ShipBuilding Industry, Vol.8 No.6 by Yellow & Finch Publishers

T IN PA S EM ST SY

ShipBuilding &

GS IN AT CO

SBI 2014 | VOLUME 8 | ISSUE 6

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SB I VOL. 8 ISSUE 6 | 2014

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Pierre de Fermat ORANGE MARINE’S NEW CABLE LAYER

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27-11-14 11:36

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Publisher’s

note

Always Looking Forward WELCOME TO THE LAST SHIPBUILDING INDUSTRY OF 2014. WITH TWO SHIP REPORTS FROM NORWEGIAN YARDS, THIS ISSUE REALLY PUTS NORWAY IN THE SPOTLIGHT. WE HAVE COVERED TWO OF THE NEWEST vessels from two of the biggest yards – the African Inspiration from Havyard and Pierre de Fermat from Vard’s Brattvaag yard. The two vessels, a Nigerian subsea IMR vessel and a multi-purpose French cable layer, demonstrate what Norwegian shipbuilding is renowned for: Namely taking a proven design and modifying it to the customer’s specific demands to create a complex offshore vessel. Staying in Norway, we interviewed Lars Gorvell-Dahll, the Maritime Sector Director of the Federation of Norwegian Industries. He illustrates that despite the high costs of operating in the country, Norway’s shipbuilding industry is leaner, more innovative and more competitive than ever. Next year, the IMO’s 0.1 percent sulphur-in-fuel-rule will come into play in Europe. This, along with changes to the US Vessel General Permit in recent years, poses significant challenges to shipbuilders and suppliers alike. Want to learn more about the response to the challenge? Turn to page 37, where we highlight five environmentally friendly lubrication solutions that are fully compliant with the regulations. While talking green, one stand-out project – a world first, in fact – that caught my eye recently was Stena Line’s announcement that it will be retrofitting one of its ferries to run on methanol, reportedly reducing SOX emissions by a significant 99 percent. Of course, we will follow that development and continue to keep you updated. In 2015, Yellow & Finch Publishers, the producer of ShipBuilding Industry, will celebrate its 10-year anniversary. I’d like to take the chance here to thank all our readers and advertisers for helping to make the magazines such a success over the years.

MARCO GEELS | CHIEF COMMERCIAL OFFICER MARCO@YNFPUBLISHERS.COM

Finally, all that remains is for me to wish you all a very happy holiday season. The editorial team has some great stuff lined up for next year and we are all looking forward to giving you the latest news from this ever-evolving industry. Our first trade show outing of the year will be at Europort Istanbul in March – maybe I’ll see you there.

MARCO GEELS

www. s h i p b u i l d i n g - i n d ustr y.eu

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OUR ROMANIAN WORKERS MAKE THE DIFFERENCE. Finding true professionals, who are flexible and employable at extremely short notice. That proves to be the ultimate challenge for the shipbuilding industry today. At DB Work, we perfectly understand what youâ&#x20AC;&#x2122;re dealing with. And with good reason. As a specialized provider of national and international recruiting and staffing services, DB Work has found the answer for companies on the lookout for skilled flexible craftsmen: Romanian workers. After all, within the Den Breejen Group we have learned from many years of experience how sourcing and staffing Romanian professionals perfectly fits all requirements for our own group companies as well as numerous clients worldwide. So if you are looking out for welders, ironworkers, pipefitters, or even naval engineers, it is good to know that DB Work works with highly motivated and qualified workers. True professionals, who know their craft, deliver without compromise and can truly make the difference for you as well.

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Content SBI 167-026 AW 8-6.indd DBW Adv2Shipbuilding.indd 1

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contents SBI

ISSUE 6

NORWAY

10 No Home Advantage – Why Norwegians Won’t Grow Fat 14 African Inspiration – Subsea IMR Vessel 20 Pierre de Fermat – New Cable Layer for Orange Marine

2014

EMISSIONS & ENVIRONMENT

27 SOX D-Day – Emissions Challenges 34 Hummel – Gas-Fuelled Cold Ironing 37 5 Editor’s Picks – Smooth & Sustainable Sailing

28 20

SHIPYARD EQUIPMENT

28 All Geared Up – Indian Repair Yard Investment 58 Seamless Joins – Aluminium Welding Platform from Fronius PAINT SYSTEMS & COATINGS

40 Prime Quality or Quality of Priming – Effective Steel Prep 44 Icy Endeavours – Antarctic Hull Protection 48 DB Work – Made-to-Measure Craftsmanship 52 Quality Testing – The Ins & Outs of Coating Systems 57 RPR Technologies – Induction Disbonding Paint Removal

REPAIR & CONVERSION

30 Cruise Capital – Repair & Refit in Rotterdam On the Cover REGULARS

1 Publisher’s Note 5 News in Brief 60 Outfittters Pages 62 Yellow & Finch Pages 64 Word on the Sea www. s h i p b u i l d i n g - i n d ustr y.eu

13:44

Content SBI 8-6.indd 3

Indian shipping company Global Offshore Services took delivery of its latest member of the fleet last month with the Havyard-built Olympus. The 72.19m vessel, which continues Global Offshore’s tradition of naming its ships after mountains, is the company’s eighth delivery from the Norwegian yard. The delivery signals a busy period for Havyard who have also recently handed over the Polarsyssel to Fafnir Offshore and the African Inspiration to Nigeria-based Marine Platforms Limited. Read more about the African Inspiration on page 14. Photo courtesy of Havyard. S B I 2014 | Vo l u me 8 | I s s u e 6 | 3

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ShipBuilding i n d u s t r y

CHARLES VAN DEN OOSTERKAMP Chief Executive Officer

DENNIS VINKOERT Publisher & Executive Editor

charles@ynfpublishers.com

dennis@ynfpublishers.com

NATHALIE GEELS-VINKOERT Chief Financial Officer

MARCO GEELS Chief Commercial Officer

nathalie@ynfpublishers.com

marco@ynfpublishers.com

EDITORIAL

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JOHN GAULDIE Managing Editor john@ynfpublishers.com

ROB VAN AKKEREN Business Development Manager rob@ynfpublishers.com

BEN LITTLER Editor ben@ynfpublishers.com

TOM SCOTT Editor

HERMAN BARKMEIJER Business Development Manager herman@ynfpublishers.com

tom@ynfpublishers.com

ANOESHKA MAASKANT Junior Editor anoeshka@ynfpublishers.com

VINCENT VINKOERT Business Development Manager vincent@ynfpublishers.com

DESIGN NATHALIE PUTMAN Art Director

ROSANNA STATTERS Commercial Assistant

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Offshore Industry | ShipBuilding Industry | SuperYacht Industry Port Industry | Maritime Services Directory w w w. 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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SBI

NEWS IN BRIEF Happy Time for BigLift Shipping

SBI FEATURE

BigLift Shipping has celebrated the naming of its new heavy lift vessel Happy Star. The ceremony was held at Huisman China’s yard in Xiamen, where the vessel’s two 900t mast cranes were installed. The vessel was built by Ouhua Shipbuilding in China and will be the company’s new flagship. Together with Happy Sky, the Happy S Series is now complete. The vessel has Finnish/Swedish 1A Ice Class notation. During sea trials Happy Star achieved a service speed of 16.6 knots at 7m draught.

DBR breaks into Turkish market DBR has successfully delivered four identical generator sets to Istanbul Shipyard. The generator sets will be installed on four vessels that the yard is constructing, with an eye to delivery in 2015. Istanbul Shipyard will install the four 450kWe units, DBR type DML563RS, as emergency harbour generators sets. “This is a groundbreaking contract for us as this is our first time we have worked with a Turkish yard,” says DBR Sales Manager Henri Hafkamp. “We paid special attention to eliminating vibrations. These are extremely reliable generator sets, perfect for emergency situations.”

M E a ve rit Fe br E u ua n im r o ry ts e Pa m a 3 –

ri r i 5 w s, F t i m , 2 w r e 0 w an 2 15 .e c 0 ur e 15 om M ar ar it im E u ch e. r o 11 fr p – Is o ta r t 14 n , w bu I s t 2 w l, a 0 w n 1 . e Tu b u 5 u r rk l o p ey 2 0 15 or M ar tc i st Cr h an u i 16 bu M se – l.c ia S h 19 m om , w i, i p 2 w U pi 0 w S n g 15 .c A M ru ia is m es M i2 ar hi 01 c p In h p 5 in m 18 g e ev H x – o V 2 en 0 C i ts w hi e t n , 2 .c w M am 0 15 om w in .m h 2 /m ar C 01 ia i t ity 5 Ap m im , i e s Vie ril h o tn SM 2 w am M – .c M I n 4, 2 om um d 0 /v i 1 w ba a 5 ie w i, tn w am . s Ind m ia m -i M nd ay ia B a 21 .c om ri – Im - S h 23 a ip , w bar I m 201 w i, w J ab 5 . b ap a r ar a i is n Ma hi Ju ri p. ti ne co m N 2 e m or – Fa / e ir n O S h 5, sl i p 2 20 0 o 15 w , N p i n 15 w o g w rw 2 .m a 0 es y 15 se .n o/ no rsh ip pi ng

| Read more on shipbuilding-industry.eu

February

March

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April

May

June S B I 2014 | Vo l u me 8 | I s s u e 6 | 5

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SBI

NEWS IN BRIEF First Deliveries in Angolan Ferry Order Incat Crowther has delivered two 30m catamaran passenger ferries – Macôco and Panguila – to Instituto e Portúaro de Angola. The ferries were built by Astilleros Armon in Spain. The vessels carry 136 passengers and are IMO HSC Passenger (A) certified and Angola flagged. The deliveries are the first from a total of five vessels ordered from Astilleros Armon. Macôco and Panguila are powered by two Caterpillar C32 main engines, producing 970kW. The vessels have a service speed of 25 knots.

Moroccan Navy at Damen Shiprepair Brest The Royal Moroccan Navy’s frigate Tarik Ben Ziyad has returned to Damen Shipyards Group for her first dry-docking after 3 years of operations. Damen built the SIGMA Multi-Mission Frigate 10513 at Damen Schelde Naval Shipbuilding in the Netherlands. She is now at Damen Shiprepair Brest in France for a maintenance programme lasting approximately 30 days. Damen, as the vessel’s OEM, are pleased to welcome her back, said André Hollander, General Affairs Officer at Damen Shiprepair. The vessel completed more days at sea than the navy had initially planned for the 3 year period and the Captain of the ship said he was very satisfied with her performance.

Underwater Noise Notation Bureau Veritas has developed a voluntary notation to assist shipbuilders and operators in reducing underwater noise radiating from ships. The standards are grouped as NR614 Underwater Radiated Noise (URN). With the standards Bureau Veritas aims to limit the impact of maritime activity on marine life. The standards will also be used to assess compliance with regulations, particularly the Marine Strategy Framework Directive applicable to European stakeholders.

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GEA WESTFALIA SEPARATOR’S SLUDGEMASTER USES A CENTRIFUGAL SEPARATOR TO REDUCE SLUDGE VOLUMES BY UP TO 95 PERCENT. READ MORE IN OUTFITTERS ON PG 60.

Meyer Werft Hands Over First Quantum Vessel

Vessels for the Future

Meyer Werft delivered the cruise ship Quantum of the Seas to US cruise operator Royal Caribbean Cruises in Bremerhaven, Germany. The yard has constructed the first of the Quantum class to set new standards of environmental friendliness. She features highly efficient systems, optimised hydrodynamics, heat recovery, an effective underwater paint coating, a state-of-the-art gas treatment plant and LED lighting systems. Quantum of the Seas can accommodate 4,180 guests in 2,090 cabins.

The European maritime industry recently launched the European Research Association Vessels for the Future. Pierre C. Sames, Chairman of the Research Association, said the initiative will facilitate maritime research, development and innovation, leading to new vessels with significantly reduced emissions and everhigher safety standards. Vessels for the Future has set itself the goal of entering into a contractual Public Private Partnership with the European Commission.

Sound Start for Dry-Dock

Nico International’s new dry-docking and repair facility in Abu Dhabi Port Company’s Freeport, has completed the first 2 months of operations, carrying out afloat and dry-docking jobs on more than 30 vessels. The dock accommodates vessels up to 2,000t and 80m in length. Wet berth space is available up to 400m. The ship repair unit also operates a large facility in Abu Dhabi’s industrial area with the capability of docking barges up to 130m and managing major conversion projects.

>> | Read more on shipbuilding-industry.eu

www. s h i p b u i l d i n g - i n d ustr y.eu

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VETH_Adv 96x132mm FC.indd 1

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23-01-13 10:39

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SBI

NEWS IN BRIEF LNG Maintenance Contract

Diver Agreement with Otech Marine

Gaztransport & Technigaz (GTT) and Palumbo Malta Shipyard have signed a technical service agreement. GTT is a leader in membrane containment systems in the maritime storage and transportation of LNG. Following the agreement, Palumbo is able to conduct maintenance and repair work to membrane type cargo tanks on LNG carriers. GTT will provide Palumbo personnel with dedicated training along with advisory services for each individual maintenance project.

Zamakona Yards Group’s Repnaval Shipyards has signed an exclusive agreement with Norwegian underwater work experts Otech Marine Services, to provide service support divers in the drydocking of vessels. The agreement, for a duration of 2 years plus renewal options, will provide the yard with specialised divers and a range of modern and advanced equipment. Otech has over 20 years experience in the demanding world of oil rig services. Joseph Calleja General Manager Palumbo Malta Shipyard; Raffaele Palumbo Sales Director Palumbo Group; Philippe Berterottière, GTT chairman and CEO.

Pieter Schelte’s Satellite Solution SpeedCast International has been awarded a satellite service contract by Allseas for the Pieter Schelte – the world’s largest decommissioning vessel. The satellite service provides high-performance broadband connectivity for mission-critical communications between the vessel and land-based operations. SpeedCast designed a customised communications solution to meet the unique requirements for the Pieter Schelte. This included operational and ship management applications, as well as crew communications. SpeedCast’s solution utilises dual maritime VSAT systems, with frequency diversity, including C-band and Ku-band, as well as an L-band backup. The solution provides full system and equipment redundancy for both data and voice services to deliver guaranteed reliability under all operational conditions.

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NEWS IN BRIEF

96x267_v1_Dutch/English

Manual Chain Hoist

Eighth Havyard Vessel for Indian Operator

Yellow CF Model up to 3 t

> The Fast One > Sleek smooth design > Robust

Olympus, the third Havyard 832 vessel, has been christened in Fosnavåg, Norway. Havyard has built the 72.19m vessel for India’s Global Offshore Services. The christening was marked with a traditional Indian ceremony. Olympus is the eighth Havyard vessel that Global Offshore Services has taken delivery of. She will operate the North Sea spot market from Aberdeen, UK.

Step up to Kito quality and safety

Royal IHC Wins Chinese Contract Royal IHC has secured a contract with the Chinese shipyard, Jin Hai Heavy Industrial Group, for the delivery of a dredging installation package for a trailing suction hopper dredger. The package contains major parts of the dredging installation for the 7,000m³ hopper dredger, which will be owned by Shen Zhen Dachan Island Company. The General Manager of IHC Tianjin, Ton de Gruijter, says the size and type of dredging equipment the customer ordered represents current trends for long-distance discharging of up to 4km and dredging with a submerged pump to a depth of 40m on the sea floor. The vessel will be commissioned at the end of 2015.

<< | Read more on shipbuilding-industry.eu

N! MADE IN JAPAand lability Full stock avai rvice se y er liv fast de

Kito advantages > Increased productivity > Aluminium die-cast body > Double housing > Kito NP nickel plated grade 100 load chain

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NORWAY

WHY NORWEGIANS WON’T GROW FAT

No Home

ADVANTAGE DESPITE INFAMOUSLY HIGH COSTS, NORWAY’S SHIPBUILDING INDUSTRY IS LEANER, MORE INNOVATIVE AND MORE COMPETITIVE THAN EVER, SAYS LARS GØRVELL-DAHLL, MARITIME SECTOR DIRECTOR OF NORSK INDUSTRI – THE FEDERATION OF NORWEGIAN INDUSTRIES. THERE ARE FEW YARDS RELYING on the ‘home advantage’ in offshore markets as Norway’s ship owners increasingly shop around. However, he’s concerned about some European countries employing creative means to distort the playing field. And he believes that Norway’s shipbuilding and supply industry must market itself better internationally. INTERVIEW BY TOM SCOTT

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How are Norwegian shipbuilders competing in the global shipbuilding market and how much support do they receive from the national government? “In the old days there were subsidies, also in Norway. Today there are a few Western countries who believe subsidies can help an ailing company in the long run. In Asia, though, we see a trend where the yards are asking their governments for support. I wish that the Norwegian government would also realise the advantage for the nation to regard the shipyard industry as strategic like, for instance the South Korean and Chinese governments do, but we would ask, not for subsidies, but support regarding basic R&D, education, infrastructure and w w w. 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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NORWAY

“

Lars GørvellDahll speaking at last year’s NorShipping.

Biography

so forth. These are matters that companies cannot manage on their own. Current Norwegian political thinking leans more towards neutrality as regards to various industries – ‘Survival of the fittest’. In some regards this is probably smart, but Norway is a tiny country, we cannot be best at everything.” What are the implications of this Darwinian policy? Does this make it challenging to compete in the international marketplace? “We are concerned about what we see from various European countries – some of whom are continuously coming up with creative ideas to support shipyards – coming up with schemes so that, in some way, ship owners get an advantage by ordering from that www. s h i p b u i l d i n g - i n d ustr y.eu

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yard. This is not good for competition – it is very negative. The reality is that subsidies support oldfashioned, non-competitive shipyards. In the short run, it looks like you are saving yards and jobs. The yard grows ‘fat’ and it’s very difficult to get out of this vicious circle, once you are dependent upon the support. In the long run, you lose out as subsidies support yards and equipment producers that actually should not be alive. When yards do not receive subsidies, they stay efficient and innovative. We have around 20 major yards in Norway – yards that have to fight everyday, both against cut-throat international competition and the challenge that Norway has the world’s highest paid workforce.”

Lars Gørvell-Dahll’s current position as Director of the maritime sector of the Norwegian Federation of Industries (Norsk Industri) is just part of a long and diverse career. After an almost 10-year stint in the Royal Norwegian Navy, reaching the rank of Lieutenant Commander, he started off as a manager for an offshore services provider before heading off to Singapore to set up a new shipyard for a Norwegian owner. He has kept links to the shipbuilding industry ever since by heading a number of Norwegian shipyards and equipment suppliers. In 2011, he was appointed to a more representational role by taking on the presidency of the Association for the European Maritime Equipment Industry (EMEC) and since then has continued along this track by chairing SEA Europe, the new association joining the forces of EMEC and CESA, the shipyards in Europe.

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Special straddle transporters for handling, lifting and turning ship blocks Modular self-propelled trolleys Dock-side cranes on rails or rubber tires

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NORWAY

So you suggest that the Norwegian model could be an example for other countries. What evidence can you offer that nonintervention is a driver of efficiency? “There is no easy answer to that question, but if we look back to the days when the governments were supporting the yards, the yards in general were ’lucky’ if they had positive figures. Now, with no support of any sort, the yards have to compete worldwide, and, as I mentioned, in a highcost country. One action has been to increase the amount of outsourcing. This gives flexibility, but also demands even stronger project-management skills. If you look at Kleven, Ulstein, Vard and Havyard, our four largest shipyard groups, they have a very different set up today compared to 12-14 years ago. They are all performing well financially and they are making ever more advanced and high-tech vessels. It is fantastic to see this development. Importing hulls is part of that change. Even though we import them now – there are almost no yards making hulls anymore – we still produce more steel than we did in 2001. This is because the current system drives innovation through competition. One of the main advantages with the Norwegian shipbuilding industry is that we have yards and equipment producers that are willing to try out new inventions and new ways to do the work. Last, but not least, we have ship owners who let their ships be used as a testing ground. For example, if you have a new idea for a DP system, how do you get to try your system without having a ship owner who lets you use one of his vessels? This relationship between the ship owners, the designers, the yards and the equipment producers allows new innovation to enter the market.” Where do the equipment manufacturers fit in? “The manufacturers have developed on the back of the yards and are now selfsustainable. What surprises many is the fact that the Norwegian maritime equipment industry is far larger than our shipbuilding industry. It is also a very diverse sector with lots of players. Some of these are large – Kongsberg, Rolls-Royce Marine, ABB Marine and Frank Mohn probably make up about 40 percent of the turnover, but the bulk are small companies, and many of them do not deliver to Norwegian shipyards. 90 percent

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ShipBuilding Industry will be attending NorShipping again in June 2015 – taking the opportunity to focus on the Norwegian, as well as the broader Scandinavian, shipbuilding market.

of Norwegian maritime equipment is exported.” Presumably though, this atmosphere of increased competition has implications. Does it, for example, affect the amount of cooperation between suppliers? “If you go to a trade show, you will find national pavilions, featuring suppliers from, say, Germany. They seem to be very organised in providing a total German package. You will also find Norwegian national pavilions, but we could certainly cooperate more. We are not good at organising and delivering total packages.”

Looking to the future, how do you see the role of emissions regulations on the shipbuilding industry? “We, the maritime industry in Europe in general, would like to see stricter regulations about emissions and pollution. The EU is leading the way and we support their efforts. For European technology, the stricter rules you have, the more advanced equipment you need and that is definitely to our advantage.”

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NORWAY

THE BEGINNING OF A BEAUTIFUL FRIENDSHIP

African Inspiration

SPECS Builder Havyard Ship Technology Owner Marine Platforms Limited Length o.a. 113m Beam 22m Gross tonnage 9,177t Net tonnage 2,754t Maximum speed 15 knots Deck area 1,200m2 Fuel oil capacity 1,880m3 Fresh water capacity 920m3 Ballast water capacity 5,600m3 Accommodation 120 persons

Photo courtesy of Havyard

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WHAT DOES A GROWING AFRICAN SUBSEA SERVICES PROVIDER LOOK FOR WHEN CONSTRUCTING ITS FIRST EVER NEW BUILD VESSEL? EXPERIENCE WITH COMPLEX PROJECTS, A PROVEN PORTFOLIO, HIGH-TECH DESIGN, GREAT COMMUNICATION AND A SHARED UNDERSTANDING OF THE PROJECT’S DEMANDS ALL HAVE to be on the list. Nigeria-based Marine Platforms Limited (MPL) found all this with Norwegian shipyard Havyard. The recently delivered subsea IMR vessel African Inspiration is the result of the two parties’ fruitful collaboration. ShipBuilding Industry’s Tom Scott reports. www. s h i p b u i l d i n g - i n d ustr y.eu

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NORWAY

– TAOFI K A D EG B I TE , C EO O F M AR I NE P LATFO R MS LI MI TE D

Choosing Havyard is one of the wisest decisions we have ever made.

“

his is a big day for me,” says Taofik Adegbite, founder and CEO of MPL, during the naming ceremony of the vessel, African Inspiration. “When I look at this impressive ship, I know that we have chosen the right shipbuilding partner, and we have proved that we can do great things together. This is just the beginning.” Mr Adegbite’s enthusiasm is understandable – the 113m African Inspiration is his company’s first new build vessel.

Future Visions In her speech as godmother for the African Inspiration, Norwegian Finance Minister Siv Jensen noted Africa as one of the emerging markets in which Norwegian businesses should invest. The Minister also highlighted the cooperation between Havyard and Marine Platforms as a good example of what can be achieved. Until now, MPL has operated one offshore vessel, which it purchased from a Norwegian ship-owning company, and

charters several vessels to carry out its various contracts. Founded in 2001, the company now has an operations base on the south coast of Nigeria and a technical operations office in Aberdeen, Scotland. “MPL has been a pioneer for Nigerian companies that want to offer advanced subsea services to the oil industry in Nigeria,” continues Mr Adegbite. “Havyard has shown that it can handle the challenges presented by a new and emerging market and, like MPL, it has a competitive advantage it can use to exploit the growth that is expected in this market.”

Design Perspectives MPL is a new customer for Havyard in a region where few Havyard vessels have operated until now. With a hull number of 115, the African Inspiration uses Havyard’s 857 design. In fact, it is only the second vessel that the yard has built to this particular design. The first example, the Lewek Inspector, was delivered to Forland Shipping last year and is now in operation for EMAS. “When developing a new design, like the Havyard 857, we need to make sure it will fit the market’s general needs for such a vessel and at the same time be flexible to adapt to the customer’s specific requirements,” notes Arve Helsem Leine, Design Manager of Havyard Design and Engineering. “When we were approached by MPL they saw the Havyard 857 as a very good platform for their ideas and requirements and, during the design process, we were able to develop the specific vessel they had in mind.”

Back Up Plans

Photo courtesy of Havyard

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MPL had some specific demands: with a main deck of 1,200m2 and a mezzanine deck of 225m2, the African Inspiration has a larger deck area than the Lewek Inspector. Other changes to the vessel include an extended moonpool and larger accommodation areas, designed for 120 persons. The vessel is powered by a diesel electric propulsion system, comprehensively supplied by Norwegian Electric Systems (NES). Their scope of delivery included

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Photo courtesy of Norwegian Electric Systems

NORWAY

The group of Nigerian cadets who received hands-on training at Havyard’s facilities.

generators, motors and Quadro drives for main propulsion, and bow and retractable thrusters. Brunvoll delivered the bow tunnel and bow retractable thrusters and Steerprop the main propulsion thruster. Kongsberg provided the DP2 capability: integrated with the vessel’s marine automation and thruster control systems. An integrated DP system yields the advantage of a greater degree of redundancy and, therefore, increased system availability and operational performance. NES also supplied the African Inspiration with its Black Out Safety System (BOSS), which prevents the vessel losing its propulsive power. Achieved by analysis of the electric system, BOSS detects and responds to critical situations in a matter of milliseconds. Further security is provided by Caterpillar’s C9 emergency engine.

Big Lifts MPL offers a range of services to the Nigerian and international offshore oil industry. Its services include well services and deepwater subsea solutions – tasks that require trustworthy equipment. Another modification to Havyard’s original design was a larger offshore crane and an

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African Inspiration’s main generators, type NEGR 560 MA4, with a 2800kVA 690V/60Hz capacity, were supplied by Norwegian Electric Systems.

extra auxiliary crane. Fit for the job at hand will be the two active heave-compensated subsea MacGregor cranes, with capacities of 250t and 20t each. “The offshore market in West Africa is recognised worldwide as an area with very promising future prospects,” comments Frode Grøvan, Sales and Marketing Director for MacGregor Advanced Load Handling. “Our cranes will deliver reliable, proven load-handling Photo courtesy of Havyard technology to MPL.” Two Palfinger 1,856kg cargo handling cranes complete the vessel’s lifting capacity. The navigation bridge features 44 roller screens from Solar Solve – keeping out most of the glare and heat from the harsh African sun.

Building the Future

Hull Protection As one of the themes of this issue of ShipBuilding Industry is ‘Paint Systems & Coatings’, a special word must be said about African Inspiration’s hull treatment. As well as receiving a a Jotun paint job, MPL’s new vessel is also protected by Cathwell’s impressed current cathodic protection (ICCP) and electrolytic antifouling. ICCP provides corrosion protection by passing a DC current through the surrounding seawater to electrical anodes in the hull. This system results in a smoother hull surface and a longer operational lifetime than the alternative of using sacrificial anodes. The electrolytic antifouling system dissolves copper, aluminium or iron-based anodes in the seawater piping system of the ship – typically the cooling system. This anode dissolution prevents settlement of organisms and the development of fouling-causing blockages, reduced flow rates and accelerated corrosion.

The build process also included crew training – a group of Nigerian cadets who will serve their apprenticeships on the African Inspiration spent three weeks at Havyard to prepare for their time on board. For Mr Adegbite, the training programme contributed to positive development in Nigeria: “Training our local cadets was born out of the need to empower the local Nigerians to acquire unique technology

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essential.

3rd - 5th December 2014 New Orleans - LA USA Visit at booth 654

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Photo courtesy of Havyard

competencies in the marine sector of the oil & gas industry.” During their time in Norway, the cadets also visited NES’ premises in Bergen for training purposes covering NES’ scope of supply on board the vessel. “It is very educational to gain insight into the whole process of designing and building a ship,” stated a spokesman for the cadets. “We gain a better understanding of how everything is connected, and also greater assurance that the ship we will be working on will be safe and efficient. Havyard’s programme has been really valuable to us.”

Wise Words After loading up the last stores and equipment, the African Inspiration will make her way to Nigeria. Her first task? Performing long-term IMR contract for one of the biggest subsea deepwater contractors in Nigeria. “Choosing Havyard is one of the wisest decisions we have ever made,” concludes Mr Adegbite. “We have taken delivery of a top quality ship on time and on budget. That is a good basis for future cooperation.” i. www.havyard.com i. www.marineplatforms.com

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Main Suppliers & Contractors Aeron Ventilation system | Alfa Laval Fuel oil separators, Central coolers aux system, Fresh water generators | AM Instrumentering Flow meter fuel oil transfer | Atlas Copco Starting air compressors, Working air compressor, Instrument air dryers | Aukra Maritime Life raft davits | Best Fishing Gear Compactor | Bohamet Windows, Side shuttles | Brunvoll Bow tunnel thrusters, Bow retractable thrusters | Cassens & Plath Magnetic compass | Caterpillar Main engines, Emergency engine | Cathwell Impressed cathodic protection and current anti fouling, EAF | C.C. Jensen AS Filter separator | Chongqing Xinye Marine Anchors | Ecomotive Sewage treatment system | Fire fighting System AS Fire fighting external fires | Frank Mohn Fusa Heeling system | Furuno DGPS, AIS, VDR, Navtex, Weather fax | GEA Bock Provision plant comp units | Gurskøy Gangways | Havyard Power & Systems AS Concept bridge, IAS/ PMS/E0, consoles | ICOM Airbabd VHF, Handheld AIR Band VHF | IMS Watertight sliding doors | Ing. Per Gjerdrum AS Pumps | Jotun Painting | Jotron Handheld vhf radio GMDSS A3 system, Sart, Float-free epirb, Epirb, Antennas | Jamo-Tek AS Fire fighting Novec gas engine- store- and incinerator room | Kongsberg DP system | Libra Plast External doors | Luna Verktyg & Maskin Wheel grinder | Machinery Scandinavia Drilling machine | Macgregor Main offshore crane, Aux offshore crane | Marelli Motori Electronic motor tunnel bow thrusters, Electronic motor retractable thrusters, Main generators | Martime Montering Furniture, Galley- and laundry equipment | Maritime Products AS Helideck, Fire fighting for helideck | Maskinspecialisten Working air tank, Instrument air | Medi 3 Shipmed AS Hospital Medicine | MMC Green Technology AS Ballast water treatment system | Moteurs Leroy Somer Emergency generator | Motorola UHF radio, Handheld UHF radio, Handheld VHF radio | Nilfisk-Advance HP cleaner engine room, HP cleaner diesel | Norwegian Deck Machinery Anchor mooring winch, Tugger winches, Capstans | Norwegian Electric Systems Transformers, Switchboards | Palfinger Cargo handling | Raytheon-Anschütz Chart radar s-band, Chart radar x-band, ECDIS and conning, Autopilot, Gyrocompass | Römer Starting air receivers | RWO GmbH Bilge water separators | Sailor NAVCOM | Servo Chain hoist/trolly in engine room | Servi Motion Controls Windows wipers | Shandong Luanan Machine Tools CO Lathe | Spx Flow Technology Heat recovery units, Central coolers main engines | Skipper Echo sounder, Speedlog | Stahl Heiser Personnel lift | Steerprop ltd Main propulsion thrusters, Electronic motors main propulsion thrusters | Teamtec Incinerator | Telesupply Helibeacon | Tyco Marine Service Fire alarm system | Umoe schat-harding MOB boat, MOB boat davit, Live boats davits | Varmeteknikk Hot water boiler | Viking Life-Saving Life raft, Loose fire and safety equipment | Wilhelmsen Technical Solution AS Nitrogen inert gas system, Fire fighting deep fat cooking, Fire fighting deck foam system, Local fire fighting system with water mist, Fire fighting paint store | Winterpumpen Hilpostein Methanol discharge pumps | Xtronica AS Air tank sounding system | Zöllner Sound signal reception system

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NORWAY

ORANGE MARINE ADDS ENERGY CABLE LAYING TO PORTFOLIO

Pierre de Fermat WITH A FORWARD-THINKING STRATEGY THAT LOOKS TOWARDS THE GROWING RENEWABLE ENERGY CABLE-LAYING AND MAINTENANCE SECTOR AS WELL AS ITS CORE BUSINESS OF TELECOMMUNICATION CABLES, FRANCE’S ORANGE MARINE HAS EXPANDED ITS FLEET WITH A MULTI-PURPOSE VESSEL BUILT BY Vard. With the capacity to install and repair both energy and telecom cables, the Pierre de Fermat, built to Vard’s 9-01 design, will provide her owners with the operational flexibility they demanded from the Norwegian yard. ShipBuilding Industry’s Tom Scott spoke to Orange Marine CEO Raynald Leconte. WORDS BY TOM SCOTT

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“

e needed a ship that could repair telecommunication cables as well as install inter array cables for renewable energy projects,” says Mr Leconte. “We also needed to carry different types of cable.” This is because Orange Marine sometimes works on multiple projects. “During cable jointing operations in particular, the ship needs to maintain her position even if the sea is rough – up to sea state 9.” Meeting all these requirements is the 100.1m Vard-built cable-laying vessel, Pierre de Fermat. She will take a prominent role in the company’s strategy in the coming years.

Tender Time

After an extensive tender process involving more than 20 yards around the world, Orange Marine selected Vard as construction partner. Headquartered in Norway and owned by the one the world’s largest shipbuilding groups, Fincantieri, Vard operates ten shipyards around the world including five in Norway, two in Romania, two in Brazil and one in Vietnam. “With Vard, we had the best – the most commitment to our specifications,” highlights Mr Leconte. “And of course the point was that they take a design from an existing offshore special vessel so they really know what they are doing. We came with our technical specifications for a cable vessel and the teams worked very closely.”

SPECS

Photo courtesy of Orange Marine, copyright H. Valderhaug

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Builder Vard Owner Orange Marine Length o.a. 100.1m Beam 21.5m Draught 7.1m Deadweight at maximum draught 4,000t Total cable load capacity 2,300t Maine engines CAT 4x 2,250kW Generators CAT harbour 1x 715kW Maximum sailing speed 15 knots Endurance 45 days A-Frame crane Seaonics 40t@12m Winch 65t tension compensated 4,000m Knuckle boom crane Seaonics 5t@24m Provision crane Seaonics 2t@15m Accommodation 80 persons Classification Bureau Veritas

The Right Design

Because laying energy cables represents a new scope of work, Orange Marine wanted to build up some experience with this capability before finalising the design specifications of their new vessel. They accomplished this by performing an export cable lay project for France’s first wave energy conversion test site – the SEM REV facility located near Croisic in Brittany. “We installed a very short export cable – 12km. From this experience we decided to build the Pierre de Fermat much wider than our other ships,” explains Mr Leconte. “She is 4m wider – giving us more space to manipulate cables because energy cables

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Respect for the environment was a critical factor in the design of the Pierre de Fermat.

have a larger bending radius and therefore require more space to work.” These findings led to the selection of Vard’s 9-series – known as research and coast guard ships, special purpose cable layers and seismic vessels. More specifically, the chosen design was Vard’s 9-01. “The Vard 9-01 is based on an offshore vessel but we made modifications to adapt it into a cable layer,” informs Mr Leconte. “We included cable tanks, two sheaves, two cable manipulation drums, a joining and cable testing room and an A-frame.” Significantly, the Pierre de Fermat is the first telecommunication cable layer to have an ROV hangar. “ROVs are very fragile machines and need good maintenance between dives. It is much better to do this inside.” The ROV hangar will be home to a Hector 7 ROV, designed and manufactured by Francebased Simec Technologie. The Hector 7 can be fitted with a wide range of sonar, profiling, manipulating and navigational tools allowing the Pierre de Fermat to perform all necessary operations ranging from seabed surveys to cutting trenches and burying the cable.

The Danube to the Fjords

Vard commenced primary construction at one of its biggest yards – the 50ha Braila yard in Romania. Following the assembly of the various hull sections, Vard launched the Pierre de Fermat into the River Danube in March this year. The team in Romania continued their work by adding the final superstructure elements such as the bridge, ROV hangar, masts, four Caterpillar main engines and stern cable chute. With the majority of construction completed, the vessel was towed from the banks of the Danube to the fjords of Norway – Vard’s

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Brattvaag yard to be precise – where they continued construction by integrating engine cables and installing the generators. Further tasks included outfitting of the interiors. Norwegian offshore handling company Seaonics provided the Pierre de Fermat with all of her cranes including a 40t@12m A-frame and a 5t@24m knuckle boom crane. Respect for the environment was a critical factor in the design of the Pierre de Fermat: Thanks to the innovative design of the hull, engine and thrusters, the power-to-fuel consumption ratio is optimised. Furthermore, the vessel’s anti-fouling paint does not include a biocide coating.

Crew Comfort

The Pierre de Fermat has accommodation for 80 persons in 70 single and 5 double cabins, each with its own private bathroom. “We have very high standards for crew comfort because excellent working conditions and accommodation are essential to get a good job done,” continues Mr Leconte. “Having daylight in each cabin is really a success of the designers.” During his time on board the Pierre de Fermat, Mr Leconte personally noticed the comfort. “My cabin was close to the ROV hangar but I didn’t hear anything from the operations.” The level of comfort and vibration on board is high enough that Bureau Veritas specified the additional class notations of Comf-Noise 2 and Conf-Vib 3 that refer to the amount of noise and vibration. The classification society also granted the 1C ice class notation – meaning that the Pierre de Fermat can operate in conditions with ice floes of 40cm level ice thickness.

To the Hebrides

After delivery in October, the Pierre de Fermat spent one week in the French port

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The Pierre de Fermat is the first telecommunication cable layer to house its ROV in a hangar.

Photo courtesy of Orange Marine, copyright H. Valderhaug

The Pierre de Fermat leaves Vard’s Romanian yard to head to Norway for final outfitting.

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Generally speaking, a claim under a Hull and Machinery insurance is lodged in case of damage to vessels or ﬂoating objects. A claim under a marine new building and guarantee insurance is lodged in case of damage caused during the construction and guarantee period of vessels. For the handling of these types of claims our team of professionals has specialist knowledge in the ﬁeld of shipbuilding, ship conversion projects and marine engineering.

www.arntz.nl

The claims usually concern damage to: • All sorts of sea-going vessels • All sorts of inland vessels • (Mega)yachts • Dredgers/Dredging equipment • Work vessels and crane vessels • Naval, historic and ﬁshing vessels • Offshore equipment • Floating contractors’ equipment • Liability losses, for instance damage caused during launching and/or trial runs

Rotterdam Strevelsweg 700 / App.505 3083 AS Rotterdam Postbus 5824 3008 AV Rotterdam T +31 10 241 60 60 F +31 10 241 60 70 E info@arntz.nl Eindhoven European Business Centre Luchthavenweg 81.104 5657 EA Eindhoven T +31 40 288 58 97 E info.eindhoven@arntz.nl

www.arntz.nl

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NORWAY

Photo courtesy of Orange Marine, copyright H. Valderhaug

of Brest where her new owners presented her to customers, suppliers and partners. Brest will serve as the vessel’s homeport. “She then left for the west coast of Scotland for her first operation working for BT’s Scottish Highland and Islands contract,” says Mr Leconte. She will be working with another of Orange Marine’s cable-laying vessels, the 144.5m Descartes, providing improved connectivity for remote Scottish islands such as Harris, Skye and Uist. “We are taking the opportunity to work with both ships to speed up operations in case the weather deteriorates.”

The Orange Market

The extension of activity into renewable energy is a logical next step for Orange Marine. With its fleet of five cable-laying vessels, the company has already built-up considerable experience of maritime operations and has a highly skilled workforce. Since its establishment, the company has laid 170,000km of cable in

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every ocean on the planet. Its ships carry out an average of 50 operations a year, down to depths of 8,500m. With the Pierre de Fermat enlarging the fleet to six, the company will be able to install and maintain submarine cables linking offshore wind turbines or hydropower platforms to land-based distribution stations. “The Pierre de Fermat is a next generation vessel for Orange Marine,” concludes Mr Leconte. “We are clearly positioning ourselves as a major player for the development of these offshore platforms. This will enable us to diversify our activity in addition to our traditional missions.”

Number Theory Pierre de Fermat was a French lawyer and amateur mathematician who, in 1637, presented what’s known as Fermat’s Last Theorem. Until the theory was finally proved 20 years ago, the Guinness Book of World Records described it as the world’s most difficult mathematical problem.

i. www.marine.orange.com i. www.vard.com

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Maritime. Future in View.

www.bachmann.info

Bachmann Integrated Automation Solutions win because of a proven system availability of more than 99.96 percent. We offer today advanced technologies for your future Marine and Offshore automation challenges above or below deck.

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EMISSIONS & ENVIRONMENT

AS DEADLINE APPROACHES CHALLENGES ABOUND

SOX D-Day

Photo courtesy of Port Pictures.nl

AS 2015 APPROACHES, SHIP OWNERS FOCUS INCREASINGLY ON SOX REDUCTION MEASURES FOR FORTHCOMING EMISSION CONTROL Areas (ECAs). Three options exist – switching to marine gas oil, installing an exhaust cleaning system or LNG retrofit. Whichever owners select, there are cost implications, engineering challenges and monitoring requirements to consider.

essel operators are being forced to improve overall efficiency as a way to offset the increased costs implied by the regulations. Everything from complete engine management systems to the texture of paint on a ship’s hull has a role to play.

Every Little Thing

Most operators will switch to marine gas oil. This does not require the huge outlay associated with installation of new www. s h i p b u i l d i n g - i n d ustr y.eu

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technologies, though it does lead fuel bills to increase up to 50 percent. To help reduce this impact, Thomas Franck of Nanol Technologies says that optimisation of a vessel’s performance can lead to savings between 15 and 20 percent on current operating costs. He says every variable must be taken into account. His company has developed Nanol, a lubricant additive. Completely soluble in oil, Nanol contains copper particles that are dispersed by nacelles, protecting metal surfaces and improving performance considerably.

New Build Challenges

Of course, retroactive solutions form only a part of the picture. There has been less talk within the industry of the impact of the new regulations on new build projects. According to René Diks of Alfa Laval, fitting a scrubber to vessels under construction can be even more challenging than retrofitting. “The purchase order for a new build – unlike that of a retrofit – includes yard-specific demands that must be taken into account. As the scrubber supplier, we must be well prepared to clarify ... any technical

Photo courtesy of Alfa Laval

deviations between our system and the shipyard’s own thinking.”

Demonstrating Compliance

It’s one thing to comply with the regulations and another entirely proving it. Some industry insiders have voiced doubts on the ability of bunker delivery notes to verify compliance. This has resulted in a surge in demand for continuous emission monitoring (CEMS) systems over the past year. UK-based Procal Analytics has doubled both its production capacity and revenue as a result of current demand – clear evidence that the new regulations are on shipowners’ minds. i. www.alfalaval.com i. www.nanoltechnologies.com i. www.procal.com S BI 2014 | Vo l u me 8 | I s s u e 6 | 2 7

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SHIPYARD EQU IPMENT EQUIPMENT

The skyline at Lavgan Shipyard, on India’s west coast, has changed with the arrival of two 200 EC-H 10 FR.tronic tower cranes.

Photo courtesy of Liebherr

FURTHER INVESTMENT IN INDIAN REPAIR YARD

All Geared Up CONSTRUCTED OVER THE LAST 5 YEARS, LAVGAN SHIPYARD, ON INDIA’S WEST COAST, HAS JUST INSTALLED THE LATEST PART OF A USD 200 MILLION INVESTMENT PROGRAMME WITH TWO NEW LIEBHERR TOWER CRANES. THE RIGHT EQUIPMENT AND infrastructure mean that the yard has the capability to handle up to nine repair projects at once. Add the strategic position of the major ports of Mumbai and Goa to the equation and you get a repair yard ready for action.

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arlier this year, international oil & gas service specialist HSOG expanded its development into the Lavgan Shipyard. HSOG will now offer a full range of ship and offshore vessel maintenance and modification services. The newly built yard, representing the culmination of a USD 200 million investment over the last 5 years, is a part of the India-based Chowgule Group – a multi-industrial international conglomerate that is active in sectors such as shipping, shipbuilding, export and mining.

Towering Power

Activity at Lavgan Shipyard is centred around the 10,000t Rolls-Royce syncrolift that can lift vessels up to 140m in length. Once on the dock, a hydraulic ship transfer system moves vessels to one of six 150m dry repair berths.

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SHIPYARD EQUIPMENT

Photo courtesy of Lavgan Shipyard

The 66m SCI Panna, owned by Shipping Corporation of India, in Lavgan Shipyard’s Rolls-Royce syncrolift.

This is where the two new Liebherr EC-H 10 FR tower cranes come into play – they will handle lifting activities for vessels under repair in the dry docks. Each with a load moment of 200mt, the cranes will be used to position heavy replacement components during repair works. The identical cranes were erected with a hook height and radius of 50m each. This translates to a lifting capacity at the tip of the jib of 3,400kg and a maximum load capacity of 10t. The cranes are mounted on rail-going portals, extending to around 120m, and can therefore access the entire length of a vessel under repair. The cranes have an independent power supply in the form of a generator on an integrated platform. With a 7.5kW electric motor at each of the four chassis, the tower cranes can move at speeds of up to 21.1m/min.

Precision Lifting

Photo courtesy of Lavgan Shipyard

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Sometimes millimetre precision is necessary when moving loads in shipyards. Motion control of Lavgan’s two new assets is controlled by adjustable drive units. These are electronically supported by wind force movement control, oscillation damping, Liebherr’s Micromove fine positioning system and AKS anti-collision system. To prevent corrosion from saltwater a special coating protects the cranes’ components and the electronic equipment housing is made of stainless steel. The climatic conditions of the Indian west coast demanded including an air-conditioning system in the control cabin. The two new cranes and the Rolls-Royce

Load Moment A crane’s load moment is measured by multiplying the weight of the load by the distance of the weight from the crane. For example, a 10t weight lifted 5m from the crane gives a load moment of 50mt. This is the same as a 5t weight lifted 10m from the crane. In practice, this means that heavy lifts are carried out as close to the crane as possible because higher load moments can be handled closer to the crane.

syncrolift make up just part of the equipment infrastructure at the yard. Lavgan also has truck-mounted and mobile harbour cranes as well as rail-mounted level luffing cranes that cover activity in the 260m wet berth. Associated workshop facilities, including steel working, engineering, electrical, blasting and painting, adding up to more than 4,500m2, complete the set up. The Chowgule Group plays an important part in India’s industrial might. Gearing up for its 100th anniversary, Group Chairman Vijay Chowgule comments: “The Chowgule Group continues to advance, contributing immensely to the socio-economic development of Goa and India. We are pleased that the construction of the Lavgan Shipyard and our agreements with HSOG facilitate the development of the world offshore maintenance market in the Indian subcontinent.” i. www.lavgan.com i. www.hsog.com

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REPAIR & CONVERSION

Cruise Capital

REPAIR & REFIT IN THE PORT OF ROTTERDAM

CRUISE SHIPS HAVE MADE FOR SOME SPECTACULAR SIGHTS AT PORT OF ROTTERDAM REPAIR AND REFURBISHMENT YARDS RECENTLY. OASIS OF THE SEAS, THE LARGEST CRUISE VESSEL IN THE WORLD, HAS BEEN IN KEPPEL VEROLME, WHERE SHE HAS been given a thorough refurb, inside and out. Shortly afterwards, Damen Shiprepair Rotterdam welcomed MSC Magnifica for an overhaul. Both projects required a focussed logistical approach and a quick turnaround from the yards, in order that the vessels were ready to sail in time for their waiting passengers.

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WORDS BY BEN LITTLER

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REPAIR & CONVERSION

asis of the Seas, at 362 x 65 x 65m an ocean-going giant, didn’t look at all out of place when she sailed into the cityscape skyline of Rotterdam recently. Having discharged her passengers at the city’s cruise port and turning more than a few heads in the process, the vessel sailed on to Keppel Verolme in Rotterdam’s Botlek area where the yard quickly completed an extensive programme of work in less than 14 days.

New Engine

Harold Linssen, Managing Director of Keppel Verolme in Rotterdam.

The most challenging aspect of Keppel Verolme’s scope was the replacement of one of Oasis of the Sea’s six main engines. For this the vessel was docked in the largest of the yard’s three graven dry-docks with a capacity of 500,000dwt and length of 405m. Keppel Verolme placed the vessel on a 3.3m high dock-block arrangement. Harold Linssen, Managing Director of the yard, explains, “This meant that we were able to go under the vessel to remove the last pieces of the old engine and install the new unit. First, we cut a hole in the double bottom, then we lifted the 130t engine on to the ship with a strand jack lifting system.” Whilst Oasis of the Seas was out of the water, Keppel Verolme’s contractor Marine and Offshore Protection and Preservation (MOPP) cleaned the underwater part of the vessel with ultrahigh pressure water washers. The area was then coated with a state-of-theart painting system. Mr Linssen elaborated, “The underwater part of the vessel was painted with a new layer consisting of several paint systems – silicone, glass fibre and regular anti-fouling paint. In this way we improved both the ship’s fuel and operating efficiency.”

Significant Capacity

Whilst Keppel Verolme was carrying out its scope on the vessel’s exterior, owner Royal Caribbean Cruises International (RCCI) was hard at work on the interior. Amongst the alterations carried out by the cruise company’s contractors, were the installation of high-speed Internet, new retail outlets, provisions for a new Broadway show and redeveloped suites. The fact that RCCI was doing this simultaneously with Keppel Verolme’s scope called the yard’s logistics skills into play. Over 200 containers of new furniture and materials were brought on board, whilst 600t of waste material were removed. Mr Linssen says, “RCCI’s interior refurbishment called for the provision of significant crane capacity and other apparatus, such as waste handling infrastructure and equipment to get people safely on and off the vessel. We also provided RCCI with a number of covered storage facilities for the materials they were installing on board.”

Safe & Swift

The yard’s scope of work included several modifications to the vessel’s propulsion units, replacement of two bow thrusters and maintenance work on the other two. They also serviced the two fin stabilisers and inspected the eighteen on board lifeboats. Summing up the project, Mr Linssen says, “Together with our partners, we executed a safe and excellent job in the shortest possible time period. We are proud to see Oasis of the Seas depart our yard and sail the seas again in her full glory. This successful project once again demonstrates Keppel Verolme’s quality execution capabilities. We look forward to more opportunities to partner with cruise ship owners and operators.” i. www.keppelverolme.nl

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REPAIR & CONVERSION

Fair Share

Damen Shiprepair & Conversion has also had its share of cruise repair and refit activity this year. The Astor and Marco Polo have recently been at the company’s Vlissingen yard in the Netherlands and Damen Shiprepair Rotterdam was recently awarded the repair & maintenance contract for the MSC Magnifica. This project involved a rapid turnaround with a scope of work covering extensive steelwork, cleaning, painting, piping replacement and renewal of the 293m long vessel’s entire rudder system.

Natural Choice

Khalil Benjelloul, Cruise Vessel Product Manager at Damen Shiprepair and Conversion, says of the project, “During the drydocking, the 700-strong crew largely stayed on the vessel and needed to carry out their normal activities safely, so it was quite a logistical operation. At the same time, there were up to 300 of our workers and subcontractors dealing with the project.” MSC selected Rotterdam as it offered the capacity needed for such a large vessel and because the MSC Magnifica was due to sail straight from the yard to the Port of Hamburg – easily accessible from Rotterdam. Whilst at Damen’s yard, MSC Magnifica was in dock number eight. The dock has the capacity to hold a vessel longer than 300m.

Damen Shiprepair & Conversion Cruise Vessel Product Manager Khalil Benjelloul.

Round-the-Clock

Damen had pre-inspected the vessel when she was in Amsterdam, so they were well prepared for the project. In order to meet the tight timeframe, Damen worked on MSC Magnifica 24/7. “Every hour was needed to get the vessel ready on time. For the cruise industry, getting the job done on time is crucial. We cannot have thousands of passengers waiting. The project was very successful because there was such great cooperation between Damen, the client and the vessel’s crew. MSC is very happy with Damen’s performance.”

Looking Ahead

Mr Benjelloul explained that Damen Shiprepair Rotterdam is expecting another cruise vessel before the end of the year.

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Damen will carry out a challenging project scope on the Saga Sapphire over a period of 18 days. Amongst the tasks Damen will carry out is re-conditioning of fresh water tanks and renewal of sewage treatment facilities. What makes this such a challenge is that Saga Sapphire’s crew will remain on board during the project scope, meaning Damen has had to consider security arrangements

and come up with solutions to ensure the crew is comfortable during work, despite reduced on board facilties. i. www.damenshiprepair.com

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EMISSIONS & ENVIRONMENT

GAS-FUELLED COLD IRONING

Clean Power STARTING IN 2015, AN LNG-FUELLED BARGE WILL PROVIDE SHORE POWER TO THE AIDA CRUISE FLEET AT THE PORT OF HAMBURG. THE BARGE’S COMBINATION OF GREEN FUEL AND SMART POWER SOLUTIONS WILL REDUCE THE CRUISE SHIPS’ SOX, NOX, CO2 and particle emissions, noted Dirk Lehmann and Henning Kuhlmann, both Managing Directors of Becker Marine Systems, who developed and will be operating the barge through company LNG Hybrid. The vessel is the first classified vessel employing LNG technology under German flag. WORDS BY JOHN GAULDIE

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uring the summer season, the 77m barge – named Hummel – will provide electrical energy from LNG as shore power (also known as cold ironing) for the Aida fleet and other cruise ships during their layovers at port. In winter, during the cruise off-season, the LNG Hybrid barge will provide both electrical energy and heat for the public grid.

Gas Cat

Hummel is equipped with five generators with an overall output of 7.5MW (50/60Hz) powered by Caterpillar’s new Cat 3500 series marine gas engines. In fact, the delivery for Hummel was the first shipment of the new engines from Caterpillar’s Lafayette manufacturing facility in Indiana, USA. The G3516 is a spark-ignited gas engine

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Photo

EMISSIONS & ENVIRONMENT

SPECS Owner LNG Hybrid Builder Sam Shipbuilding & Machinery, Blohm+Voss Length o.a. 76.7m Beam 11.4m Draught 1.7m Total installed power 7.5MW Main engines 5x Cat G3516

Energy chains from igus are underneath this gangway carrying four thick 6-10kV cables with connectors. These are connected to large power supply boxes as soon as the gangway is docked and the chains are connected. The system connecting the barge must also compensate for the constant motion due to waves and tidal fluctuations of up to 3m. Although igus’ specialists say they are used to providing customised solutions, this was a new challenge as they also designed and supplied all the electronics and steel structures.

Green Systems

Imtech Marine installed the full range of electrical and fire extinguishing equipment. In addition, Imtech Marine’s energy efficient ventilation system, with corresponding heat recovery and sea water cooling systems, support the barge’s ‘green’ approach by saving energy through reduced heating and cooling requirements. The heat recovery system uses the engine’s heat radiation to evaporate the liquid and cold LNG to provide gas for the engines.

Changing with the Seasons Photo courtesy of Becker Marine Systems

Photo courtesy of Igus

Energy chains from igus couple the LNG Hybrid barge’s power to shore.

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specially designed to operate in commercial vessel applications and certified by Bureau Veritas. Cat dealer Zeppelin Power Systems led sales efforts on the project and supported packaging and installation of the Cat power solutions. Built at Sam Shipbuilding and Machinery yard in Komárno, Slovakia, Hummel then made a 3-week journey from Slovakia up the Danube, Main and Rhine rivers and the North Sea to the Elbe. Remaining work and testing took place at Blohm+Voss shipyard.

Cable Coupling

The barge’s coupling process takes place at the dock using a complete solution from the switching cabinet to the connectors. As soon as the barge arrives at its berth, a gangway moves out, connecting staff on board with the shore.

Due to its different functionalities for summer and winter operation at different net frequencies (50/60Hz), the Power Management System (PMS) of the Hybrid Barge is very complex and needed a special technological solution – one of the most challenging tasks for Imtech Marine. In summer, the PMS of the barge has to interact with the PMS of the cruise ship. During this process, the complete electrical load of the cruise ship will be transferred to LNG Hybrid’s barge in a specific time frame. To provide for the whole load of a cruise vessel, all five gas engines on the barge have to run in parallel before being connected to the ship. After the load transfer from the ship to the barge, all the engines on the ship will be stopped. During winter operation, a load-dependent start and stop of the barge gas engines is provided. i. www.becker-marine-systems.com i. marine.cat.com i. www.igus.de i. www.imtechmarine.com

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EMISSIONS & ENVIRONMENT

Editor’s Picks

Smooth & Sustainable sailing WITH THE 2013 REVISIONS TO THE VESSEL GENERAL PERMIT, THE US ENVIRONMENTAL PROTECTION AGENCY MADE USING ENVIRONMENTALLY ACCEPTABLE LUBRICANTS a legal requirement in US waters. According to some European lubricant manufacturers, similar regulations are likely to be implemented in Europe. However, the use of bio-oils is not without its challenges – originating mainly from water contamination and hydrolysis. The products supporting sustainable sailing

Bio Oil Cleaner JENSEN’S COMBI UNIT

Biodegradable oils are a plus for the environment but, on the other hand, can cause trouble in a ship’s existing systems. For instance, these lubricants are more likely to absorb water, causing corrosion and increasing wear and tear on ships. Oil filtration systems supplier C.C.Jensen has come up with a solution to prevent problems caused by the use of biodegradable oils. Their new unit is a combination of two products and removes both

unwanted particles and water. An HDU oil filter removes the particles from conventional lubricating oils and a desorber, which is typically used in landbased sites such as paper mills and power plants, removes the water. The plug-and-play nature of the system means it can be retrofitted into existing machinery. What’s more, its compact size allows it to fit into small places. i. www.cjc.dk

are evolving just as fast as the environmental protection regulations, discovers Mathijs Sukel.

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PAINT SYSTEMS & COATINGS

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PAINT SYSTEMS & COATINGS

JUST HOW IMPORTANT IS EFFECTIVE PREPARATION OF STEEL IN SHIPBUILDING?

Prime Quality or

QUALITY OF PRIMING “NINE OUT OF TEN SHIPYARDS BUY STEEL PLATES OR STEEL PARTS IN THE FORM OF A SHIPBUILDING KIT SHOT BLASTED AND PRIMED FROM THE STEEL SUPPLIER,” SAYS DE BOER STAAL MANAGING DIRECTOR DENNIS VAN VLAANDEREN. IN HIS ROLE AS certified NACE Level 2 Coating Inspector he also states that the application of the full coating system in shipbuilding and offshore construction is actually a full integration of supply chain parties. Here, he talks to ShipBuilding Industry’s Tom Scott about the importance of the first steps of steel preparation – shot blasting and priming.

“The steel industry supplies the surface preparation and first layer of paint and a coating application company applies further protective coatings,” says Mr Van Vlaanderen. “The coating is a combination of different chemical paint systems which ‘cooperate’ to endure the rough maritime circumstances and prevent corrosion. Generally the coating consists of three layers - primer, intermediate and topcoat. Therefore, the primer is equally important and should not be overlooked.”

In Practice

The importance of coatings was demonstrated back in 2006 when the IMO’s Maritime Safety Committee adopted a resolution to ensure the condition of corrosion prevention systems in seawater ballast tanks for ships – the IMO Performance Standard for Protective Coatings (PSPC). Existing as a performance standard for protective coatings of dedicated seawater ballast tanks on all new ships and of double-side skin spaces of bulk carriers, the resolution describes construction methods as well as giving explicit instructions on coating application. “As this resolution is meant for ballast tanks in ships it is applicable only to certain parts of the construction,” says Mr Van www. s h i p b u i l d i n g - i n d ustr y.eu

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Vlaanderen. “However, in practice, it is used for all steel in the hull construction, both inside and outside. An important part of the IMO PSPC is that all work executed on a ship’s coatings must be recorded in the socalled Coating Technical File. This file should be kept on board a ship and must contain documents on work methods as well as quality measurements.”

Perfect Conditions

Making a good start is crucial. Therefore, the steel surface should be prepared by shot blasting to remove mill scale, oxidation and other irregularities. “Prior to shot blasting, tests must be carried out to ensure minimum levels of contaminants such as grease or chlorides,” stresses Mr Van Vlaanderen. “These elements need to be removed and it is only with correct and proper execution of these procedures that a coating gains long term stability.” He goes on to say that after the primary surface preparation, the steel and the surrounding conditions in which the primer is applied must be suitable for application. All measurements of the steel, as well as climatic conditions such as humidity and temperature, should be executed and logged. “Application of the primer is usually automated, as this is the only way to ensure

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PAINT SYSTEMS & COATINGS

Measurement of dry film thickness.

the correct thickness of such a thin layer,” he continues. A typical primer for the shipbuilding industry is just 18 microns thick. “Again, measurement and logging the measurements is essential. Of course, all work carried out at De Boer Staal is logged as well.”

Nobility of Steel

Zinc silicate is the most common primer coating in shipbuilding due to its ability to provide cathodic protection during the building phase. “Zinc is less noble than steel which means that it corrodes before the steel does,” explains Mr Van Vlaanderen. “That is why primers have a limited life – there is only a limited amount of zinc available to corrode. Red primed plates with so-called white zinc salts on the surface are a result of the primer performing as it should. These white zinc salts have no effect on the quality of the underlying steel during the building phase. In general, a higher zinc content provides longer anti-corrosion and a lower zinc content generates better conditions for cutting and welding. There is a suitable zinc silicate primer for every purpose.” Complementing the total coating system, the correct primer should be known in advance.

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Don’t Rush the Cure

“The primer is touch-dry very rapidly, enabling quick handling of plates and profiles within minutes,” continues Mr Van Vlaanderen. “However, the steel is not ready for use, as the paint still needs to cure.” Curing is a chemical process involving the evaporation of solvents and the bonding of elements. This process is influenced by moisture and temperature and should not be rushed. Proper curing is essential to the functioning of the primer and is often overlooked, especially in case of rapid deliveries. “Nowadays, the lead time between engineering and building is short – in fact, too short at times – which can have a crucial influence on the curing and the quality of the coating system.”

First Impressions

There are also environmental issues to be taken into account, as the majority of zinc silicates used are solvent based. “These solvents, also known as volatile organic compounds (VOC), evaporate after application. Therefore, their emission into the environment should be limited as much as possible.” Limiting VOC emissions improves the environmental footprint of a vessel. “This is an increasing topic in

An example of mill scale which has to be removed by shot blasting.

procurement for shipbuilding as it is only possible to limit emissions if the painting installation is equipped with reduction systems.” After the correct primer application, further coating layers can be applied by coating companies at the shipyard. By joining forces, the steel industry and the coating industry perform crucial coating services enabling a shipbuilder to supply a high quality ship. For shipbuilders, it is essential that selecting the correct primer is part of the procurement process. “Make sure your steel supplier can advise you correctly. We are happy to help as ‘first impressions’ are made only once,” concludes Mr Van Vlaanderen. i. www.deboerstaal.nl

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PAINT SYSTEMS & COATINGS

Icy

HYDREX ECOSPEED: HULL PROTECTION IN THE MOST EXTREME ENVIRONMENTS ON EARTH

ENDEAVOURS AS IF REGULARLY HAVING TO SAIL IN THICK ICE WAS NOT CHALLENGING ENOUGH FOR BRITISH ANTARCTIC SURVEY (BAS) VESSELS ROYAL RESEARCH SHIP (RRS) ERNEST SHACKLETON AND RRS JAMES CLARK ROSS, THE ICE THEY have to traverse is made additionally abrasive with quantities of volcanic ash. This serious environment requires a serious solution. Previously, the Ernest Shackleton had to be re-coated annually. For the past 5 years, she has sailed with Hydrex’ Ecospeed hull coating system, with some impressive results. Photo courtesy of Hydrex

RS Ernest Shackleton is primarily a logistics vessel, used for the re-supply of Antarctic research stations, which often has to sail in ice 2.5m thick. The success of Ecospeed in protecting the vessel has led the BAS to select the coating for the RRS James Clark Ross earlier this year. The vessel carries on board some of the UK’s most advanced facilities for oceanographic research and she often has to reckon with 1m thick ice.

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PAINT SYSTEMS & COATINGS

When the vessel was dry-docked inspectors were amazed to see the hull coating virtual intact.

Photo courtesy of Hydrex

Dry-Docked in Denmark

In 2009, when the Ernest Shackleton was in dry-dock in Frederikshavn for routine maintenance, prior to her annual voyage to Antarctica, her hull was grit blasted and two coats of Ecospeed were applied to a dry film thickness (DFT) of 1,000 micrometres. Two seasons later, when the vessel was again in dry-dock, inspectors were amazed to see that the hull coating was virtually intact and showed few signs of damage. www. s h i p b u i l d i n g - i n d ustr y.eu

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The condition of the paint was inspected and it was revealed that very little thickness had been lost. Some minor damage had occurred to the coating, but this amounted to chips and scrapes over less than 0.1 percent of the total surface area. This was easily repaired, requiring only minor touch-ups. Stephen Lee, who was, at the time, Senior Marine Engineer for the BAS recalled the reaction to the condition of the Ernest Shackleton’s hull. “The biggest thing was the

Photo courtesy of Hydrex

surprise at seeing the areas where you’d have expected it to have taken a lot of damage… when she first came out of the water and onto blocks it was shock… All of us there commented on the condition of the hull and in particular that there was negligible damage at the bows, merely some scratch marks. None of us there would have predicted this. I then jokingly asked the question, ‘Are you sure you’ve taken this ship to the ice?’”

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A PARTNERSHIP FOR THE FUTURE

Allard Europe is a reliable steel and iron foundry making large castings to customer specifications. All product castings can be machined in-house. The machine shop is equipped with CNC milling and turning machines with a capacity up to 10m diameter. CAD/CAM software (Unigraphics) adds up to the flexibility of the company. In recent years Allard-Europe has experienced a dynamic growth based on the implementation of the highest quality standards, flexibility and reliable delivery times. Continuous investments in new technology, production equipment and people will ensure further growth.

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PAINT SYSTEMS & COATINGS

Are you sure you’ve taken this ship to the ice?

What’s in a Name?

Photo courtesy of Hydrex

Decisions, Decisions

The application of Ecospeed to the Ernest Shackleton was the result of previous drydockings where the hull of the vessel had been found stripped back to bare steel by the ice. Each season, the coating had to be replaced or extensively repaired. This led the BAS to search out an alternative solution. Mr Lee: “We looked at all the alternatives including… [Ecospeed]... There were a lot of comparisons between all of the products… we… required a paint system that would have significant environmental benefits as well as conforming to the Polar Code and latest classification societies regulations. We required a paint system which was costeffective in purchase, application and maintenance. We wanted a simplified paint system that no matter where you went in the world a paint contractor would be able to apply it without having to rent in expensive equipment or shielding to ensure application could continue.”

Reduced Friction

Ecospeed has all of the benefits that Mr Lee describes above, and has received Lloyd’s Register certification. Application is relatively straightforward and cost-effective, as no tenting is required. “Application of some of the more traditional

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icebreaker paint requires a twin feed paint system which means a great deal more care during the application process as well as ensuring all the environmentals are correct which can include tenting up space heaters around the area that is going to be painted,” said Mr Lee. He said that what applies to application is also the same for preparation. The cost aims – as well as the environmental ones – are supported by Ecospeed’s low friction nature. This is especially important when the vessel is required to sail through ice that is coated with snow. Low friction makes it possible for the vessel to move more quickly through the ice, whilst consuming considerably less fuel. What this means, as well as more efficient performance, is reduced CO2, NOX and SOX – an important factor in the pristine environment of the Antarctic.

Bend & Flex

The two vessels of the BAS are named for Antarctic Explorers. Anglo-Irish Ernest Shackleton participated in four Antarctic expeditions, three of which he led. James Clark Ross was a British Naval Officer and explorer who conducted expeditions in both the Arctic and Antarctica.

large aspect ratio embedded glass particles. This provides excellent adhesion qualities that remain flexible long after curing. In fact, the classification that Ecospeed has achieved includes the provision that the coating, if correctly applied to the vessel’s ice belt, will permit a reduction in the ship’s scantlings of up to 1mm in thickness of steel plate, adding a significant reduction in weight to the reduced fuel consumption brought about by improved friction. i. www.hydrex.be

As the vessel is in constant contact with the ice, the hull panels bend and flex. Some solutions us epoxy resin and, whilst this offers a similar level of friction, it becomes brittle and inflexible through indefinite curing and can separate from the hull. Once this occurs, the corrosion process can begin quickly. Ecospeed is the result of Hydrex having combined flexible, durable vinylester with

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PAINT SYSTEMS & COATINGS

Den Breejen is already an established name in maritime coatings for the Dutch shipbuilding industry.

Photo courtesy of Den Breejen

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PAINT SYSTEMS & COATINGS

MADE-TO-MEASURE CRAFTSMANSHIP: WHENEVER & WHEREVER

An Expert Team FINDING THE BEST PERSONNEL CAN BE A COMPANY’S KEY TO SUCCESS. YET SOURCING A PROFESSIONAL, MOTIVATED TEAM IS NOT AN EASY MATTER. DEN BREEJEN, ALREADY AN ESTABLISHED NAME IN MARITIME COATINGS FOR THE DUTCH SHIPBUILDING INDUSTRY, IS MEETING THE CHALLENGE BY LOOKING FURTHER AFIELD. UNDER THE FLAG of DB Work – a recruitment agency of industry professionals – Stefan and Alex den Breejen are sourcing coatings experts from Romania. Furthermore, the brothers are determined to broaden the scope to certified welders, steel construction workers and naval engineers. Their strategy? To offer the capacity, flexibility and process management skills that characterise the company’s coating services to these new activities as well.

“

he word ‘no’ simply doesn’t exist with regard to our customers’ wishes,” says Stefan den Breejen. “When you analyse what brought us into such a predominant position in maritime coatings, that positive, hands-on attitude is the most important aspect,” his brother Alex den Breejen adds. “We see to it that the customer has one contact person for all conservation-related process steps, from pretreatment to coating. Our internal organisation is aimed at optimised flexibility and control of the process as a whole. We are able to deliver that promise, thanks to the numbers of our qualified staff as well as to the amount of self-owned blasting and coating equipment. We have our own maintenance team in place to keep our equipment in perfect operational condition to ensure maximum up time. Everything is aimed at enabling an adequate answer to customer demand.”

Craftsmanship

So if a clients calls now saying he wants twenty-five people from Den Breejen to work for him tomorrow, that would be possible? “Yes, indeed it would,” answers Stefan den Breejen. “Also during the weekend and at night. This flexibility is engraved in our process management, it is also deeply rooted in our people’s mentality – alongside their craftsmanship.” A coat of paint has evolved into the application of a multiple

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component, chemical high-tech ‘coating system’ with up to a fifteen, or even twenty, years’ warranty. Application of a 90 micron layer – 0.09mm – within a ten percent margin is so delicate, that the craftsman has to take the temperature and other climatological conditions into account to be able to work according to specification.

Motivation

The brothers regretfully conclude that it has become impossible to find enough Dutch specialists to perform jobs like these. “This is not a new phenomenon, by the way,” comments Stefan den Breejen. “Some decades ago, it became hard to keep up a core team of properly educated people only through fishing in the national pond, meaning that certain activities could no longer be carried out in the Netherlands – there were simply not enough employees to carry out the work. Also, through lack of interest, the related training courses have disappeared. This inspired us, about fifteen years ago, to start building up a whole sourcing infrastructure with our own internal education in Galaţi, Romania.” We know the Romanian educational system and are now able to source the most talented and motivated people there. After further internal education according to Dutch

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PAINT SYSTEMS & COATINGS

Within the Dutch shipbuilding industry there is also considerable demand for properly qualified steel construction workers and welders, according to DB Work.

qualifications, they can be selected to carry out coating projects in the Netherlands or anywhere else in the world.”

Activity Returns

“After all these years of investing in building up knowledge in Romania, we are now experienced in every aspect of craftsmanship transfer from Romania, up to transport and housing,” Alex den Breejen states. “That is why we set up DB Work this year. We knew that there were opportunities to deploy our process management skills and our sourcing infrastructure to services outside coatings.” Within the Dutch shipbuilding industry there is considerable demand for properly qualified steel construction workers and welders, so DB Work made a flying start. “We are now actively looking for specialisations for which staffing is a serious bottleneck for the Dutch shipbuilding industry, and intend to organise the supply of these specialisations,” continues Stefan den Breejen. We are already scheduling naval architects and other engineers for their first assignments with customers.” In this way, Den Breejen and DB Work enable projects that would otherwise not be feasible through lack of local craftsmanship. “In fact, we are bringing back economic activity to the Netherlands that was gone or dwindling,” Alex den Breejen concludes. “For our customers it can be a huge advantage that this work can now actually be carried out in the Netherlands again, according to Dutch quality standards, laws and regulations.” Payment to Dutch standards makes it attractive for Romanians to come and work here, but this is not the only

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Firm Roots in Dutch Shipbuilding Den Breejen was established by Wim den Breejen in 1952. He carried out house painting as well as ship coating services, activities that are still both carried out today. After sons John and Wim took over, a period of rapid growth began. During the 70s, the group developed from a local player into a regionally and internationally active organisation, building up long-term relationships with the Royal Netherlands Navy and numerous yards in the Dutch river delta. While father John den Breejen is still at the wheel, strengthening the activities of Den Breejen Group, his sons, Alex and Stefan are confirming the national position and are making the leap to the global level through the expansion of DB Work. At present, Den Breejen is an integrated supply chain partner for maritime preparation and conservation. In the shipbuilding industry, the company is rapidly broadening its scope from speciality pretreatment and coating, cleaning, hydro-jetting, (sand)blasting and tanker cleaning to steel construction and welding.

aspect. “Selection for Dutch projects also means recognition of their skills,” explains Stefan den Breejen. “Furthermore, they value the working atmosphere in the Netherlands and the respect they encounter here. There are only upsides for all parties involved: for the craftsmen, for our customers and for us as well.” i. www.dbwork.com

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PAINT SYSTEMS & COATINGS

THE INS & OUTS OF A SHIP’S COATING SYSTEM

Quality Testing FROM THE UNDERWATER SECTIONS OF THE HULL TO THE INSIDE OF THE CARGO TANKS – A SHIP’S COATING SYSTEM PROTECTS AGAINST THE HARSH MARINE ENVIRONMENT AND GENERAL WEAR AND TEAR THAT LEADS TO CORROSION AND OTHER TYPES OF DAMAGE. A RECENT WHITE PAPER WRITTEN BY TÜV RHEINLAND COATING Expert René van der Kaaden provides an overview of the numerous issues involved with a vessel’s paint systems. He describes the significance of proper coatings application and the primary causes of deterioration. As it is vital that coating systems are up to the job he also highlights the importance of accurate testing and analysis.

Underwater Protection

Corrosion in potable water tank.

Excessive fouling of foul release coating.

Failing system in grey water tank.

Poor performance of repairs.

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Fouling by marine organisms and corrosion leads to a considerable increase of surface roughness to a ship’s underwater hull. The resulting speed loss, combined with increased fuel consumption, adversely affects the costs of operations. Greater fuel use translates to greater emissions, the focus of which has become more and more relevant over the last decades. A fouled hull also poses a potential risk of non-indigenous species (NIS) transportation. While reducing friction, underwater cleaning of hulls with biocides also encourages the spread of NIS and is therefore an issue of concern. A hull coating usually combines anticorrosive properties, in the form of cathodic protection, with anti-fouling characteristics based on zinc or copper as the key ingredient, informs Mr Van der Kaaden in the white paper. Apart from fouling by marine organisms, damage to hull coating systems often consists of blistering and flaking followed by corrosion. These defects can put down to factors such as mechanical damage, poor

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application or poor quality of coating materials.

Ballast Coatings

After their introduction in the 1970s following some serious accidents with single hull vessels, ballast water tanks are now considered be to an important structural part of the vessel, states the white paper. As a consequence of the IMO Resolution Performance Standard For Protective Coatings, most systems now are hard lightcoloured epoxy coating systems applied in two coats of 160 microns each. With their low water permeability, these corrosion protection products should be applied very carefully with respect to film continuity, film thickness and edge coverage. Damage to ballast water tank coatings is also commonly seen as blistering and

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corrosion. This is the result of discrepancies in the application process – namely improper cleaning of the substrate before application or poor ventilation during and after coating application causing solvent retention.

Testing Tanks

Mr Van der Kaaden continues by explaining that a coating system used in a cargo tank should not only give adequate corrosion protection but should also be resistant to the cargoes being transported and should not contaminate these cargoes. Therefore, mainly phenolic epoxy and zinc silicate systems are used in these situations. Phenolic epoxy systems show the best chemical resistance, while zinc silicate systems are highly resistant to organic solvents.

The coating process is important – damage can occur to coatings in cargo tanks due to an insufficient curing process, too low or too high thicknesses of the coating system or poor edge coverage. Special attention must be paid to the maximum allowable acidity or alkalinity and temperature of the cargo as well as the influence of water or residues from previous cargoes. Other tanks worth mentioning are drinking water and grey water tanks. These pose specific challenges to a coating system – drinking water tanks must be resistant to chlorine and grey water tanks must be able to resist particularly aggressive galley water.

Deck Facts

Exposed to salt mist and UV radiation, the coating system on a ship’s superstructure

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ADVANCING MARITIME LEADERSHIP

www.europort.nl

info@europort.nl | +31(0)10 293 33 45 TUV Rheinland.indd 54

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PAINT SYSTEMS & COATINGS

Leakage in piping system in sewage tank.

Damages of freshly applied system during outdocking.

Detachment within system due to intercoat adhesion failure.

The coating system used in a cargo tank should not only give adequate corrosion protection but should also be resistant to cargoes being transported. Blistering in system due to poor resistance of coating system.

must provide sufficient anti-corrosive protection and have a lasting gloss and colour retention. The fact that a variety of materials such as stainless steel, galvanised steel and aluminium are used in combination with steel means that careful material selection is essential. The different materials must be coated in the proper way. In situations where coating systems are used on a vessel’s deck (instead of teak or teak alternative), this usually consists of multiple coats. Mechanical properties, such as impact and scratch resistance, are relevant criteria. Frequently anti-slip layer surfaces are needed – embedding hard particles into the final coating layer can provide this characteristic. Clearly, the deck of a chemical tanker needs to be resistant to its cargo – less obvious is that light colours should be used to maintain a lower surface temperature of the cargo tank deckheads.

Accurate Analysis

Coating contractors are frequently facing too tight time schedules to finish their work continues Mr Van der Kaaden. Furthermore, as coatings are manufactured in batches, their composition can vary. Consequently, disputes can often arise between involved parties on achieved quality levels. TÜV Rheinland provides technical assistance and solutions in the field of failure analyses and

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testing of coating systems. With long-term field experience, knowledge of international testing standards and test facilities and laboratories equipped with high tech analytical equipment, the company is in a good position to test coating systems on their suitability and to find the root causes of coating failures. Covering the complete coating chain, TÜV Rheinland performs on-site quality control inspections as well as testing of anti-corrosive systems and tank systems. The company can perform a wide range of tests, from mechanical to weathering and corrosion tests and chemical analyses. This year, TÜV Rheinland invested in equipment for DSC (Differential Scanning Calorimetry) and TGA (ThermoGravimetric Analysis). In cases of coating failures, the company also completes worldwide inspections that can lead to representation in cases of litigation. “If there is a dispute about a coating system, we first start with a visual inspection. We inspect and take samples to test in our sophisticated lab,” says Mr Van der Kaaden. “This can be for damage inspection, determining the quality of a product or to examine the causes of specific effects for legal reasons. We invest continuously in the lab equipment to speed up the tests and help our customers faster.” i. www.tuv.com

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ShipBuilding i n d u s t r y

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PAINT SYSTEMS THE NETHERLANDS & COATINGS

INDUCTION DISBONDING METHOD OF COATINGS REMOVAL

RPR Technologies THERE ARE MORE WAYS TO REMOVE PAINT FROM A SHIP’S INTERNAL AND EXTERNAL STRUCTURES THAN conventional sandblasting or high pressure water jet techniques. RPR Technologies’ patented and proven environmentally friendly process removes coatings quickly and economically.

ypically, coatings are removed by sandblasting or ultra high-pressure water (UHP) jets. The two methods require a lot of time and resources as they both involve the complete isolation of the vessel sections being treated in addition to the removal of sand, sediment and water after the removal process. Moreover, there are various safety measures required such as protection against noise and airborne particles.

Diverse Applications

RPR Technologies has developed a proven coating removal method based on a www. s h i p b u i l d i n g - i n d ustr y.eu

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patented induction technology. The technique removes most coatings – including thick rubber, ebonite, fibreglass, epoxy system and traditional paint – from steel structures with a minimum thickness of 5-6mm. While the technique can also be applied on pipelines, offshore structures and bridges, the typical areas of use in the marine sector are removal of anti-skid, tank linings, thick coatings on ship hulls and passive fire protection layers to mention a few. The removal process is performed using an induction head, which generates heat to the steel surface so that coatings as thick as 20-25 mm come off quickly and efficiently. Depending on the coating type and thickness, removal rates up to 30 - 40m2/hour can be achieved.

equipment. The system does not create any noise problems as the process itself is virtually silent and the main generator can be located up to 100m from the workplace. Contrary to sandblasting or UHP methods, operators do not have concerns about dust levels nor do they have to deal with the disposal and handling of sand or wastewater. There are economic benefits also – the technique lowers energy costs, uses less resources and has shorter lead times. Coating removal can be carried out at sea, even during operations. The method can be performed simultaneously with inspections or other maintenance work taking place in the same area. i. www.rprtech.com

Key Benefits

In terms of QHSE issues, the induction disbonding method offers numerous advantages as removed coatings are easily collected in containers or bags that can be sent for disposal – simultaneously reducing requirements for protective clothing and S BI 2014 | Vo l u me 8 | I s s u e 6 | 5 7

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SHIPYARD EQU IPMENT

SLOB ENTERS ALUMINIUM HULL MARKET WITH FRONIUS’ LATEST WELDING PLATFORM

Seamless Joins DUTCH SHIPBUILDER SLOB, PART OF THE ROYAL DE VRIES GROUP, HAS RECENTLY DECIDED TO REPLACE ALL ITS WELDING POWER SOURCES WITH FRONIUS SYSTEMS. THE YARD HAS BEEN USING FRONIUS EQUIPMENT FOR some time now on their steel hulls and Fronius has released its latest welding-appliance platform, TPS/i, just as Slob make the move into the aluminium yacht hull market. This is perfect timing, says Slob CEO Arjen Dekker, ensuring the company can make the transition with confidence.

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“For me, Fronius is the byword for quality in this field,” says Mr Dekker, explaining how Fronius equipment helps Slob meet its goal of delivering 100 percent customised yacht hulls that exceed Lloyd’s Register requirements. The shipbuilder has been using the Austrian company’s welding equipment since 1999 and says it is so impressed with the quality and reliability that it will do so exclusively in the future.

Testing, Testing

Two years ago, Slob purchased their first TransSteel 5000 welding machines, having previously used the Fronius VR 4000 case. Mr Dekker says that Fronius provided a customer-focussed approach in their development of the highly compact VR 5000 case wirefeeder. They took Slob’s requirements into account and produced a robust piece of kit ideal for use in

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SHIPYARD EQUIPMENT

tough, maritime environments. Slob has recently won a major contract to construct several aluminium-hulled vessels. Fronius has released the TPS/i, with aluminium welding capability, just at the right time. Slob commenced tests with the equipment immediately in order to assess the suitability for its project award. “An experienced welder immediately notices that the welding behaviour is outstandingly good, the very first time he welds with the TPS/i,” notes Slob Head of Quality Control Jan Forman, following the first tests. “The TPS 4000 was already an excellent machine, but with the TPS/i Fronius have managed to beat even that.” The yard immediately performed several Welder Procedure Qualification tests on 6mm sheets with symmetrical X weld-seam preparation, and executed a both-sides-welded filletweld join. “Before we did these welding tests, we cleaned the surfaces in the usual way, because in the past we

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had many problems from the oxide layer, like unstable arcs,” explains Mr Forman. “Later, we tried doing the tests without this weld preparation, to find out what effects a non pretreated surface had when we welded with the new PMC (Pulse Multi Control) process on the TPS/i. The result was absolutely remarkable – we hardly noticed any difference between the weld-seams where we’d first removed the oxide layer and those where we hadn’t.”

Clean Seam

In a period of less than three weeks, Slob carried out aluminium welding tests with TPS/i for many welding positions, including an overhead butt-weld, with all its welders who had previously been certified for steel only. “Our welders were really surprised, as I was myself, at how easily and extremely rapidly you can weld aluminium with the TPS/i,” says Mr Forman. “The new pulsed-arc process PMC makes the arc extremely stable. Even employees who had only ever welded with

electrodes were able to produce exceptionally clean seams. It was amazing to see how effortlessly these colleagues were able to weld aluminium using the TPS/i at their first attempt. This means that aluminium welding is no longer something that only experienced welders can tackle.”

Final Verdict

X-ray inspections confirmed the visual impression, as Jan Forman reports: “The X-ray images show seams that are cleaner and more homogeneous than any that the inspectors said they had come across for years. According to these experts, one could easily gain the impression that the material that had been welded was steel, not aluminium. “The new TPS/i generation of welding appliances is one of the best systems available right now. In fact, there is much to suggest that it’s the best system of all – especially for aluminium,” says Mr Forman in his final verdict. i. www.scheepswerfslob.nl

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SBI OUTFITTERS PAGES Cygnus DIVE Upgraded

Dräger’s Dual-Use Escape Mask Dräger’s new escape hood, the Parat 7500 can be used in the event of both industrial disasters and fire so companies no longer need two separate types of mask. The Parat 7500 provides a minimum of 15 minutes’ protection against hazardous vapours. The filter is automatically activated when the hood is opened. The filters last up to 8 years and the masks themselves, provided the filter is replaced at the appropriate time, last up to 16 years. i. www.draeger.com

Photo courtesy of The SHIPS Project

Cygnus DIVE, a wrist-mountable underwater thickness gauge providing an invaluable free-hand for those performing metal thickness measurements, now has a number of key new features. These include a twin-crystal probe option to assist in taking measurements on uncoated material. A Measurement Stability Indicator shows when a reading in single-echo mode is stable, a super bright AMOLED display and updated reporting software allow measurements and A-Scans to be displayed on the surface. i. www.cygnus-instruments.com

Laser Cutting Edge

Solving Sludge Matters GEA Westfalia Separator has come up with a durable and economical solution: their Sludgemaster reduces sludge volumes by up to 95 percent, while recovering valuable fuel oil from the sludge tanks so it can be reused on board. The sludge is pumped from the sludge tank by an eccentric screw pump and is fed via a heater to the centrifugal separator, abstracting components of water, oil and solids by centrifugal force. The recovered oil and water is discharged under pressure by centripetal pumps. While the concentrated sludge is discharged via the sludge transfer unit, excess water and oil is allowed to overflow back to the sludge tank. i. www.westfalia-separator.com

Gasket Approved Fire-Resistant

SSAB’s new Laser Plus is a new generation steel laser cutting machine. The maximum deviation from flatness after laser cutting is 3mm/m and SSAB guarantees an inner bending radius of 0 to 1.5 times the thickness of the base material meeting the most challenging requirements in an automated production environment. The production process of Laser Plus results in a surface that is covered with a very thin micro-scale, allowing very efficient laser and plasma cutting. Laser Plus is now available in quarto plate and hot rolled strip plate, providing a quality cutting edge even to a thickness of 30mm. i. www.ssab.com

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Victaulic’s new Nitrile Grade T (Type A) gasket for the maritime industry is DNV GL and Lloyd’s Register Type Approved as fire-reistant. It may be specified for openended piping containing flammable liquids heated above flash point, open-ended liquefied gas, flammable liquids below flash point, sea water, fresh water, sanitary/drains/scuppers, sounding/vent, air and other systems conforming to the specified temperature range. Didier Vassal, Vice President OEM and Maritime Services at Victaulic, said: “This gasket benefits users by allowing them to specify one gasket for a wide range of services. It has undergone rigorous testing to meet IACS standards which means shipbuilders, repairers and owners can have complete confidence in its use.” i. www.victaulic.com

Ship-Specific Safety Improving the fall protection of shipyard workers is Miller’s Turbo Lite personal fall limiter distributed by Wiltec. The activation of the limiter occurs after a fall of just 0.5m instead of the 1.75m found on traditional shock absorbing systems – ideally suited for work places with a limited free safety area, such as a ship. A built-in swivel prevents the lifeline from twisting and the webbing is engineered for greater abrasion resistance guaranteeing protection for users up to 180kg. i. www.wiltec.nl i. www.millerfallprotection.com

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SBI OUTFITTERS PAGES Accommodation Alliance

KPM Marine, designer and manufacturer of accommodation for working vessels and fit-out contractor MPE Interiors have formed an alliance. MPE Interiors Director Cliff Grainger welcomed the partnership and said his company’s 30-year track record in maritime fit-out work made it an ideal partner. KPM Marine wants to focus on manufacturing, so needed an expert fit-out partner. MPE Interiors’ experience with larger vessels offers potential growth opportunities for KPM Marine.  i. www.kpmmarine.com i. www.mpeinteriors.com

Schottel Simulator

SCR for Offshore MAN Diesel & Turbo has won the contract to provide a Selective Catalytic Reduction (SCR) system for each of six MAN 16V32/44CR engines. The engines will power the Petrofac JDS 6000 deepwater derrick-lay vessel ordered by Petrofac. MAN Diesel & Turbo and Petrofac have also entered a 12-year Photo courtesy of Petrofac service contract for the management, maintenance and monitoring of the six engines. Vessel delivery is scheduled for 2016 with the vessel expected to be available for offshore construction and installation activities from early 2017. i. www.dieselturbo.man.eu

Across the Continent Van der Vlist is moving large shipbuilding parts from the eastern border of Romania, to Rotterdam. The project involves movement of 16 large metal pieces, weighing around 15t each. The company is moving them across Europe, in around a month, on low loaders. The low bed trailers are required due to the cargo’s height of 420cm. As the cargo’s diameter is up to 502cm, each piece has to be carefully loaded and unloaded by overhead crane. The long journey through the continent required multiple permits in line with regulations of five countries. i. www.vandervlist.com

Safe Edge Customers can now exercise their handling and knowledge of Schottel propulsion systems in the company’s academy using a training simulator. Academy participants are seated as if on the bridge of a vessel and learn how to deal safely with the different Schottel propulsion systems, control levers, operator panels and displays. The training programme covers a range of propulsion unit sizes with various configurations in a current total of ten different vessels. Six ports and waterways are stored in the system, including St. Petersburg, the Bay of Kiel and the Suez Canal. i. www.schottel.de

Rustibus has designed the SafeEdge especially for the maritime industry. The cover allows ventilation and access to utilities at the same time as being an effective fall protection system. The durable, high-visibility foot rail provides protection when a hatch is open. Its simple fitting and locking mechanism protect crew on board from any open hatches that may not be easily seen on deck. i. www.rustibus.com

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THE YELLOW & FINCH PAGES

ShipBuilding Industry’s Buyers Guide

AncoferWaldram Steelplates bv P.O. Box 190 4900 AD Oosterhout The Netherlands T +31 (0)162 491 512 E joost.van.dijk@aws.dillinger.biz Contact: Mr Joost van Dijk AncoferWaldram Steelplates is a specialised supplier of heavy carbon steel plates and profiled parts since more than 35 years. The combination of comprehensive stocks of over 35,000 tons of heavy carbon steel plates plus the sophisticated profiling plant gives AWS a decisive lead in experience, product range and customer service.

CHEMETALL B.V. IJsselstraat 41 5347 KG Oss, The Netherlands T +31 (0)412 681 888 E ampak@chemetall.com I www.chemetall.com Ampak cathodic protection is a product group within the surface treatment business unit of the Chemetall group, based in Oss, The Netherlands. Ampak is specialized in the design, production and application of cathodic protection and anti-fouling systems. Our systems are mainly supplied to the marine and offshore industry. Ampak is a prime producer of zinc, aluminium and magnesium alloy anodes at its own foundry. Ampak also manufactures impressed current and anti-fouling systems to customer specification and requirements. We maintain strict quality control procedures, which has enabled us to maintain our distinct reputation as a leading and worldwide supplier of corrosion prevention systems. AMPAK, your worldwide specialist in cathodic protection.

Cramm HLS BV P.O. Box 510, 8901 BH Leeuwarden The Netherlands T +31 (0)88 457 0457 F +31 (0)88 457 0458 E info@crammhls.com I www.crammhls.com Contact: Paul Boelens p.boelens@crammhls.com Cramm HLS BV is a sister company of Cramm Yachting Systems (www. cramm.nl). Cramm HLS deliveres equipment for safe and secure landing and handling of helicopters. One of the products is the helicopter landing grid (www.heligrid.com), which is used for safe landing in rough conditions. Besides this also Helicopter moving systems and the delivery of hangardoors are in the delivery-package. After 60 year anniversery we are proud to use: quality based on experience.

DBR BV Lelystraat 53 – NL-3364 AH 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. Parabool 111, 3364 DH Sliedrecht The Netherlands 6 2 | S B I 2 0 1 4 | Vo l um e 8 | Issue 6

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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

Gebhard Electro Innovatiepark 14, 4906 AA Oosterhout PB 61, 4900 AB Oosterhout The Netherlands T +31 (0)162 452 888 F +31 (0)162 433 761 E info@gebhard.nl I www.gebhard.nl Contact: Ton Versluis / Richard van de Wiel Gebhard Electro is a globally operating company specialised in the design, production, installation and maintenance of electrical systems for the maritime shipping industry. We collaborate with leading shipyards on every continent. Gebhard Electro has been specialised in the high-tech world of shipbuilding since 1946. Our activities vary greatly: from just one specific task to the execution of entire projects or the management and co-ordination of all activities of all participating contractors. From our own facility in China we are in a position to deliver at competitive rates. Gebhard Electro, your one-stopshop for development / engineering / production / installation / repair service

Klay Instruments b.v. P.O. Box 13 7990 AA Dwingeloo The Netherlands T +31 (0)521 591 550 E info@klay.nl I www.klay.nl Klay Instruments is a Dutch manufacturer of ‘All Stainless Steel’ Pressure- and Level transmitters for the Marine & shipbuilding. All our transmitters are ATEX and IECEx Ex ia certified and have five different Marine Type Approvals. Our Pressure transmitters are available in threaded and Flanged process connections with flush diaphragm for all pressure applications. The available accuracies are 0.2% (series 8000) or 0.1% (series 2000). For Level measurement we manufacture Compact transmitters (series 8000 and 2000) and submersible level transmitters (series Hydrobar). Typical applications: – Ballast Level – Oil / HFO and (waste) water level – Manifold pressure More than 30 years experience in the Marine and shipbuilding industry !

Kramer Marine Engineering BV Houtkopersstraat 46 3334 KD Zwijndrecht The Netherlands T +31 (0)78 61 00 112 F +31 (0)78 61 03 966 E info@kmebv.nl I www.kmebv.nl Contact: Marco Kramer Kramer Marine Engineering is a naval architecture and marine engineering company servicing a wide range of clients and shipyards. The service we provide includes concept design up to production information including cutting files. Our vast experience ranges from small workboats, fishing vessels, inland barges and tugs to large ferries and mega yachts. Kramer Marine Engineering also has experience in dredging vessels and offshore modules. We are flexible and have w w w. 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 lots of practical experience. Our goal is to deliver top quality design and engineering in the shortest lead times. To enable this we make use of the latest 3D engineering software. We think along and aim for long lasting relationships with our clients.

Nicoverken Marine Services BV Algerastraat 20 3125 BS  Schiedam, The Netherlands T +31 (0)10 238 0999 F +31 (0)10 238 0988 E info@nicoverken.nl I www.nicoverken.nl Contact: Jacco Vermunt Distributor, 24/7 service & spare parts agent of marine equipment. In our programme there are stainless steel marine pipes and drains, filtration, anti-fouling & cathodic protection, reverse osmosis desalinators (water makers), wastewater treatment, vacuum sanitary systems for yachts, deck equipment (doors & hatches) and watertight sliding door systems. Our Ship Repair department is specialised in the overhaul of all types of main and auxiliary engines, including attachments i.e. governors, turbochargers, fuel equipment and the sales of spare parts and engines. We are capable of crankshaft grinding. Our service is 24/7 worldwide!

PTR Holland B.V. Dintelweg 107 3198 LB Rotterdam, The Netherlands T +31 (0)10 714 49 45 F +31 (0)181 26 28 13 E info@ptrholland.com I www.ptrholland.com Contact: Joris J. Stuip From the early days PTR’s core business has been the manufacture of a full range of rope ladders using wooden, metal-alloy and synthetic steps. Jacobs or Monkey ladders are produced, but the main production is the manufacture of PTR Pilot Ladders to the all-important MED certification. PTR, under the supervision of Bureau Veritas, was one of the first manufacturers to be awarded MED approval for pilot ladders and lifeboat/ embarkation Ladders. Daily, MED www. s h i p b u i l d i n g - i n d ustr y.eu

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approved ladders are shipped locally and by sea and air to users around the world, for other items please visit us at www.ptrholland.com

Van Steenderen Mainport Lawyers B.V. Zeemansstraat 13 3016 CN Rotterdam, The Netherlands T +31 (0)10 266 78 66 F +31 (0)10 266 78 68 E arnold.vansteenderen@ mainportlawyers.com I www.mainportlawyers.com Contact: Arnold J. van Steenderen Considering to commission the construction of a luxury yacht in the Netherlands? Avoid the pit falls. We have vast experience in assisting owners through the negotiation and drafting process of a proper building contract. We can advise throughout the construction and we are also experienced litigators and mediators. References on application.

Stone Marine Singapore Pte Ltd 4 Tuas Basin Close Singapore 638797 T +65 6863 2681 F +65 6863 2683 E office@stonemarine.com W www.stonemarine.com Contact: Simon Honeybone (Managing Director), Stephen Yeo (Technical Director) Stone Marine custom design and manufacture high-end propellers and sterngear equipment. We use the latest design and engineering technology, including simulation software and 5-Axis milling machines, providing accurate and precise propulsion equipment. You can rely on our long established history of delivering high quality propellers, optimised for maximum efficiency, with minimal noise and vibration levels. Stone Marine propellers are produced to all the desired finishes from Class II to Class S for all types of vessels. The maximum propeller diameter we build in Singapore is 4.0m (diameter) with shafts up to 12.0m in length. We are approved by all the major classification societies.

Teus Vlot Diesel & Marine Baanhoek 182b 3361 GN Sliedrecht The Netherlands T +31 (0)184 493 888 F +31 (0)184 493 889 E info@teusvlot.nl I www.teusvlot.nl Contact: Jan Breedveld Teus Vlot Diesel & Marine is specialised in the repair, maintenance, overhaul as well as in the installation of diesel engines and the development of technical applications. Also service and construction of electrical installations, and trading in electricity related equipment are part of the company’s activities. They also design and develop all types of technical facilities for dredging and related material. Cornerpoint is its worldwide supplier of a wide range of diesel engines, spare parts and related equipment.

WINEL B.V. P.O. Box 70 9400 AB Assen The Netherlands T +31 (0)592 366 060 F +31 (0)592 312 392 E sales@winel.nl I www.winel.nl Contact: Bert Knijp Since its foundation in 1956, Winel has grown into a leading global supplier of high quality products and services tot the world’s maritime industry. An experienced team of specialists offer

a wide range of doors, hatches, platforms, tank venting systems and special engineered products. Winel’s strength is offering a complete in-house service package which includes 3D design, engineering, testing, manufacturing, assembly, project management, support & logistic services.

G.J.Wortelboer Jr. B.V. Quarantaineweg 5 3089 KP Rotterdam P.O. Box 5003 3008 AA Rotterdam Harbournr: 2637 The Netherlands T +31 (0)10 429 2222 F +31 (0)10 429 6459 E info@wortelboer.nl I www.wortelboer.nl Already in the shipping industry for more than 50 years, we are your reliable partner for quick deliveries of all types and weights of certified anchors and all diameters of certified chain cables. On our yard in Rotterdam we have more than 7 million kilograms in stock for immediate dispatch. We can get it to the destination you require whether it is by (special) truck, by sea freight or in very urgent cases by airfreight. Also we can arrange the fitting for you aboard of your vessel. For more information, please look around on our new and improved website: www.wortelboer.nl!

Next Issue Main Themes Marine Propulsion Naval Architecture Focus on Turkey Europort Istanbul 2015

Deadlines Copy deadline Advertisement deadline

9 January 2015 6 February 2015

Subjects can be changed without prior notice.

S BI 2014 | Vo l u me 8 | I s s u e 6 | 6 3

25-11-14 13:58

WORD ON THE SEA

SBI’s Tom Scott

The winners show off their awards at the ninth annual Dutch Maritime Awards Gala, which took place last month.

An outstanding evening Award. Built for the efficient installation of wind One of the most significant dates in the Dutch turbines at sea, the vessel is, according to Tineke calendar is the annual Maritime Awards Gala. This Netelenbos, Chairman of the Jury: “Impressive; no is an important night for the Dutch maritime sector doubt about it. This spectacular vessel marks a great – giving its outstanding members an opportunity to step forward in the Dutch offshore industry and may really stand out from the crowd. possibly see a spin-off abroad as well.” The evening kicked off with Emiel Mobron’s Damen Shipyards won evaluation of wind-propelled the final award, the KNVTS cargo vessels winning him Ship of the Year, reflecting the the Wim Timmers Design thorough research and close Award. With ever-rising fuel cooperation with the volunteers prices and increasingly strict of the Royal Netherlands Sea regulations for emissions, Rescue Institution (KNRM), the subject of sail propulsion Giving outstanding which celebrated its 190-year will undoubtedly continue. The gala continued with members an opportunity to anniversary this year, and the University of Delft. The Lieutenant Guus van Fulpen stand out from the crowd. vessel’s final design highlights receiving the Van Hengelthe importance of usability in Spengler Award for best operational innovation by a young student. His thesis, heavy weather, maximum comfort for the crew and performance in bow waves in particular. These points ‘Towards a more electric submarine’, will possibly are crucial to the brave men and women of the KNRM make submarines much quieter and more difficult to who risk their own lives daily while saving others. They detect by sonar. deserve the best technology available. With his AntiRoll stabilising design, Arnold van Aken won Netherlands Maritime Technology’s Maritime Innovation Award. Tests show that his design for AntiRoll high aspect fins generate 50 to 70 percent less resistance during sailing than conventional systems, improving both speed and fuel consumption. One of the most talked about vessels of the year, Tom Scott Van Oord’s offshore installation vessel Aeolus won tom@ynfpublishers.com the Royal Association of Dutch Shipowners’ Shipping

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