum collection systems push the concentrations even higher, making ship sewage the most concentrated across all industries (Table 2). Yet, ship sewage is subject to more stringent Faecal Coliform limits when compared to the discharge standards around the world, including the EU land-based rules (Table 3). This is more so when it comes to the challenging nutrient standards. Under the Baltic Sea Action Plan, local communities of up to 300 population equivalent (p.e.) are not required to remove Total Phosphorus (TP). Conventional biological wastewater treatment plant (WWTP) on land can achieve the Total Nitrogen (TN) target of 35mg/l or 30% without introducing nitrogen removal technologies. As such, local communities of up to 10,000 p.e. are not required to remove Total Nitrogen (TN) (Table 4). This is not because the land-based industries are not ambitious, or that local communities don’t care. It is in fact quite the opposite. They have evidence-based, practicable, and sustainable environmental
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Table 5.
Urban wastewater
Cruise ship black water
TN (mg/l)
30-60
500-1,000
TP (mg/l)
5-10
50-100
regulations enforced by performance monitoring, whereby the goal is to protect environment, using best available technologies without entailing excess costs or adverse environmental impact. In contrast, passenger ships carrying as few as twelve passengers are given nutrient standards that are considered unnecessary, unbeneficial, and unviable by industries on land (Table 4). But are these sewage nutrient standards practicable? A ship’s black water can have nutrient concentrations ten times as high as urban wastewater (Table 5). There are other challenges. Ship operators can never be as familiarised with, or dedicated to, an STP as full-time operators in WWTPs. Ships have far less space and far poorer access, with real
challenges in logistics and services. Plus, ships pitch and roll... No one complained. The IMO’s type approval regime has made tasks so ‘easy’ impossible. Shipowners who won’t trust a Bunker Delivery Note have embraced the certification of environmental technologies. Even those ships not applicable for nutrient removal have joined in, oblivious of the implications. It may not be a surprise that the first historical and courageous withdrawal of a certification under the MARPOL Convention was to an STP type approved for nutrient removal.
Conditioning versus dilution
The assumption of ship’s black water being similar to urban wastewater is evidently wrong. The assumption that ship’s black water can be readily processed to meet
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ENVIRONMENT
Untreated black water can be too concentrated to be legally received by even the public sewer of the port reception facilities.
the most stringent standards is not evidence-based. It is logical and essential to bring concentrations of black water closer to that of urban wastewater by ‘conditioning’. Afterall, most STPs are tested using urban wastewater that already contains grey water. Large STPs tested onboard cruise ships included grey water. Under Alaska’s successful permitting regime for cruise ships, grey water is regulated together with black water. Without conditioning, the treated black water, by meeting only the percentage removal target, can still be too concentrated to be allowed into many territorial waters under the national rules. Untreated black water can be too concentrated to be legally received by even the public sewer of the port reception facilities. Dilution, on the other hand, takes a big step in a wrong direction by using excess amounts of sea water to dilute pollutants, thus cheating the discharge standard.
Aligning the maritime industry
Regulating grey water together with black water makes the existing performance standard more attainable and practicable. Because grey water is often co-mingled with
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Without conditioning, the treated black water, by meeting only the percentage removal target, can still be too concentrated to be allowed into many territorial waters under the national rules. black water during storage and transfer on board, regulating grey water is essential for effective implementation of the proposed sewage record books. There are other reasons too. For years, grey water related non-conformities have been persistent. Sending grey water to an STP’s final stage is a non-conformity wrongly approved and promoted by the classification societies since 2016. A ship’s grey water system is also becoming a dumping ground for regulated wastes such as food waste and
food waste derivatives, violating international marine rules and national biosecurity rules. The interferences of grey water to the Ballast Water Convention also remain outstanding. Regulating grey water can help to address these issues. Regulating grey water can ultimately align the maritime industry to the rest of our society in protecting our coastal waters with integrated and consistent regulations, both on land and at sea. Maritime industry needs evidence-based, practicable, and sustainable environmental regulations. At a time when the MARPOL Annex IV is under revision, we can have the grey water issue raised and addressed in one hit, or we can have a piecemeal approach that drags on over decades. Which one is better for the industry and the marine environment? i. wartsila.com
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PEOPLE René Berkvens
Pablo Brandeman
Christian Ness
Chair
Expedition Leader
Chief Executive Officer
appointment at
appointment at
appointment at
TMC COMPRESSORS
NAUTOR’S SWAN
Leading global supplier of offshore and marine compressors, TMC Compressors, has appointed Christian Ness as the company’s new CEO. Mr Ness succeeds industry veteran Per Kjellin as part of a planned generational change. Mr Ness will join TMC from a position as managing director of TMC’s parent company Nessco, a Norwegian supplier of compressors, vacuum pumps, blowers, and associated services.
Mr Giovanni Pomati, Nautor Group CEO, recently announced the appointment of Michelangelo Casadei as Group Chief Technical & Operations Officer. Mr Casadei, with a degree in Mechanical Engineering, brings a wealth of experience having spent eight years working on product development, project management, cost control, manufacturing and sales in various companies of FIAT Group and having worked thirteen years at Ferretti Group.
SWAN HELLENIC
On 10 June 2021, SEA Europe appointed René Berkvens as the association’s new Chair for a period of two years, starting on 11 June 2021. From 2006 to 2020, Mr Berkvens was the Chief Executive Officer of the Damen Group and overall responsible for its operation. During this period, Damen doubled its turnover and acquired fifteen companies in ship repair, new build and engineering. Mr Berkvens has held many different positions in the Damen Shipyards Group.
On 12 May, Swan Hellenic announced that polar expedition expert Pablo Brandeman has joined its ranks. An all-rounder born in Patagonia, Mr Brandeman has had a strong love of the wild since young, making his way into Expedition Cruising as an Expedition Leader. He has completed over 170 trips with specialist cruise operators all over the Antarctic Peninsula and Southern Ocean, working in a wide range of roles.
Philip Reutener
Rüdiger Pallentin
Carsten Sippel
Hotel Director
Managing Director
Managing Director
appointment at
retirement at
appointment at
SWAN HELLENIC
LLOYD WERFT
LLOYD WERFT
On 20 May, Swan Hellenic announced that internationallyexperienced hospitality and fine dining expert Philipp Reutener has joined the company as Hotel Director of the first of its three new cultural expedition cruise ships, the five-star SH Minerva. Born into hospitality, Mr Reutener’s professional journey has ranged from chef at premium restaurants in Brunnen, Geneva and Lugano, to front of house at the renowned “Le Beaujolais” in Banff, Canada.
Rüdiger Pallentin stepped down as Managing Director of Lloyd Werft on 30 April 2021 to begin a welldeserved retirement. Carsten Sippel, who holds a degree in business administration has succeeded him as the shipyard’s now sole remaining Managing Director. Mr Pallentin started working for Lloyd Werft in October 1979 and was employed in a wide range of sectors for nearly 42 years. To begin with, he spent ten years as a project engineer in costing and became head of that
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Group Chief Technical & Operations Officer
appointment at
SEA EUROPE
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Michelangelo Casadei
department in 1989. Design and ship-accounting were later added to his sphere of responsibility before he was named Managing Director in January 2000 and spokesman for the Management in 2010. During his more than 20 years as Managing Director, Mr Pallentin’s fundamental expertise as a graduate shipbuilding engineer along with his calm and clear style of leadership have skillfully guided Lloyd Werft – sometimes through stormy times.
Jasmin Staiblin
Chairwoman of the Supervisory Board
appointment at
ROLLS-ROYCE POWER SYSTEMS
The Supervisory Board of RollsRoyce Power Systems AG and MTU Friedrichshafen has a new Chairwoman: Jasmin Staiblin was elected to the vacant position at an extraordinary supervisory board meeting on 11 June 2021. She succeeds Axel Arendt, who resigned from the position on 31 May. Mrs Staiblin is one of the leading experts in the field of energy. She was CEO of the Swiss electricity service provider and energy producer Alpiq Holding from 2013 to 2018.
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OUTFITTERS The first removable heliport MX Maritime powered by PolyMX, Dutch specialist on polyurethane solutions, is the first in offering a solution in the trade-off between meeting regulatory requirements for a certified helicopter landing area on the deck of a yacht versus the size and the aesthetic design of the yacht. A helicopter landing area at the deck of a superyacht. It sounds wonderful, but a permanent heliport also takes up a lot of space and damages the teak. Maybe the biggest hurdle with owning an aviation capable superyacht is the trade-off between the aesthetic design features and the standards for meeting the certification requirements. i. polymx.com
Pyroguard Marine
New AlphaPilot MFS-VR by JRC/Alphatron Marine JRC/Alphatron Marine is pleased to announce that they have developed a new autopilot: the AlphaPilot MFS-VR. The AlphaPilot MFS-VR is an adaptive autopilot that uses information of speed or draught, and it is suitable for multiple vessel types, like workboats, fast crew tender vessels, fishing boats, tugs, and more. This is the successor of the successful AlphaSeaPilot MFC and MFA system. The new MFS-VR is a speed adaptive, type approved, and wheel marked autopilot system. The autopilot can be used for vessels up to 30 knots (non-High-Speed Craft) and is also specially type approved for HighSpeed Craft (HSC) compliant with ISO16329 to provide an overall speed application range for vessels up to 70 knots.
Fire safety glass isn’t just for use on dry land. In fact, with major fires on container vessels reportedly one of the biggest hazards for the global shipping industry, ensuring suitable passive fire protection strategies are in place on our ships is clearly vital. Introducing Pyroguard Marine, a range of fire safety glass that can perform to the highest possible requirements, while simultaneously being able to withstand the extreme weather conditions and temperatures found within marine environments. By partnering with globally respected partners and system suppliers in the marine market, Pyroguard has been able to develop a range of robust fire safety glass solutions, specifically developed for the demands of marine and offshore applications, including commercial vessels, container ships, offshore platforms, yachts and luxury leisure cruisers. i. pyroguard.eu
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i. alphatronmarine.com
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OUTFITTERS Marlink releases new ITLink solutions
One system for all Ship Manager needs The shipping business today deals with numerous systems and complex processes when it comes to Fleet Ship Management. Using different systems means using a lot of time and risking several mistakes as you go along. Logimatic created one system to handle all needs at once - Sertica. Sertica is a technical Ship Management Software providing your Ship Manager with an overview of an entire fleet. It secures a stable communication and data management between the main office and the vessels. It revolutionizes the way fleet ship management operates and provides a strong foundation for solid company growth. i. logimatic.com
ITLink, the benchmark for ship IT management has been further enhanced with new capabilities and features in response to evolving customer requirements. Marlink, the leading provider of smart digital solutions, has further expanded its ITLink portfolio, the maritime industry’s most comprehensive IT management solution, with the addition of two new service options. Introduced in response to customer needs for cost-effective, easy-to-use and deploy ship IT management solutions, Marlink has rebranded its remote IT solution KeepUp@Sea to ITLink and further enhanced the suite of solutions with both entry-level and advanced IT solutions. i. marlink.com
Inhibiting Corrosion in Vessels with M-645
Marine environments are extremely aggressive and corrosion protection in these areas requires an especially careful approach. Application of Vapor Phase Corrosion Inhibitors (VPCI) in the hydrostatic testing process is of great importance since the test water can be aggressive to pipeline material. The same goes for seawater ballasting of ships. M-645 is a float coat used to inhibit corrosion in vessels containing saltwater or brine. It floats on the surface of the water, forming a self-healing protective film on adjacent metals. The film displaces water containing chlorides from the surface of the vessel. As the water is raised or lowered, M-645 coats every square inch of the vessel’s interior – including ring stiffeners, girders, piping, and side shells – with a sufficient amount of product to protect against corrosion.
Viking YouSafe immersion suit makes crew transfer easier Viking Life-Saving Equipment has launched a new Walk-to-Work crew transfer suit that overcomes a cumbersome feature of offshore wind turbine maintenance procedures without compromising safety, further strengthening its reputation for innovation in the renewables sector. The one-size immersion suit is packed airtight into a bag that is attached to the user’s lifejacket instead of being worn during the transfer between support vessels and offshore installations. Sealed in a protective bag, the lightweight immersion suit has been developed in cooperation with leading offshore wind and oil & gas operators. With a three-year service life expectancy, the Viking YouSafe Walk to Work immersion suit is also substantially lighter, weighing just 1.37kg, compared to 4.6kg for a typical immersion suit used in this application, while still maintaining its protective qualities. i. viking-life.com
i. cortecvci.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 3 | 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 4 Paint & coating systems Hoisting & lifting equipment Safety & security Heavy lift vessels Copy deadline | 21 July 2021 Advertisement deadline | 11 August 2021 Release date | 9 September 2021
Photo courtesy of Liebherr.
ShipBuilding Industry – Issue 5 EUROPORT 2021 ADIPEC 2021 Focus on the Netherlands Dredging vessels & equipment Big data Copy deadline | 1 September 2021 Advertisement deadline | 22 September 2021 Release date | 26 October 2021 Photo courtesy of Europort. Subjects can be changed without prior notice.
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VISIBILITY is of utmost IMPORTANCE FACTS & FIGURES – – – –
4,000 copies Bonus Distribution at Major Trade Fairs World Wide Circulation Maritime Services Directory offers Quick Reference, Product Information, Purchasing, General Research, Networking and Sales/Marketing
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.
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
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Photo: Brim Explorer
ShipBuilding
YEAR ANNIVERSARY
i n d u s t r y
GREEN SHIP TECHNOLOGY
Innovation happens when experts unite
SBI 2021 | VOLUME 15 | ISSUE 3
hydro brim explorer
SB I VOL. 15 ISSUE 3 | 2021
Greener materials for our oceans
We are proud to be able to help Brim Explorer to create sustainable ships with aluminium from Hydro. Visit hydro.com/marine to learn more.
SHIPBUILDING-INDUSTRY.EU
There is a change happening at sea. The first all-electric ferry was launched in 2015 and now a new form of ocean excursion is paving the way for noise- and pollution-free cruises on board hybrid-electric ships. Brim Explorer sails north of the Arctic Circle along the coast of Norway as an alternative to large cruise ships. The 24-meter catamaran is one of the world’s most flexible electric hybrid-ships. It can be charged at any port and operate on batteries for 10 hours with a cruising speed of 10 knots. In order to achieve speed and endurance, you need a light material. Using aluminum, naval architects can design vessels with high-speed capability, long life, high payloads, and low maintenance costs, as well as a high recycle value.
Sea trials for Nexans Aurora PICTURE PERFECT FRAME FOR THE LADY IN RED
MOST COMPLEX SHIP EVER BUILT ASRV NUYINA ALMOST READY FOR ARCTIC SEA TRIALS
Fuel flexibility is the future HYBRID AND ELECTRIC PROPULSION SYSTEMS
