ShipBuilding Industry Vol.8 No.2 by Yellow & Finch Publishers

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SBI 2014 | VOLUME 8 | ISSUE 2

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SB I VOL. 8 ISSUE 2 | 2014

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WORLD OF WORKBOATS

NICHE VESSELS, GLOBAL MARKETS

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Publisher’s

note

Ship Like No Other

DENNIS VINKOERT | PUBLISHER & EXECUTIVE EDITOR DENNIS@YNFPUBLISHERS.COM

BEING A PUBLISHER AND EXECUTIVE EDITOR, YOU GET INVITED TO ATTEND A WIDE VARIETY OF BUSINESS EVENTS RANGING FROM BLACK TIE BANQUETS, TO DINER DANSANTS and soirees. However, more often your attendance is greatly appreciated at ship naming ceremonies and launchings. On Saturday 8 March, I had the honour to attend the naming ceremony of the naval vessel Karel Doorman in Vlissingen, the Netherlands, which was witnessed by over 1,300 guests. The Dutch Minister of Defence Jeanine Hennis-Plasschaert performed the naming ceremony. The name Karel Doorman has been given to the ship to honour the Dutch Rear Admiral of that name. He and over 900 navy personnel perished in an unequal fight during the Battle of the Java Sea on 27 February 1942. The new build naval vessel is of course described in-depth in this issue (pg 10). Featuring a length over all of 204.70m, the Karel Doorman will be the largest ship in the Royal Netherlands Navy. This Joint Support Ship can be deployed for replenishment at sea, strategic sea transport and logistic support from the sea. As part of the concept, known as sea-basing, the ship functions as a home base for troops conducting operations on shore. “The Netherlands, as a trade nation, gains a great deal from having strong armed forces, from a navy that can be deployed on international missions,” the Minister stated. “Our economy depends for about 70 percent on trade. It is what made the Netherlands great. This will be no different in the future.” The Netherlands, however, is vulnerable to various types of crises, close to home as well as far away, she warned. “War, terrorism, organised crime, fundamentalism, wherever these may occur. In order to promote international security and stability on which we so heavily depend, we pursue an active foreign policy.” She added that free passage of shipping is crucial for the Netherlands. “And the same applies for guaranteed access to coasts and harbours. The armed forces, and particularly the Royal Netherlands Navy, makes an important contribution in this respect.” Last September, the Minister announced that the Joint Support Ship would be put up for sale upon completion, but this cutback measure was reversed before the end of 2013. She said this provided a great deal of relief, both in the Netherlands and abroad. For this ship, with its unique and versatile capabilities, will be a major asset to the collective NATO and EU forces. “This ship will enable us to further shape the international cooperation that is so important to us and to enlarge our capability for military action. The fact is that there is currently no ship in the world like the Karel Doorman.”

DENNIS VINKOERT

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

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i n d u s t r y

CHARLES VAN DEN OOSTERKAMP Chief Executive Officer

DENNIS VINKOERT Publisher & Executive Editor

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EDITORIAL

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contents SBI

ISSUE 2

SHIP REPORT

10 Karel Doorman – Versatile Joint Support Ship

2014

WORKBOATS

32 Hidrovia Harvester – Damen’s New Range of Push Tug 36 Sima’s Little Gem – Multi-Purpose Workboat 38 Tug Specialist – Canadian Design & Turkish Construction 42 Diving Solutions – African Built Oil & Gas Support 50 Workboat Building – Under Dutch Supervision

SHIP CONSTRUCTION

18 Frontier Vessels – Arctic & Harsh Environment Design

22 Casualty Acquaintances – New World of Risk Management

PROPULSION

45 Editor’s Picks – Hybrid Power & Propulsion

28 No More Misalignment – Propeller Shaft Invention

EMISSIONS

55 Switching to Gas – LNG Ferry Classification 56 NO Emissions – IMO Brings Clarity x

TRADE SHOW

27 International Business – European Exhibitions

REGULARS

1 Editor’s Note 4 News in Brief

59 Outfitters 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

Content SBI 8-2.indd 3

On the Cover The Netherlands-based Neptune Shipyards builds all its hulls for workboats in-house and cuts its own steel components. One of the yard’s specialities is their Euro Carrier brand of multipurpose workboats. Standard work vessels are available from stock and can be delivered within a matter of weeks. Read more on pg 50. (Photo courtesy of Neptune Shipyards) S B I 2014 | Vo l u me 8 | I s s u e 2 | 3

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SBI

NEWS IN BRIEF SBI FEATURE

Completion of Aeolus Lloyd Werft Bremerhaven has until July to ready the jack-up installation vessel Aeolus for Van Oord. Since the beginning of January, Lloyd Werft craftsmen have been helping Sietas to complete the build at the request of Van Oord. Pictured at Lloyd Werft’s quay alongside Fred. Olsen Windcarriers’ Bold Tern (during a conversion project), Aeolus is in Bremerhaven

for fitting out and for the complicated lifting into position of her four platform legs. The four 87m long steel legs, each weighing 920t, will be settled into their jacking positions on the 139m long and 38m wide ship using the world’s biggest crawler crane – the Liebherr LR 13000 – which recently arrived from the Netherlands (not pictured).

Innovative Fibre Rope DSR Corp, the mooring solution provider from Korea, recently launched its new innovative fibre rope called SuperMax78. This special fibre rope of ultra high molecular weight polyethylene (UHMWPE) has a stronger tensile strength than steel wire rope of the same diameter and weighs less than 1/8 of wire ropes. In addition, SuperMax78 is enhanced for creep resistance – this way the weather cannot interrupt its life span or performance.

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• News in brief SBI 8-2.indd 4

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SBI

NEWS IN BRIEF New IHC Merwede CEO

Arctic PSVs

In April IHC Merwede’s Bram Roelse began his new role as the company’s CEO. He takes over from predecessor Dirk Philips who stepped back in November 2013. In a statement, IHC Merwede’s Supervisory Board said it was convinced of Mr Roelse’s

In January the first confirmed contract for Wärtsilä Ship Design’s new Arctic PSV series was signed with Kleven Verft AS. The ship will be built at the Kleven yard in Norway on behalf of REM Offshore AS, the Norwegian fleet owner, and is scheduled for delivery in the first half of 2015. She will be strengthened and equipped for Arctic operations, with the hull and propulsion fitted to comply with DNV ice class ICE 1B, and features the latest developments of Wärtsilä Ship Design’s proven VS 485 design.

Sonne Starts Sea Trials

capabilities in developing and continuing the company’s business strategy – the current direction that IHC Merwede is taking was partly his responsibility in his former role as COO of the Dutch shipbuilder.

After 14 months of construction at Meyer Werft, the new research vessel Sonne left the German yard in April. The 116m ship can accommodate up to 35 crew members and 40 scientists. In addition, she carries up to 25 TEUs of cargo on board. Following all final works and tests, she was due to sail through the Ems Passage towards Emden in May, where she will start extensive tests and sea trials in the North and Baltic Seas. Finally she will be delivered to her operator for the German Government in early 2015.

M E a ve rit M ay E u 13 n im ro – ts e C p o 15 o

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| Read more on shipbuilding-industry.eu

May

June

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

• News in brief SBI 8-2.indd 5

August

September S B I 2014 | Vo l u me 8 | I s s u e 2 | 5

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Motors | Automation | Energy | Transmission & Distribution | Coatings

When you are prepared, the future holds no fear.

Shipping When the IE2 standard for motors became mandatory in June 2011, WEG motors were already ahead of the game. The IE3 standard won’t be enforced until 2015 but again WEG already produces Premium Efficiency IE3 Motors. As yet, no date has been confirmed for the IE4 rating but you can choose a Super Efficient IE4 Motor from WEG right now. The future’s just around the corner.....

If you want to get ahead, visit www.weg.net

• News in brief Untitled-1 1 SBI 8-2.indd 6

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WHISPERPOWER SYSTEMS WILL GENERATE POWER FOR THREE GERMAN RESCUE VESSELS UNDER CONSTRUCTION AT FASSMER YARD. FIND OUT MORE IN OUTFITTERS ON PG 59.

Ocean-Going Tugs Find Us on Facebook Yellow & Finch Publishers have recently unveiled their brand new Facebook page. Updated daily with all the latest news from the maritime world, the new page is the perfect location for keeping up-todate. Visit, like and follow us at www. facebook.com/ynfpublishers.

Ulstein has sold design and equipment packages for four ocean going tugs to Niigata Shipbuilding & Repair in Japan. The vessels will be built for the Dutch company ALP Maritime Services and are primarily designed for towing of large structures over long distances. This is a complete new market for Ulstein and the contract represents the highest value in one single contract for Ulstein Design & Solutions so far. The vessels of the SX157 design are developed especially for this project in close collaboration with ALP. They are expected to deliver in the range of 300t bollard pull, and will be 88.9m long and 21m wide.

Propulsion Team

LeBlanc joins Heinen & Hopman

The Dutch subsidiary of the Schottel global network, Schottel Nederland, has reinforced its team with Simon de Haan, General Sales Manager, and Rolf Hendriksma, Sales Manager. They recently joined the team of Arnold Bloom, Director of Schottel Nederland. Due to shared earlier work experiences Mr De Haan and Mr Hendriksma are a proven team according to Schottel. They are well placed to take care of customer needs with their long term experience in the marine sales sector.

Heinen & Hopman Engineering in the Netherlands has announced a merger with LeBlanc & Associates, LLC. Located in the city of Houma on the Gulf of Mexico, LeBlanc has a first-class reputation for the quality of its products and services in marine HVAC and refrigeration for the offshore and navy sectors. As the latest member of the Heinen & Hopman Group, the subsidiary will continue to serve its wide client base under the name LeBlanc & Associates LLC. Joep Hopman, CEO of Heinen & Hopman: “LeBlanc & Associates LLC will enable us to offer an even better coverage of quality products and services in the southern part of the United States and across the Gulf of Mexico. It is the next step in our ambition to expand our global network and ensure clients benefit from the same standard of service wherever they may be in the world.”

| 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

10:35

• News in brief SBI 8-2.indd 7

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MARINE VALVES

AND RELATED PRODUCTS

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PIPE•VALVES•FITTINGS•PIPING SYSTEMS•ENGINEERED SOLUTIONS

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www.wosupply.com

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SBI

NEWS IN BRIEF New Names at CIG

The Netherlands-based Central Industry Group (CIG) revealed its new strategic repositioning as an innovation-driven conglomerate of companies, operating in various areas of steel-constructional design, engineering and production. The company’s ambition is to provide their customers with technologically advanced steel solutions for maritime, architecture, renewable energy and general industry purposes. Consequently, CIG renamed specific group members to identify their relevant position in the value chain – for example Vuyk Engineering Groningen is now CIG Maritime Technology, Shipkits has become CIG Shipbuilding and German subsidiary Shippipe continues as CIG Piping Technology.

RoPax Replaces Two Ships Flensburger SchiffbauGesellschaft has successfully launched Loch Seaforth, built for Scottish customer Caledonian Maritime Assets Limited. The ship is a complex RoPax ferry built to carry up to 700 passengers and 143 cars, or 20 trucks. The 116m long vessel will link the mainland of northwestern Scotland with the Isle of Lewis in the Hebrides on the Stornoway-Ullapool route. Thanks to her high-value, modern design and construction, the ferry is suitable for round-the-clock operation and as a result will replace two older ferry ships.

| 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

• News in brief SBI 8-2.indd 9

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SHIP REPORT

VERSATILE JOINT SUPPORT SHIP FOR ROYAL NETHERLANDS NAVY

Karel Doorman “THE FACT IS THAT THERE IS CURRENTLY NO SHIP IN THE WORLD LIKE THE KAREL DOORMAN,” ENTHUSED THE DUTCH MINISTER OF DEFENCE JEANINE HENNIS-PASSCHAERT DURING THE NAMING ceremony of the new Dutch Joint Support Ship Karel Doorman at Damen’s Naval Shipyard in Vlissingen, the Netherlands. This is a multi-functional support ship that can be deployed to provide logistic support, replenishment at sea and strategic sea transport services. WORDS BY DENNIS VINKOERT AND TOM SCOTT

“The Netherlands, as a trade nation, gains a great deal from a navy that can be deployed on international missions,” said Minister HennisPasschaert, stressing the importance of a well-equipped navy. “In order to promote international security and stability on which we so heavily depend, we pursue an active foreign policy.”

Spectrum of Force In September last year, the Minister announced that on completion the Karel Doorman would be put up for sale as a result of a series of defence budget cuts. However, before the year’s end, this cutback

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SHIP REPORT

The 204.7m Karel Doorman will be the largest ship (in volume) in the Royal Netherlands Navy.

The Dutch Minister of Defence, Jeanine Hennis-Passchaert, performed the naming ceremony.

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

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Den Breejen is a professional painting company, founded in the Netherlands in 1952. Since then, weâ&#x20AC;&#x2122;ve mastered surface protection for marine, industrial and civil objects worldwide.

Signature ship painting, with the touch of the Dutch Masters. When it comes to steel protection, the expertise of Den Breejen shows instantly. With good reason. Throughout the years, we have applied our profound knowledge of professional painting and blasting to a wide variety of marine, industrial and civil objects worldwide. Our professional painters are active in ship newbuilding, ship conversion, repair and maintenance, yacht building and offshore. This shows how the true added value of our work is recognized as signature ship painting, with the touch of the Dutch Masters.

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SHIP REPORT

childers Chairman of Damen Shipyards Group, Kommer Damen, his wife and Damen Shipyards Group CEO, René Berkvens (front row, 3rd, 4th and 5th from left) at the naming ceremony.

16:54

measure was reversed. According to the Minister, this caused a great deal of relief, both in the Netherlands and abroad, for the EUR 400 million ship, with its unique and versatile capabilities, is set to be be a major asset to the collective NATO and EU forces. Scheduled to enter active service in 2015, the Karel Doorman is currently undergoing outfitting at Damen Schelde Naval Shipbuilding in Vlissingen, the Netherlands. The vessel is to perform her tasks around the globe and across the entire spectrum of force. With a length of almost 205m, she will be the largest ship (in volume) in service in the Royal Netherlands Naval fleet. Damen Shipyards Galati in Romania constructed the hull, which was towed to the Netherlands in mid-2013. The design and equipment of the vessel fully complies with the rules and regulations of Germanischer Lloyd, SOLAS and Marpol.

Multi-Function Support Positioned offshore, the ship can be deployed as a sea-based operations platform supporting (amphibious) land forces with logistic support providing supplies and helicopter support for transport and attack. For maritime support

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the ship features two replenishment-at-sea masts that take advantage of the impressive holding capacities of approx 8,000m3 of fuel, more than 1,000m3 of helicopter fuel and approx 450m3 of potable water. As part of the concept known as seabasing, the ship functions as a home base for troops conducting operations on shore. The 100t stern quarter ramp offers RoRo loading capabilities of vehicles and cargo such as tracked and wheeled vehicles or containers. For amphibious operations, the ship is equipped with two LCVPs (Landing Craft Vehicle Personnel) that access the vessel via an additional landing beach at the stern. The vehicle deck has a 2,350m2 capacity – which is equivalent to 2,000 lane meters. Further integrated cargo loading and unloading facilities are provided by a 40t deck crane and once on board, cargo can be relocated within the vessel by use of the 40t cargo lift.

Vice Admiral Matthieu Borsboom of the Royal Netherlands Navy.

Humanitarian Aid For sea-based operations, the Karel Doorman is equipped with a large helicopter deck with sufficient space to simultaneously accommodate two landing Chinooks.

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As merchant marine vessels are constantly at sea and traveling the world’s open waters, the people onboard need to be comfortable while carrying out their daily tasks, regardless of the climate. Custom-built to the highest Dutch quality standards and backed up by global 24/7 service and support, Heinen & Hopman’s HVAC solutions make it possible to keep you cool in even the most unyielding environments.

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SHIP REPORT

Reception facilities include night vision compatible helicopter landing aids and ground power units providing helicopter start and service power. Helicopters are stored in a spacious hangar – able to hold two Chinook-size helicopters in the fully spread condition and six NH90 sizehelicopters with folded rotor blades. The ship can accommodate up to 300 personnel, of which 159 are the ship’s crew. Accommodation spaces consist of cabins, stores, galley, bakery, mess rooms and sanitary spaces as well as a fully geared Role 3 hospital. The hospital includes two operating rooms, 20 treatment areas, an intensive and medium care sickbay, a quarantine complex and a dentist. All accommodation areas are fully airconditioned – Heinen & Hopman provided the HVAC systems as well as the nuclear, biological and chemical filtration system and the provision cooling plant. Modular flexibility of the accommodation areas allow for reconfiguration into temporary areas for evacuees or prisoners. That fact alone makes it one of the calling cards of the Netherlands. Commander of the Royal Netherlands Navy Vice Admiral Matthieu Borsboom added to the praise for the ship: “This ship can be used to provide any type of humanitarian assistance from the sea. Even the transport for the current mission in Mali would be feasible with this ship.”

The Karel Doorman has the same sensor suite as the Holland-class offshore patrol vessels. All sensor systems are housed in an integrated mast, provided by Thales Nederland, called the I-Mast 400. The mast holds a SeaMaster 400 SMILE air warning radar system, a SeaWatcher 100 active phased-array surface detection and tracking radar system and a GateKeeper infra-red/ electro-optical warning system. With these systems the ship is able to monitor 140nm using Integrated Sensor and Communication Systems.

The electric motors generate speed of 18 knots with an active 10,000nm radius.

Suite of Weapons Although the Karel Doorman’s armament is more extensive than that of existing LPDs (Landing Platform/Dock vessel) and replenishment vessels, it is still primarily for self-defence. In high-risk operation areas the ship will require additional protection from frigates or destroyers. Two Goalkeeper CIWS systems protect the ship against incoming missiles and short-range aircraft attack. Two Oto Melara Marlin WS 30mm rapid cannons provide force-protection against small surface targets such as high-speed craft. The ship is also equipped with four Oto Melara Hitrole NT 12.7mm guns. The same weaponry has been chosen for the Hollandclass offshore patrol vessels. All weapon systems of the Karel Doorman are remotely controlled from the operations and command room. Ammunition is stored in separate stores measuring a total surface of 730m2.

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SHIP REPORT

Three of the five Rolls-Royce Bergen diesel generators. Converteam (now GE Power Conversion) provided the electic power solutions.

Technical Prowess

Heinen & Hopman’s chilled water pumps.

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To further reduce its vulnerability, the vessel is outfitted with underwater noise and signature reduction measures, ballistic protection, degaussing system, blast resistant constructions, shock resistant and decentralised systems. The fire-fighting systems are extensive – Technoship delivered the ultra-fog high-pressure watermist fighting system. This is an ‘intelligent’ system with dry pipes and open nozzles and electrically controlled section valves in the accommodation areas as well as in the machinery spaces and technical areas. The manning requirement is low as the vessel is designed with a layout optimised for day-to-day operations. On the other hand, automation levels are high, including a calamity system, a warning system, an overview system and extensive subsystem automation. The vessel is fitted with a spacious fullbeam wheelhouse. The navigation bridge is

fitted with an integrated bridge system with DP, GPS, echosounder, ECDIS, two navigation radar systems and a warship automatic identification system. All systems are integrated with the vessel’s power and platform management system. The onboard electrical cabling, installed by Alewijnse, consists of fibre optic, high voltage, signal and degaussing cables, to name few, running a total length of 600km throughout the vessel. Den Breejen painted the whole vessel; primarily in Romania, but to completion in the Netherlands.

The Power The vessel’s energy supply is generated by five Rolls-Royce Bergen diesel generators with a total power output of 25MW (6.6kV@60Hz). General Electric supplied all the 6.6kV components. The choice of the diesel setup is user-friendly. Finding the optimum load of the generator sets prevents situations when one generator

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SHIP REPORT

The 100t stern quarter ramp.

runs at a lower, less efficient, capacity, thus reducing excess emissions. The generators supply two main switchboards from where the power is distributed to end users, namely propulsion and low voltage distribution. The entire design is based on maximum redundancy – the RP3-50 percent class notation guarantees 50 percent propulsion and power generation under any conditions, even after failure of any component. The low voltage distribution is powered by four transformers, converting 6.6kV to 440V, each with a maximum capacity of 2500kVA. Four low-voltage distribution boards supply the ship with 440V and 230V. The propulsion plant consists of two shafts, each with a directly coupled asynchronous 8.9MW electric motor that is controlled by random PWM converters. Each shaft has built-in redundancies as two parallel converters feed each electric motor that generate speeds of up to 18 knots and

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an active 10,000 nm radius. Directional control is with two rotary vane steering gear systems. Two powerful bow thrusters and a single reversible stern thruster enhance manoeuvrability. Minister Hennis-Passchaert succinctly concludes, “This ship will enable us to further shape the international cooperation that is so important to us and to enlarge our capability for military action.” i. www.damennaval.com

The History Behind the Name The Joint Support Ship, Karel Doorman, is the fourth ship of the Netherlands Royal Navy since 1946 to be named in honour of Dutch-born Rear Admiral Karel Doorman (1889-1942). Rear Admiral Doorman was the Allied Netherlands East Indies Squadron Commander who led a heroic yet ultimately doomed struggle against the superior Japanese naval forces in February 1942. The battle in the Java Sea marked the tragic culmination of this conflict, with the Allied squadron being all but annihilated within a space of barely seven hours. The Long Lance (type 39) torpedoes developed by the Japanese turned out to be a structural weapon in the battle. A total of three Dutch ships went down in the battle in the Java Sea: the destroyer HNLMS Kortenaer, the cruiser HNLMS Java and the cruiser HNLMS De Ruyter (the flagship), which carried Squadron Commander Doorman.

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SHIP CONSTR UCTION

COLLABORATING ON ARCTIC & HARSH ENVIRONMENT TECH SOLUTIONS

Frontier Vessels

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SHIP CONSTR UCTION

IN REMOTE LOCATIONS SUCH AS THE ARCTIC, WHERE OPERATORS ARE WORKING TO UNLOCK NEW HYDROCARBON RESERVES, VESSELS MUST MEET ADDITIONAL DESIGN SPECIFICATIONS WHILE OPERATING IN HARSHER CONDITIONS. FOR ShipBuilding Industry, three experts from class society ABS report on new technologies and approaches that seek to promote safety and operational efficiency and limit the environmental impact in frontier areas. WORDS BY JOHN DOLNY, LYNNDA PEKEL AND HAN YU

he ABS Harsh Environment Technology Center (HETC) was set up in partnership with Memorial University of Newfoundland (MUN) in St. John’s, Newfoundland, Canada, in 2010. The primary objective of the centre is to develop technology for the design and assessment of ships and offshore structures operating in harsh environments, particularly the Arctic. Strategic areas of in-depth effort are focused on ice-hull interactions, ice loads on offshore units and winterisation. The centre is carrying out several major projects, which vary from developing general guidelines for vessels operating in ice and cold environments and specific vessel types such as OSVs and floating structures, to advisory notes on the upcoming mandatory IMO Polar Code and information on design consideration for vessels and floating structures. R&D projects through the HETC are funded by contributing partners in the marine and

offshore industries as well as Canadian and provincial government organisations.

Sustainable Technology

One such project undertaken by ABS and its partners is the Sustainable Technology for Polar Ships and Structures (STePS2), which involves a 5-year, USD 7 million research programme managed by MUN that includes several industry partners. Coupling physical ice structure interaction experiments with advanced numerical simulation techniques, the project is aimed at developing validated practical tools that will permit the safer design and assessment of ships and offshore structures for Arctic conditions. As an example, full-scale structural arrangements with scantlings close to Polar Class strengthening levels are subjected to ice samples loaded by hydraulic rams of more than 300t (~660,000 lbs force). The results are used to validate numerical simulations of both ice and structural

Photo courtesy of ABS

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deformation and to provide valuable insight into the plastic overload capacity of typical icebelt structures. Future planned dynamic experiments include high energy collisions using a novel double pendulum collision apparatus capable of swinging more than 4t of ice and steel at a closing speed of 8 m/s.

Ice Loads on Floating Structures The centre also is managing the first phase of a joint industry project (JIP) with the goal of closing gaps in knowledge related to ice loads on floating structures. As Arctic offshore developments venture into deeper water, the industry will face new challenges related to the safety and station-keeping capabilities of floating structures subjected to global ice loads.

Ice Management

Traditionally ice management has been an operational issue. Now, however, the industry is taking a broader view of ice management. The recently published ISO 19906 provides the first comprehensive treatment of the subject in a standard and sets requirements for overall system reliability. For floating drilling systems (and potentially production systems), physical ice management may include icebreaking, ice clearing or iceberg towing to reduce the station-keeping loads on a unit. ABS has initiated a project to develop novel technologies that quantitatively assess the effectiveness of physical ice management. This includes performance models of ice breakers in various ice conditions and under

Photo courtesy of ABS

Workshops held in St. John’s facilitated a comprehensive, state-of-the-art review covering different structural configurations, interaction scenarios, ice management, station-keeping systems, numerical models, model testing procedures, design codes, full scale data and operational experience. Several gaps and areas of uncertainty were identified as a result. These will be further explored to provide recommendations toward a dedicated full-scale measurement campaign, coupled with physical model testing and numerical modelling efforts targeted at prioritised development areas. The work will serve as a guideline for later stages of a multi-year JIP.

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different tactical manoeuvres. Accompanying software that incorporates Graphical Processor Unit (GPU) hardware technology is being developed to carry out performance estimates and visually display the simulation. The GPU environment provides a massively paralleled domain to solve complex interactions between icebreakers, offshores structures and discrete ice features at hyper real-time speeds. Currently the simulation can run six times faster than real time, which enables the practical assessment of performance by simulation. The Physical Ice Management modelling project will continue in 2014 to further improve computational efficiency

and include more complicated interactions such as floe splitting, floe submergence, rubble pile up and mooring systems.

Risk-Based Winterisation

In 2006, ABS published its ‘Guide for Vessels Intended to Operate in Low Temperature Environments’ (LTE Guide), which has since been revised and updated based on industry feedback. The LTE Guide represents a set of mostly prescriptive requirements based on assumptions about vessel operations, such as operating remotely in extreme cold regions. For some scenarios these prescriptive requirements may become overly onerous to the designer, such as during winter operations in the Gulf of St. Lawrence or the

Baltic Sea. The HETC is developing a Riskbased Winterisation approach that offers an avenue for owners and operators to comply with the intent of the LTE Guide where it is either impractical or infeasible to meet certain prescriptive requirements. The developed methodology is a systematic approach to vessel design providing a low level of risk while permitting the use of practical solutions. As a case study, this method is currently being applied collaboratively with a designer to a benchmark vessel design intended for harsh-winter operations. Areas of noncompliance with the prescriptive requirements are highlighted and risks are evaluated based on probability and consequences of failure. This exercise is providing valuable feedback to ABS for the future enhancement of the LTE Guide and to the client to make informed decisions in the detailed design phase. i. www.eagle.org

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MDT

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SHIP CONSTR UCTION

NO ARGUMENTS AS LONG AS YOU HAVE A GOOD INSURANCE POLICY

Casualty Acquaintances ONE IS THE INSURERS’ EYES AND EARS DURING A CLAIM, THE OTHER REPRESENTS THE INTERESTS OF THE COMPANY MAKING THE CLAIM. MEETING IN ROTTERDAM, SHIPBUILDING INDUSTRY’S JOHN GAULDIE KEPT THE PEACE as the two men traded observations on the increasing professionalisation of casualty insurance management. One thing they both agree on: just as building vessels becomes more complex, so does managing the risks. WORDS BY JOHN GAULDIE

ené van Dijk is an engineer with decades of experience in the European shipbuilding industry. “We see a lot of very interesting things in this business, but in general they’re not the things you read about in the press. In that sense, we’re a hidden part of the industry.” Mr Van Dijk is Managing Director of international expert surveyors Arntz van Helden, a subsidiary of the Van Ameyde Group. The company handles casualty insurance claims on Hull & Machinery, new build and guarantee insurance for incidents and damage on vessels and floating objects during the construction and guarantee period. “We are the technical eyes and ears of the insurers,” he says. “So we have to be on top of the design environment in these high 2 2 | S B I 2 0 1 4 | Vo l um e 8 | Issue 2

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tech yards. We have to be able to put the finger directly on the cause and know which insurance policy it involves and what it costs to fix.”

Wall Between Us

Across the table is Marc Honders, owner of 24 Vision and insurance manager (as well as engineer and legal counsel) for the shipbuilding industry. Many of the larger yards have their own insurance managers. Others, like for instance Huisman, choose to outsource the capability to experts like Mr Honders, who regularly finds himself sitting opposite Mr Van Dijk during the claims process. “There’s a ‘wall’ between us, that’s true,” Mr Honders confirms, “but it helps to know 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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Marc Honders (left) and René van Dijk have seen shipbuilding change considerably – managing the risks has become very complex.

Photo courtesy of Arntz van Helden

who you’re sitting opposite from. You need a certain amount of trust, just like you need a certain amount of trust between the insured party and the insurer. It works both ways. Ultimately you need good harmony to reach an acceptable solution for all parties. In 80 percent of claims, you won’t have any arguments about as long as you have a good policy.” Neither Mr Honders nor Mr Van Dijk is in the business of selling insurance – that’s the role of brokers and the insurers and reinsurers. Just as Mr Honders provides independent advice to companies about their policy portfolio and the claims process, Mr Van Dijk and his team at Arntz van Helden are independent expert observers, often surveying an incident for the several www. s h i p b u i l d i n g - i n d ustr y.eu

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different insurers involved in the claim. From their respective positions, both Mr Honders and Mr Van Dijk have seen the industry change considerably over the last two decades.

Higher Financial Risks

As you’d expect for a maritime nation, insurance has been a fundamental part of the Dutch shipbuilding industry for generations. However, this is an industry transformed, Mr Honders explains. “The industry has gone from a background in ships ordered and operated by families and small businesses, to where we are now often dealing with multinational blue chip enterprises. These companies have really tough tendering processes and high

expectations. So from the bottom of the shipbuilding industry, there’s been a need for professionalisation in the product development and business development.” “Also shipbuilding has become technically more and more challenging,” Mr Van Dijk continues. “Particularly talking about the vessels built here in Europe. The standard build is gone in the Netherlands, more or less. Compared with the shipbuilding of the past, today’s high value technology – the advanced systems, the hydraulics, the electronics we see now – is often unknown territory and that means higher risk. Also superyacht building, these custom designs are not always tested under real circumstances. The risk of something going wrong therefore has increased.”

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SHIP CONSTR UCTION

Tough Negotiations

And yes, things do go wrong in shipbuilding. According to Mr Van Dijk, despite all the advances in CAD engineering, build processes and testing procedures, “the fact is that human error, at least that’s my experience, is still the main cause of claims. Time pressure.” In this new international world of specialised vessels and custom technology, yards and their suppliers are exposed to higher risks that could easily sink a business and the livelihoods of their employees. They are also facing companies with highly qualified contract negotiators. “Looking at global ship owners – in offshore particularly – these negotiations are very tough and very professional,” Mr Honders says. “You can’t compare it to 25 years ago. Managing the risks has become very complex, but as a shipbuilder, you have to think about it carefully. You’re not only exposing a lot of capital, but also the bread and butter of your workers.”

Photo courtesy of Arntz van Helden

Managing the Chessboard

Claims handling is also a global business – Arntz van Helden works all over the world, depending on the insurers’ requirements. As vessels operate around the world, the worldwide policies go with it – including the builder’s risk and the guarantee from the shipyard. If an engine needs replacing somewhere in the world, even though the engine supplier’s policy covers the engine itself, getting it into a new hull – that liability falls to the yard. And the yard doesn’t just have an issue with their insurers; they have three problems to sort out – with the insurers, with the client and with the suppliers – and a situation potentially on the other side of the world. “That chessboard has to be managed,” Mr Honders says. “As a company lawyer or CFO, if dealing with those sort of insurance issues isn’t your daily job, then you really have your hands full. You have your client who is complaining, perhaps a subcontractor who has not performed. There’s certainly a lot of disagreement to sort out – was it bad workmanship or faulty components – someone really has to focus on the insurance policies. That’s when you need to know that the safety net is really there.” i. www.arntz.nl i. www.24vision.nl

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48 Hours – Top 5 Tips for When Things Go Wrong The first 48 hours are crucial in determining how your claim is going to develop. These five tips from Arntz van Helden and 24 Vision could save you a lot of hassle and a lot of money. 1 | Open a project As soon as something happens, open a project to track the hours involved, and have a full picture of the costs, in resolving the problem. Otherwise, particularly in larger organisations, you’ll never get the hours back and you’ll end up alone in the archives searching for invoices. 2 | Specify the claims expert Agree upfront with your lead insurers to appoint (ideally) one claims expert (or preferably Mr Honders says preagree upon such with your underwriter). If you have a complex claim, you might have a PI (professional indemnity) insurer involved, i.e. a design underwriter, a Hull & Machinery insurer (if you’re as yard contractually co-insured in the H&M policy of your client) and also the vessel’s P&I underwriter could be involved (for a personal accident/third party claim). You could find yourself trying to manage four claims experts sitting around the table. Most of the time this is unavoidable but at least, from the yard’s perspective, you should be prepared for this.

3 | Make sure the claims expert knows your business In a complex case, having a claims expert familiar with your internal procedures, key persons and working method can avoid unnecessary interviews about the ins and outs of your company that mostly frustrate good communication during those critical first hours. 4 | Have a fallback position “I assume I’m insured for it.” There’s no such thing as an all-risk insurance in shipbuilding, Mr Honders says. Manage those remaining risks – whether contractually, in your terms and conditions or in your company structure – to avoid falling into the ‘exceptions’. Mr Honders: “Contract as if you don’t have insurance, and insure as if you don’t have a contract.” 5 | Join the owner’s policy Try as shipbuilder to be insured under the client’s Hull & Machinery and P&I policies. It’s ‘normal practice’ for a client to be co-insured under the shipbuilding policy, but not that the shipbuilder is co-insured under the H&M and P&I policy during a conversion or after the vessel is delivered. This could avoid discussions about whether the problem was pre-existing during the shipbuilding period. There’s the guarantee, but if it’s outside the guarantee limits, then you might have an H&M policy to cover it.

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TRADE FAIRS

EUROPEAN MARINE EXHIBITIONS

International Business

ONCE AGAIN EUROPE WILL WELCOME THE INTERNATIONAL SHIPPING COMMUNITY TO POSIDONIA IN ATHENS AND SEAWORK IN SOUTHAMPTON FOR THEIR 2014 trade fairs. Posidonia, which will take place in Athens from 2 - 6 June 2014, will celebrate its exhibition’s 48 year history. While Seawork will celebrate its 17th exhibition year 10 - 12 June at ABP Port of Southampton, UK.

Seawork 2014

According to the organisers Seawork is Europe’s biggest on-the-water commercial marine exhibition. At the end of March, the Seawork sales team reported that, of the 60 berths, only four finger berths remained available and, of 250m of Quayside, a mere 30m remained unsold. It’s a similar story in the three exhibition halls. Which means the demand for sites in the halls, on the Quayside and on the pontoons has outstripped all previous years. Andrew Webster, CEO of Seawork organisers Mercator Media, comments: “Despite demand leading us to expand the exhibition by 15 percent into Hall C and along the Quayside for 2014, sales of sites are being confirmed at a rate that leaves no doubt this

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year’s Seawork will be bigger than ever – and the diversity that represents will deliver yet more visitors.” Among the expected catalogue of 600 exhibitors, the representation from overseas is already good with all five continents represented and a particularly strong showing from European maritime countries. The layout of the exhibition has proved popular with exhibitors and visitors, with the Ship Building and Ship Repair Pavilion enjoying a spate of enquiries in the first quarter of the year.

Posidonia 2014

The organisers of Posidonia have announced that this June Posidonia will play host to the most extensive participation of shipyards, marine equipment

manufacturers and exhibitors covering all aspects of the maritime industry. “Few events can match this scale of international buyers,” said Theodore Vokos, Project Director Posidonia Exhibitions. “In 2012 the stands of more than 1,850 exhibitors attracted over 18,500 buyers from 92 countries. Posidonia 2014 is the opportunity for all players in world shipping to meet and review challenges, opportunities, trends and innovations with the owners of more than 4,000 vessels approaching 260 million tons carrying capacity, and their executives.” This year’s edition will welcome three new national pavilions, from Hong Kong – making a comeback after a 10 year absence – Turkey, returning

after 2006 and a total newcomer, Georgia, promoting its maritime services. And while Posidonia is about to hang a ‘sold out’ sign for exhibition space, as it is expected to attract over 1,870 exhibitors from some 85 countries across 35,000m2 at the Athens Metropolitan Expo. i. www.seawork.com i. www.posidonia-events.com

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PROPULSION

CONTINUOUS & AUTOMATIC SHAFT ALIGNMENT DURING SHIP OPERATION

No More Propeller Shaft Misalignment MISALIGNMENT – THE CAUSE OF ALMOST ALL PROPULSION DAMAGE, MORE THAN 20 PERCENT OF ALL MACHINERY CLAIMS, AS WELL AS CATASTROPHIC FAILURE, OFF-HIRE AND REPAIR COSTS. AND IT’S EVEN GETTING WORSE AS modern ship design pushes the envelope. However, a Swedish and Dutch invention promises a total elimination of misalignment and a complete modernisation of today’s obsolete shaft alignment practice. For ShipBuilding Industry, the inventors make their case for the Dynaligner.

WORDS BY ANDERS RUBIN & WILLY RANTANEN

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he main technical purpose of the Dynaligner is to guarantee a proper operation of marine propulsion machinery, irrespective of ship operation condition or hull deflections, etc. The propeller shafting is correctly aligned at all times during ship operation in order to avoid any mechanical behaviour causing inappropriate bearing loads and wear/vibrations. The patentpending invention particularly focuses on protecting the engine/gear bearings and the sterntube bearing.

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PROPULSION

No Fail, No Overhaul

Propeller shaft bearings operated by Dynaligners should not fail or need any maintenance throughout the lifetime of the ship. There will not be any need for the regular bearing overhaul in dock required by class rules. The Time Between Overhaul (TBO) of ships in dock is determined only by propeller shaft surveys. Prolonged TBO (= the lifetime of the ship) by means of Dynaligners will save loss of hire and other costs arising from bearing overhaul in dock. It is in the aggregate a very high figure borne mainly by ship owners. Eliminating these costs is the main economical purpose of the Dynaligner.

Counting the Costs

Statistics from the Swedish Club indicate that Machinery Claims and Grounding are the leading types of claims. Of the Machinery claims, 24 percent refer to propulsion damages. It is recognised and well known that almost all propulsion damages are directly or indirectly related to misalignment. It is seldom confirmed in surveyor damage reports as it cannot be strictly proved. The damages occur when the ship is at sea. The surveyors come on board afterwards when the ship is in port with a different shaftline. Systematic follow-up facilities for misalignment are not used during ship operation. However, Lloyd’s Register reports that defect statistics over the last 20 years indicate that the aft stern bush represents 10 percent of the shaft line failures.

Some years ago the following challenge was addressed by ABS: “Shaft alignment-related bearing damage on large ships has increased significantly in recent years, mostly attributable to changes in vessel design, inappropriate analyses, inadequate shipyard practices and lack of well-defined analytical criteria.”

No Well-Defined Criteria

Discussions on the analytical problems have been on-going for decades. Still, the same mathematical models remain in use. It has been obvious that the general and uncritical use of the single support point bearing model is one of the main reasons for the poor analyses. This simplified model is inappropriate for analysis of operation conditions as bearing length and clearance

are omitted. Only concentrated bearing loads can be considered. It is not possible to analyse how the lubrication oil film acts on the pressure distribution in operation condition. The dilemma is traditionally evaded by assuming even distribution. The concentrated bearing load is simply divided by the supporting area to obtain the pressure, indeed a very hazardous procedure. Another deficiency of the simplified model is its inability to reveal load peaks in the bearing edges in operation condition. Such load peaks are quite common. They are often counter-directed, which means that an unloaded zone occurs in between. Unloaded zones may cause problems. They are typical vibration sources. Nevertheless, using traditional and obsolete shaft alignment methods is a wellestablished practice in the shipbuilding industry, including class societies. With the modern technology of today it is high time for a modernisation. An update with Dynaligners and the ‘multi support point bearing model’ will open a new chapter in shipping and ship’s shaft alignment.

Dynaligner

The Dynaligner consolidates sustainable and effective solutions of the problems of ship’s shaft alignment. It replaces the traditional one-off procedure of manual shaft alignment at the shipyards. Instead,

Shaft Alignment Today

Today the alignment of propeller shafts in ships is normally done at the shipyard. After the ship’s launching, the alignment is left to its own fate without any control or correction facilities. Ships’ propulsion machinery is practically always operating under misaligned conditions resulting in gradual or catastrophic bearing failures. No preventive measures are taken before bearing failures or the next bearing overhaul in dock. The failure rate has been more or less the same for a long time. However, in the last few years, the rate has even increased significantly for certain ship types.

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YOUR PARTNER IN CUSTOMIZED OFFSHORE VESSELS

OPERATIONAL PROFILE: OFFSHORE SUPPORT | IMR | DIVING SUPPORT | DP 2/3 WWW.CENTRALINDUSTRYGROUP.COM Dynaligner zd tekening.indd 30

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PROPULSION

Journal bearing

continuous and automatic adjustment of the bearings are performed during ship operation. The ingenious core of the whole invention is how to keep the bearing house solid to the foundation structure during adjustments. Controlling software is included. The device will operate under each corner of the standard shaft bearings by performing adjustments of the bearing bolts automatically and carefully to achieve favourable bearing pressures and lubrication oil films without risking the strength. Bearing offsets and tilts are adjusted in the vertical and the horizontal planes. The objective is to maintain an optimised adaption between the bearing position and the shaft line in the present operation condition. Only mechanical and hydraulical standard components are used without jacks. The device is very easy to maintain. The Dynaligner solution aims to totally eliminate misalignment during ship operation. All problems related to misalignment will become history for the ship owning industry that until now has been helpless in the face of misalignment. A satisfactory operating alignment will become something to take for granted. The Dynaligner is the only alternative that meets the objective. It will solve all problems and overcome all deficiencies mentioned above. The installation can be done on new builds as well as on existing vessels in service when the vessel is in dock for tailshaft survey.

Controlling Software (SoftAlign) SoftAlign is an existing shaft alignment software package with unique properties. Older versions have been used in the

About the Inventors Based in Sweden, Anders Rubin from Propulsion Software AB is a consultant in vibration and alignment of ship’s propulsion machinery. He has an MSc from the Royal Institute of Technology, Stockholm, Sweden. In the Netherlands, Willy Rantanen of DE FIN Offshore & Hydraulics is a consultant in hydraulics in the offshore and shipping industry. He has a DSc in applied physics.

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

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Cavitation region

Pmax international shipbuilding industry through DNV. The new ‘multi support point bearing model’ is used to enable consideration of bearing length, clearance and oil film thickness. It is also possible to consider different aft and forward offsets (tilted bearings). This facility is useful to avoid counter-directed bearing loads. SoftAlign will control Dynaligners continuously and automatically during ship operation. By means of input and output signals, an optimisation procedure is used to control and correct the oil film pressure in the support points as the operation conditions change. The bearing pressure is kept as even as possible all the time, which excludes wear and vibration.

Oil pressure distribution

regular stops for tailshaft survey in dock. There are no delays during the new build phase due to stern tube and shaft alignment procedure, no more jack method with included sag and gap practices required when a new build vessel is afloat. It’s a solution that makes sense: disengaging the propeller shaft bearings from the ship foundation and hull deflections. Dynaligner and the controlling software SoftAlign could well be an innovation that changes shipping.

Cost Savings

For the ship owner, the most important economic advantage of using Dynaligners is saving all the costs brought about by misalignment, not least the class-required

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WORKBOATS

Damen’s new DPu4619 combines a hefty 7,100bhp (5,290kW) with a draught of less than 2m.

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DAMEN’S NEW RANGE OF PUSH TUG

Hidrovia Harvester DAMEN IS FAMOUS FOR TUGS. HOWEVER MOST OF THEIR TUGS ARE PULLING TUGS, UNTIL NOW. EDITOR TOM SCOTT DISCOVERS THAT CHANGE IS AFOOT. “THE DAMEN PUSHER LATIN AMERICA RANGE IS THE RESULT OF 3 years of research into this new market,” explains Damen Sales Manager Alex Westendarp Knol (pictured). “We have been talking to a number of clients and our partner yard in Argentina about the needs and the various possibilities available for the local market.” The market that he is talking about? South America’s Hidrovia – the collective name for the Paraná and Paraguay Rivers that run through the very heart of the continent. The waterways flow through Brazil, Bolivia, Paraguay, Uruguay and Argentina – an area rich in natural resources, producing 45 percent the world’s soya beans and 20 percent of the world’s iron ore.

Power & Precision

In this challenging environment, it is these rivers that act as the most efficient trade routes for the transportation of raw materials. The majority of these raw materials are transported to the Buenos Aires region by tugs pushing convoys of barges loaded with products such as grain, soya and metal ores. “The Hidrovia is booming business,” explains Mr Westendarp Knol. “However, the existing push tug fleet are mainly second

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hand vessels bought decades ago from Mississippi operators. The aging fleet is now in need of replacement.” In particular, the design called for a shallow draught to enable accurate navigation of the upper reaches of the river system. This is of utmost importance in the dry season when water levels can become startlingly low. Power and precision were also critical issues as a fully loaded barge convoy can weigh up to 40,000t and certain stretches of the rivers can be narrow. “Pulling tugs in river systems are fine where space is not limited,” informs Mr Westendarp Knol. “However, on the Paraná and Paraguay Rivers, where there is not much room to manoeuvre and even less margin for errors, push tugs offer more precise transport movements.”

Meeting the Needs

The new range of push tugs – the Damen Push Tug (DPu) Latin America Range is their

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Inspired by water

s aT VIsIT u rg, mbu I Ts h a 117 sTand

Veth Propulsion is the thruster manufacturer that has stood for quality,

www.simacharters.com www.simacharters.com www.simacharters.com 19 Het Ambacht 19 Het Ambacht 19 Maasland 3155AK Maasland 3155AK Maasland Netherlands The Netherlands The Netherlands

service and innovation for decades. Your sailing profile and specific needs form the basis for our bespoke solutions including rudder propellers, bow thrusters, diesel engines and generator sets. Working together with you. ‘Inspired by water, inspired by you’

Veth Propulsion P.O. Box 53 | 3350 AB Papendrecht | The Netherlands T +3178 615 22 66 | E info@veth.net | www.veth.net

info@simacharters.com ANCHORS AND ANCHORS AND +31 104346387 CHAINCABLES CHAINCABLES

Email: Email: Tel: Tel:

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In all sizes & diameters, our materials always have 100% original class certiﬁcates

In all sizes VETH_Adv & diameters, 96x132 FC ENG Shipbuilding (Mrt14).indd our materials always have 100% original class certiﬁcates

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ANCHORS AND CHAINCABLES

ANCHORS AND CHAINCABLES In all sizes & diameters, our materials always have 100% original class certiﬁcates

In all sizes & diameters, our materials always have 100% original class certiﬁcates

G.J. Wortelboer Jr. B.V.

G.J. Wortelboer Jr.wortelboer.nl B.V.

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WORKBOATS Damen’s new range of push tug is designed to push convoys of loaded barges from the heart of South America to coastal ports.

Push tugs offer more precise transport movements.

answer to these design issues culminating in the company’s first inland waterway push tug. The range includes three models featuring power outputs starting from 2,250bhp (1,677kW); the DPu2611, DPu3613 and the DPu4619. One of the key features of the most powerful 46m model are the four direct diesel-driven propulsion lines, translating to a total installed power of a hefty 7,100bhp (5,290kW). Damen is developing a fourth design which will cover the gap between the DPu3613 and DPu4619. This vessel, the DPu4017, will have up to 6,000bhp (4,400kW). Despite this considerable power, a fully loaded DPu4619 still has an impressively shallow draught of 2.25m. While operating at 20 percent tank capacity, the draught is further reduced to less than 2m. The smaller, albeit less powerful, models in the DPu Latin America Range boast even shallower draughts of as little as 1.65m.

Easy Fix

In the design phase of the DPu Latin America Range, Damen selected the mechanical components with care. The company gave special attention to the fact the tugs would be working in sparsely populated areas. As such, the mechanical

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systems of the new range of tugs require little maintenance and are easy to repair with tools and spares carried on board. The sizeable fuel and fresh water tanks offer the range necessary to sail on such a long river.

Advantages of Prefab

The advantages of the Damen organisation really come into play when planning the construction of the new range of tugs. By using the services of Damen Technical Cooperation (DTC) to construct vessels locally, clients can avoid significant import tax payments that are imposed on foreignbuilt vessels. By building a vessel with DTC, there are numerous other advantages. DTC can provide anything between the supply of a design and engineering package to a completed turnkey project. By using prefabricated shipbuilding kits, delivery times are reduced. DTC can assist yards on every level from general management to supplying foremen and engineers. Damen offers ongoing service in the form of a 3-year Customer Service Agreement that includes full supply of spare parts and comprehensive maintenance checks every 4 months. i. www.damen.com

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WORKBOATS

SIMA CHARTERS UNVEIL MULTI-PURPOSE WORKBOAT

Little Gem

Specifications Photo courtesy of Maritime Photo Maassluis

SIMA CHARTERS RECENTLY DELIVERED SC AMETHYST, A MULTI-PURPOSE TENDER ABLE TO CONDUCT A WIDE RANGE OF DUTIES. TO ACHIEVE THE vessel’s diverse work scope the design, a collaboration between Sima and Vripack, incorporates sturdiness, safety, comfort, practicality and cost-efficiency.

ima Charters are specialised in tender services in the North Sea and chartering crewboats for operations all over Europe. They have a wealth of experience in the design of such vessels and can develop designs to meet the specific requirements of their clients. The list of operations Sima have prepared SC Amethyst for is practically limitless. She can be employed for crew transfer, offshore supply, patrol, survey, as a rescue tender, a wind farm service vessel or as a pilot vessel, amongst others.

Practical Application

SC Amethyst is 20m in length with a 6.3m beam and draught of 1.5m. Her aft deck can carry up to 8t of cargo, secured by integrated hooks. Her foredeck can carry an additional 2.5t alongside watertight storage compartments suited either to luggage or offshore operational equipment. The bulwark features a covered aft steering position for complicated docking manoeuvres. Her navigation equipment is top of the range and features two radars, a SAR finder, computer plotters, AIS and Navtex.

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Length 20m o.a Beam 6.3m o.a Draught 1.5m Engines twin Volvo Penta D13 Max speed 28 knots Cruising speed 21 knots Range at cruising speed 700nm Fuel Consumption 200l per hour at cruising speed Tank capacities Fuel 8,000l Fresh water 800l Black/grey water 600l Materia Aluminium Hull type V-shape Designer Vripack/Sima Engineering Vripack/Sima/Shipinstall Naval architecture Vripack Builder Sima Charters Classification Lloyd’s: 100A1, SSC, Pilot HSC, G3 Flag UK Working area 150nm

Sitting Comfortably

SC Amethyst has a Lloyd’s Register classified workboat construction which provides both safety and comfort. A central feature of the comfort the vessel offers is the application of a Seakeeper stabilisation system. This guarantees comfortable motion at sea whilst at lower speeds or when stationary. The Sima-Vripack design also employs an innovative line plan to increase comfort and

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ensure that SC Amethyst continue performing when other, similar-sized vessels, would have to pull out. Other features where the designers have taken steps to ensure comfort include the transparent interior, which affords the captain an almost 360° perspective from the bridge. Low noise levels are also a feature of the interior, with just 62db audible at 20 knots and 64db at full speed. SC Amethyst provides passenger accommodation for up to twelve persons, plus the navigator and captain. The accommodation is open plan and can be reapportioned easily. Sima say that the spacious lower deck is like a luxury hotel with four bunks. It features two showers, each with its own toilet and a central area for communal TV viewing.

Fuel & Cost Efficiency

The all aluminium vessel has twin Volvo Penta IPS propulsion units for maximum fuel efficiency. As a result SC Amethyst uses just 200l fuel per hour at 21 knots. Peter Bouma, Naval Architect at Vripack, says, “The Amethyst has really exceeded our detailed CFD analyses and efficiency calculations. We are very proud of how she performs. Her ship motion levels are remarkably low and because of the high efficiency she is very fuel efficient and thus cost efficient to run. Based on the facts this bruiser is considered the crème de la crème of workboats today. It simply doesn’t get any better than this.” Mr Bouma’s description of Amethyst is apt – she has been designed with awidened hip on the superstructure giving her a muscular, sturdy and aggressive appearance, befitting her unique, strong and adaptable sailing character.

Safe Sailing

Comfort and cost alone are not enough to carry the need for versatility, however. To be really flexible SC Amethyst needs to be safe and that, says Sima CEO Ruud Lievaarts, is always a consideration for the company. “The SC Amethyst is equipped with an advanced shock absorbing bow fender designed to guarantee a constant and safe connection to all wind turbines or boat landings on other structures. The railings are easily removable which allows ship-toship transfers via the side. The recessed fenders alongside the tender protect the other vessel and her ladder when mooring at sea, while the walk-around lifeline prevents passengers from falling overboard.” He also points to the wrap-around bulwark on the aft deck, which prevents water from getting onto the deck, providing an additional layer of safety for both on board cargo and passengers. Sima also incorporated a sophisticated manoverboard-system (MOB), which includes a third steering position for increased security.

Top of the Class

The construction of the vessel was a collaborative effort which saw the outfitting of the vessel being carried out by Shipinstall. This is the fourth offshore vessel that Shipinstall have built for Sima Charters. The first three, which are of the same class, are

the Puma, Lynx and Cheetah. The difference with SC Amethyst is that she has an IPS drive – the first commercial vessel in the Netherlands to be outfitted with this. Shipinstall have previously been involved in yacht delivery, so this step into the offshore sector represents a new direction for them. Joost Kooiman, Director of Shipinstall explains, “This type of project is completely different to yacht building. With this vessel it’s all about efficiency. Shipinstall are very good at special projects like this, however. We have a history of customising our work so we are able to respond exactly to the clients’ needs.” i. www.simacharters.com i. www.vripack.com i. www.shipinstall.nl

Fender Contender A special feature of the vessel is a unique, experimental, bow fender developed for Sima Charters by Fender Innovations. Whilst the side and rear fenders are standard Fender Innovations products, the bow fender is designed for offshore wind operations. It includes an active damping system that avoids the fatigue of standard, foam filled, fenders. Also featured is a high grip toplayer. i. www.fenderinnovations.nl

Photo courtesy of Maritime Photo Maassluis

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TURKISH CONSTRUCTION & CANADIAN DESIGN

Specialist in Tugs

UZMAR SHIPPING HAS BEEN BUILDING WORKBOATS AND TUGS FOR NEARLY TWO DECADES – THE MAJORITY OF WHICH HAVE BEEN OF ROBERT ALLAN DESIGN. SHIPBUILDING INDUSTRY’S TOM SCOTT TAKES A CLOSER LOOK AT the company, it latest contracts and the productive and well-established relationship between a Turkish tug construction company and a Canadian naval architect. WORDS BY TOM SCOTT PHOTOS BY UZMAR

uilding an average of twelve workboats and tugs per year, Uzmar Shipping is sometimes referred to as the ‘Workboat and Tug Factory of Turkey’. The company began constructing vessels for its own fleet in 1996 and later entered the international shipbuilding market. Since its inception, Uzmar Shipping has had a close relationship with Vancouver-based naval architects Robert Allan.

Efficient Design

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Efficiency is improved by series production techniques.

ceremony of the KOC Musaned-2. “We are proud to build such smart line handling tugs to assist tankers in near shore loading terminals and at the new Kuwait Oil Company (KOC) single point mooring system further offshore.” The 20m KOC Musaned-2 is the second of a series of six line handling tugs being built for KOC’s tug fleet – in line with the company’s strategy to maintain the highest fleet standards. What is notable about this design is just how much machinery and equipment has been fitted on board – a windlass, two anchor capstans, electric capstan, starter boxes and chain stopper to mention a few.

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Specialised in overhaul of main and auxiliary engines

Workshop activities such as crankshaft- and cylindrical grinding, reconditioning connecting rods and pistons (4-stroke), honing of cylinder liners, overhaul of cylinder cover & many more. Our highly skilled service engineers operate 24/7 world-wide on sea going vessels.

Algerastraat 20 • 3125 BS Schiedam • The Netherlands T +31 (0)10 238 09 99 • E shiprepair@nicoverken.nl • www.nicoverken.nl

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This was achieved by the fundamental efficiency of the initial design but also by 3D modelling to optimise the available space. The use of 3D modelling by the in-house design team provides the future benefits of improving future servicing and maintenance activities. “Thanks to the designer Robert Allan, who was able to integrate a very complex list of equipment into such a compact boat,” continued Captain Altug.

Two Down – Six to Go

Uzmar has fabricated AVT tugs and pilot boats, but their curriculum vitae illustrates most experience with ASD and Twin Screw tugs. However, this will now have to be updated because in March, the company delivered the first two of a series of eight diesel-electric push boats for the South American market. Once again, Robert Allan provided the designs for all eight vessels – drawing on their extensive experience designing shallow draught vessels for the Canadian northland. Illustrating the

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cooperation of all parties involved, Captain Altug commented at the delivery ceremony, “The key factor for the overall success of a project is always the good cooperation of the owner, shipyard and the designer.” These shallow draught workboats are designed to push a 250m long flotilla of sixteen barges loaded with iron ore from Northern Brazil to Uruguay. After completing successful sea trials, Uzmar’s two 45m push tugs were loaded onto the semi-submersible project cargo vessel Rolldock Sea using the float-in method. On arrival at Rolldock’s logistics base in Montevideo, Uruguay they were unloaded using the float-off technique before final delivery to owner Hidrovias do Brasil.

Production efficiencies are further improved by the company’s modular series production techniques. The in-house design team is not only concerned with the technical aspects – productivity comes from the crew too and as such the functionality of the onboard systems and living spaces smoothly integrate the crew. i. www.uzmar.com

Modular Production

The combination of the 6ha Turkish production facility near Istanbul with Canada’s oldest naval architectural firm is clearly a productive and efficient one – to date it has yielded a total of 71 tugs utilising thirteen different Robert Allan designs.

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INNOVATION DRIVES AFRICAN BUILT OIL & GAS SUPPORT VESSEL GROWTH

Diving Solutions SOUTH AFRICA-BASED NAUTIC AFRICA AND UNIQUE HYDRA HAVE RECENTLY BEEN AWARDED A CONTRACT TO DEVELOP, CONSTRUCT AND DELIVER A DAVIT DEPLOYED DIVING DAUGHTER CRAFT FOR FPSO inspection operations in Angola. Nautic Africa CEO James Fisher tells Shipbuilding Industry that the contract sees the company step towards its goal of providing purpose-built, tailor-made solutions to the West African offshore industry.

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he vessel will be launched from a DP support vessel that serves the needs of the FPSO on a daily basis. It will be used to inspect the hull and carry out UWILD (underwater inspection in lieu of drydocking) services with its diving systems and cameras.

Purpose-Built for Africa

The contract arose, Mr Fisher explains, when Unique Hydra were approached to provide a diving solution for a 400m FPSO off the coast of Angola. Currently no such solution exists in the country and this was seen as a cost-effective alternative to moving the FPSO to dry-dock for servicing. “Unique Hydra is well-known for providing world class commercial diving services and systems and when 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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other specialist companies in delivering such solutions for the African market – especially in light of the fact that the vessel design, with slight adjustment, can be applied widely. “For example, with minimal changes to the application and overall design, the dive support vessel can be used for… patrol, security, policing, sea rescues and for fisheries as well as within the oil and gas industry,” he explains. The versatility of the vessel is backed up by an in-depth understanding of the African offshore industry, Mr Fisher explains. “We’ve been closely involved in the African

they were approached to provide a diving solution they turned to Nautic Africa… to assist them in developing and constructing a vessel purpose-built for African conditions.”

Stringent Requirements

Mr Fisher explains that the two companies have worked closely and intensively in recent months to refine the technical aspects in line with the stringent requirements of the client – of which timeliness was one. “The whole project is on an extremely tight deadline. This is because dry-docking is required for the offshore supply vessel to be remobilised for the dive support vessel and the longer our team takes to develop and build the diving daughter craft, the more expense is incurred in having the offshore vessel in dry-dock.”

Technical Innovation

Mr Fisher says that the order has given Nautic Africa the chance to demonstrate the level of technical innovation that is at the heart of the company’s business strategy. www. s h i p b u i l d i n g - i n d ustr y.eu

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The vessel is currently being developed with construction due to commence at the end of May. Delivery is anticipated at the beginning of October. The vessel will feature single point hoisting and will have a twin diesel water jet propulsion system. At her maximum speed of 20 knots the vessel will be able to cover a range of 60 miles. An A-frame will offer SWL 350kg lifting capacity. Nautic Africa have incorporated a foam collar fender to the design so that the vessel will have protection when alongside the FPSO. A Unique Hydra Nitrox dive control system will enable, simultaneously, three diver operation. The vessel will be able to accommodate one coxswain and one diver supervisor in addition to two diver teams of three persons. Each diver team will consist of two main divers and one standby diver. The teams will take turns to perform over a 6 - 8 hour time period.

Versatility

marine market for the past 6 years and during this time, have developed a thorough understanding of the African offshore industry. We understand the dynamics and challenges of the industry and have used this knowledge to support operations in the oil and gas sector and provide customised solutions that meet the needs of our evergrowing client base.”

South African Skills

Mr Fisher points out that this project serves to demonstrate that the skills necessary to service the African offshore industry can be found within Africa and this, he says, bodes well for the future. “We are extremely proud to have been awarded this contract and see great potential for future collaboration with Unique Hydra and other specialist companies in delivering solutions for the African market.” i. www.nauticafrica.com i. www.hydra.co.za

Mr Fisher says that he looks forward to more collaboration with Unique Hydra and S BI 2014 | Vo l u me 8 | I s s u e 2 | 4 3

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“Merwelands Jachtbouw Rotterdam B.V. is a self-sufficient shipyard in the Port of Rotterdam. Merwelands can build or Re-Fit vessels in steel or aluminum and also under various sorts of class (Lloyd’s Register/ABS /CE). We can accommodate vessels up to 25 meters or 80 tons of weight. Please contact us for the various possibilities.”

Marine- and Offshore Cranes | Worldwide Service | Spare parts on stock

LABLE CRANES AVAI FROM STOCK

P.O. box 480, 5140 AL Waalwijk The Netherlands Tel: +31 416 651 012 Fax: +31 416 650 757

info@double-d-marine.com parts@double-d-marine.com services@double-d-marine.com sales@double-d-marine.com

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WORKBOATS UNDER DUTCH SUPERVISION

From Start to Finish THE NETHERLANDS-BASED NEPTUNE SHIPYARDS BUILDS ALL ITS HULLS FOR WORKBOATS IN-HOUSE AND CUTS ITS OWN STEEL COMPONENTS. WITH ALL SHIPBUILDING knowledge gathered under one roof, Neptune develops and delivers vessels within a very short time span. By providing workboats for the offshore and dredging markets, the shipyard’s engineering department is constantly on top of its game and working on new designs.

roviding services in the shipbuilding and shiptrading sector such as building, repair, refit, maintenance and charter, Neptune Shipyards assists its clients from start to finish. Through its own local facilities for constructing the hulls and highly specialised and experienced crews working on the final outfitting of the vessels, it provides craftsmanship, flexibility and innovation every time. With years of experience in building tugboats, specialised workboats, multipurpose pusher tugs, crew boats, jack ups, pontoons, etc, the shipyard is constantly working on new designs and improvements. Their in-house repair yard – with a large slipway to perform any repair, maintenance or 5 0 | S B I 2 0 1 4 | Vo l um e 8 | Issue 2

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Neptune Shipyards builds all workboats, including hulls, in-house at its yard in the Netherlands.

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Neptune Shipyard has had experience building Euro Carriers for over 20 years, guaranteeing exceptional operational reliability. Photo courtesy of Flying Focus

survey required – provides the shipyard with the ability to offer their client the complete package when it comes to repairs or maintenance.

Euro Carrier Workboats

One of Neptune Shipyards’ specialities is their brand of multipurpose workboats, named Euro Carrier. The yard has had experience building Euro Carriers for over 20 years, guaranteeing exceptional operational reliability. All standard Euro Carrier workboats are built in series and to a standard design. The vessels can be used for a wide range of marine operations and are designed to perform a wide variety of tasks, such as supplying fuel and water, transport of equipment on deck or in ISO containers, survey and research jobs, ploughing with an A-frame and general towing jobs. This is why all standard Euro Carrier workboats carry a lot of equipment on board.

Nevertheless, adaptions of the original design are possible and the same delivery time as the standard vessels is guaranteed. The very short delivery time is possible because the entire building process takes place at the yard’s own production facilities. Standard work vessels are available from stock and can be delivered within a matter of weeks.

Euro Tugs

Besides the Euro Carriers, Neptune Shipyards also constructs and develops Euro Tugs. Their standard Euro Tugs are available in two sizes, the first one is the Euro Tug 2710. The dimensions of the vessel are 27 x 10m and the draught is approximately 2.8m, providing excellent stability and sailing characteristics. The Euro Tugs are designed to function as multipurpose vessels and are especially well suited for towing and anchor handling jobs, as well as providing fuel and freshwater transfers. Photo courtesy of Flying Focus

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Photo courtesy of Flying Focus

The new aluminium design crew vessel from Neptune Shipyards, Liz V.

This type of tugboat has a 40t bollard pull and has sufficient space on deck to install a large amount of equipment. The Euro Tug 3210 is the second version, which is of fundamentally the same design, but with upgraded equipment. This 3210 tug has a 50t bollard pull and standard waterfall winches for towing and anchor handling. A 15t tugger winch, a large deck crane that can manage the anchors during anchor handling, hydraulic wire guide pins, a hydraulic wire stopper and a bowthruster have also been installed. The exact arrangement and amount of deck equipment can be modified at the client’s request. Recently the company made the decision to start building the Euro Tugs in series. This means that the yard can offer fully equipped tugboats with the same short delivery times as the Euro Carriers. Here too, there is the option to adjust the tugs to the specific requirements of the client.

Crew Vessels

The new aluminium design crew vessel from Neptune Shipyards, Liz V, was the first of a kind. She is 31.3m long (LOA), has a 6.6m beam and a 1.3m draught (at half load), her monohull design promises better seakeeping than catamarans in heavy weather as the movements of the vessel through high waves are much more gentle, optimising comfort for those on board. The unique design carries a High Speed Craft notation, meaning she is designed to very high safety standards.

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Liz V is able to carry 24 passengers and can undertake a variety of tasks. She mainly transfers passenger to offshore windfarms, offshore platforms or working facilities. She can also carry 20” ISO containers and other kinds of cargo in a role as a high speed supply vessel. The yard is currently building another crewboat; this vessel will also be built under BV HSC regulations and will be able to transport 24 passengers at a time.

Pontoons & Barges

In addition to the tugs, workboats and crew vessels, Neptune Shipyards also offers a wide variety of pontoons and barges. A large fleet of barges is always available at the shipyard, these barges can either be chartered or bought to fit the clients needs. If required the yard can also supply new barges of any size fitted to the owners requirements. Should the barge be intended for a specific job, Neptune Shipyards offers many standard components, such as hydraulically driven mooring winches, hydraulic driven or normal spud legs, accommodations, crawler cranes, etc. Special barge arrangements can also be constructed to meet specific requirements. i. www.neptuneshipyards.nl

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ABP Port of Southampton • 10-12 June 2014 ■ Marine Civil Engineering ■ Marine Renewable Energy

Seawork International is the biggest and fastest-growing UK event for the commercial marine and workboat sectors, attracting 520 international exhibitors and 7,300 high-calibre visitors from 70 countries

■ Hydraulics & Pneumatics ■ Diving & Underwater Technology

■ Port, Harbour & Marina Services ■ Safety & Training ■ Power & Propulsion Systems ■ Vessel Design, Build & Repair ■ Innovations Showcase ■ Maritime Security & Defence

For information about Seawork 2014, contact the Events Team on:

Tel: +44 (0)1329 825335 Email: info@seawork.com

www.seawork.com

EXHIBITION&CONFERENCE

Seawork 193x132 Shipbuilding Ind.qxp_Seawork Port of Scotland 17/04/2014 15:50 Page 1

Meet with maritime professionals, share ideas, have fun and support the Foundation for Cancer-Free Children (KiKa) JOIN THE YELLOW & FINCH MARITIME CHARITY GOLF EVENT –––

THURSDAY, 18 SEPTEMBER 2014 DE GOESE GOLF COURSE GOES, THE NETHERLANDS

ASK FOR THE SPONSOR OPPORTUNITIES REGISTER T +31 118 473 398 E info@ynfpublishers.com I www.ynfpublishers.com

Download the Brochure and Registration form www.ynfpublishers.com Golf 2014 - half page.indd 1

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– EV EN T S PO NS OR –

– MA IN SP ONS OR –

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EMISSIONS

BUREAU VERITAS TO OVERSEE LNG FERRY CLASSIFICATIONS

Switching to Gas

Photo courtesy of Brittany Ferries and STX France.

BUREAU VERITAS IS TO CLASS A NEW BUILD LNGPOWERED MAJOR RORO FERRY. THEY ARE ALSO OVERSEEING THE conversion of three existing RoPax ferries, all on behalf of Brittany Ferries. The classifications are a sure sign that LNG is being seriously considered as a fuel.

ureau Veritas, along with Tecnitas, carried out a major risk analysis into the potential for LNG fuel use for Brittany Ferries. The findings of the analysis, Bureau Veritas report, were integral to the ferry company’s decision to make the move to gas fuelled vessels. Amongst the considerations of the analysis was the current availability of LNG fuel. One of the main reasons LNG has not yet reached its potential as a fuel is the well known

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The new build ferry will be one of the largest RoPax vessels to be powered by LNG to date.

‘chicken and egg’ situation. Put simply, there is a lack of inclination to make the switch whilst bunkering facilities remain so few. The will to develop such facilities remain elusive, until companies start to make the switch.

Clear Picture

Jean Jaques Juenet, Passenger Ship Manager at Bureau Veritas, says, “We are proud to be deeply involved in this major project, not only by performing the required risk analysis for the ships, but also together with Brittany Ferries, working with the ports they serve on the logistics and bunkering. With a clear picture of the economics and safety issues and certainty about the fuel supply Brittany Ferries was able to take the crucial

decision to adapt to new emission rules by making a full switch to gas power.”

Large Capacity

STX France are to build the new ferry, which will be one of the largest LNG-powered RoPax ferries constructed to date. It will have a passenger capacity of 2,475 and space for up to 800 cars. The new vessel will be able to travel at speeds up to 24.5 knots. It will employ GTT membrane tank technology for gas containment, which will allow for a larger capacity and, therefore, a longer duration between bunkering operations. i. www.bureauveritas.com

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EMISSIONS

IMO DECISION BRINGS CLARITY TO SHIPBUILDING

Photo courtesy of IMO

Knocking NOx Emissions Down

THE IMO’S MARINE ENVIRONMENTAL PROTECTION COMMITTEE, MEETING AT THE BEGINNING OF APRIL, REACHED AGREEMENT ON THE IMPLEMENTATION OF TIER III NOx REDUCTIONS IN SHIPPING EMISSIONS WITHIN EMISSION CONTROL AREAS (NECAs). The agreement comes after months of uncertainty that stemmed from Russian-led opposition to tightened legislation. It is hoped that the decision will lead to greater clarity for the shipbuilding market, acting as a catalyst for innovation. WORDS BY BEN LITTLER

a sustainable, modern clean mode of transport.” Those in favour of the new requirements, such as the North Sea Foundation, were quick to point out that a North American NECA had already been announced. Additionally, there have been several declarations from the engine production industry that the technology is, in fact, ready for use.

Technology Solutions

he proposed reduction in emissions is part of an amendment to the Marpol annex VI requirements, which came into force in 2005. The annex aims to reduce harmful emissions from the shipping industry and the latest amendment is the result of improved technology coming onto the market, which makes further reduction possible. The reduced emissions requirements will affect any ships newly built after 1 January 2016 operating within the specified NECA areas. Vessels constructed after this time must emit 80 percent less NOx than was required by Tier I regulations. The reduction is anticipated to come via application of exhaust-gas cleaning or selective catalytic reaction (SCR).

was based on the premise that current technology was insufficient to facilitate compliance with the forthcoming legislative changes. However, Eelco Leemans, Director of the environmental group North Sea Foundation and Chairman of the Clean Shipping Coalition, said, “If clean up measures like these are erased, shipping can impossibly claim its much wanted reputation as

Met with Resistance

The proposals met with resistance in May last year, from some countries, including Russia, Poland and Greece. Their argument

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Photo courtesy of Wärtsilä

Finland’s Arctia Shipping retrofitted its icebreaker Nordica with a Wärtsilä NOx Reducer System.

MAN Diesel & Turbo Chief Technology Officer, Dr. Hans-O. Jeske, underpinned the company’s technological readiness: “Exhaust Gas Recirculation and Selective Catalytic Reduction are technologies we not only have available but have operational experience with.” Danish vessel Petunia Seaways, equipped with an MAN SCR system, has reliably operated for 9,000 hours to date and follows the world’s first Tier-III-compliant, two-stroke engine that was built by Hitachi Zosen Corporation in Japan for a general cargo carrier in 2011. Similarly, MAN Diesel & Turbo received its first commercial order for an Exhaust Gas Recirculation system, to be applied aboard a 4,500TEU Maersk Line container newbuilding, in 2012. The system will be fully integrated with the vessel’s main two-stroke engine, to be built by Hyundai Heavy Industries’ engine & machinery division. Of course, MAN Diesel & Turbo has also met the Tier III challenge by introducing dual-fuel engines that can

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EMISSIONS

Photo courtesy of IMO

operate on clean-burning gas. Another example of NOx reduction technology on the market is Wärtsilä’s aptly named NOx Reducer, it is an emission aftertreatment system based on SCR technology. It is valid for use with Wärtsilä mediumsized engines and available for new builds and retrofits. Compatible for use with both distillate and heavy fuel oils, the system is notable for its ease of installation.

North Sea Consultation

In 2012 the North Sea Consultation Group, which received funding from a number of EEA governments, including Sweden, the Netherlands, Denmark, Norway, Germany and Belgium, concluded its report ‘Assessment of the environmental impacts and health benefits of a nitrogen emission control area in the North Sea.’ The findings of the report were that the introduction of an NECA would have little or no negative impact on shipping in the area, whilst offering significant benefits in terms of atmospheric cleanliness and associated health benefits. In particular the health of

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those living in port cities and coastal communities is anticipated to improve.

Port Approval

The Tier III standards and application of a NECA in the North Sea are also attracting the support of ports in the area. The Ports of Antwerp and Rotterdam have voiced their approval of the new regulations, provided things are handled with care. This, in the ports’ view involves financial support for maritime industries within NECAs. The need for this is pressing, they say, especially in light of the current economic situation. The ports also state their concerns that support may not be forthcoming, citing their view that too little has been done in the face of imminent SOx reduction rules. They call for a level playing field in all European waters to make the new regulations not only meaningful, but also fair.

Reduction Upheld

The hope of the Russian-led faction was that the new regulations could be postponed until 2021. Initially there were some signs that this

might take place. Since then, however, there have been moves, notably by the Danish authorities, to challenge the matter and retain the original 2016 start date. Denmark has been cooperating with a number of other countries in this, including non-European states, the USA and Japan. The result of these efforts has been to ensure agreement to the original start date to the new regulations within predesignated NECAs. New NECAs start dates will be dependent upon when they are designated. The signs seem to point towards progress on this matter. Certainly the majority of European governments are keen to see implementation and there is consensus amongst environmental groups. Driven by this, those providing engine technology have delivered the equipment necessary for fulfilling the requirements and the ports are busily readying themselves for the new regulations. i. www.imo.org

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ShipBuilding 223x297

20-03-14 17:55

™ÂÏ›‰· 1

Posidonia 2-6 June 2014

Metropolitan Expo, Athens Greece

it's a great deal The International Shipping Exhibition

Organisers: Posidonia Exhibitions SA, e-mail: posidonia@posidonia-events.com

www.posidonia-events.com

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SBI OUTFITTERS PAGES Coatings for Germany

Rudder Efficiency Becker Marine Systems’ Cross Over Rudder converts swirl into driving power. A rudder bulb optimises performance between the propeller hub cap and rudder, making it an energy-efficient solution with continued optimum manoeuvrability. Specifically designed for stern optimisation, the Cross Over Rudder is an addition to the two existing energy-saving devices – the Becker Mewis Duct and Becker Twisted Fin. If the three systems of the stern, propeller and rudder unit are perfectly matched, owners can lower energy consumption in a double-digit percentage range. i. www.becker-marine-systems.com

Ecospeed has appointed Karberg & Schmitz of Hamburg as Ecospeed agents. They represent Subsea Industries and Hydrex in the sale and delivery of Ecospeed, Ecoshield and related products including service, maintenance and warranty work. With Ecospeed on the hulls and Ecoshield protecting rudders, running gear and bulbous bows hold up extremely well in conditions that are notorious for destroying conventional hull coatings. Both Ecospeed and Ecoshield come with a 10 year guarantee. i. www.hydrex.be i. www.karberg-schmitz.de

Air-Operated Hoists

Rescue Vessels Generators Germany’s Fassmer yard has ordered new WhisperPower systems for three rescue vessels for the German Maritime Search and Rescue Service. The order concerns a contract for three keel-cooled M-SQ27 1,500rpm diesel generators with SYMAP generator control for central monitoring and synchronising with shore power and the main generator. When the vessel disconnects from the shore power, all electrical functions will, without interruption, continue to operate. i. www.whisperpower.com

Lightweight Lifting Cylinders

JD Neuhaus recently introduced further models into their EH range of air-operated monorail hoists. Two versions, for each of the 75 and 100t lifting capacity products in the EH range, are now available in both double trolley as well as the previously available four trolley traverse drive versions. All these models utilise a new air motor unit providing a 9kW power output at a 6 bar air pressure supply. This motor incorporates proven technology for the lift/drive and integrated braking operations, based upon a stepped brake piston and self-lubricating rotor unit. i. www.jdngroup.com

Holmatro has developed cylinders made of aluminium as an alternative to the heavy steel cylinders currently on the market. The aluminium cylinders fitted with the unique Duo Power Ring concept, still guarantee quality, but are more than 50 percent lighter. The cylinders enable individuals to handle far higher tonnages, making the work much healthier and safer. The new aluminium cylinders meet the stringent quality standards that characterise the hydraulics specialist. Holmatro developed a complete range of lightweight spring return and double-acting aluminium cylinders produced from 7075-T6 black anodised aluminium. i. www.holmatro.com

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

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smm-hamburg.com

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SBI OUTFITTERS PAGES RoPax in Heavy Ice

Special Coupling Solutions Vulkan Couplings’ focus of this year’s product and performance presentation at Sea Japan in Tokyo consists of specially integrated marine drive solutions for offshore ships. Vulkan Couplings’ latest successful project was the equipment of six drill ships, built by the Estaleiro Enseada do Paraguacu shipyard for the Brazilian Charterer Petrobas. Vulkan Couplings supplied the highly flexible couplings for the Caterpillar MaK 16CM32 Gensets and the electric motors CAT 3516 B, as well as the torsionally rigid couplings and brakes for the Kawasaki steering propeller KST-320LF. i. www.vulkan.com GENSET

MacGregor has secured a contract from Damen Shipyards for the design and delivery of key components for RoRo access equipment for two 80m ice-class RoPax ferries, destined to operate in Canada. The ferries will each be equipped with MacGregor bow doors, a bow ramp/door, a stern ramp, shell doors and a hoistable car deck system. They will be able to carry up to 200 passengers and 60 vehicles. The first ferry is scheduled for delivery in 2015 and will operate on the Fogo Island and Change Islands service. The second is scheduled for delivery in 2016 and will operate on the Bell Island service. i. www.cargotec.com i. www.damen.com

AZIMUTH THRUSTER

EMERGENCY GENSET

AZIMUTH VERTICAL THRUSTER

GENSET

Sterile HVAC Solution Wilhelmsen Ships Service (WSS) has launched a highly innovative but simple solution to assist ship owners meet one of the demands of MLC2006. The Duct Air Treatment is an anti-bacteria block that works within onboard HVAC systems to stop the spread of invisible mould, bacteria and viruses. The block sterilises and sanitises the entire onboard air conditioning system, including both the air passing through the system and the air handling unit, ducts and diffusers. It is 100 percent natural with no maintenance or energy costs and is quick and easy to install, with no need for installation equipment or training. i. www.wilhelmsen.com

Ballast Water Regulation Ready

Clear Separator Control

UK-based Condor Ferries’ two RoRo ferries will be retrofitted with Wärtsilä’s new Aquarius Ready ballast water management system (BWMS) solution. The BWMS solution is a phased process that enables cost savings and installation flexibility for ship owners preparing their vessels for ballast water treatment regulatory compliance. The Aquarius Ready concept has been developed by Wärtsilä to prepare vessels for the fitting of BWMS, while minimising vessel downtime, thereby enabling more efficient operations. The contract was signed in February 2014 and the final equipment delivery will take place within 12 months of the ratification of the IMO Ballast Water Convention. i. www.wartsila.com

The GEA Westfalia Separator IO reduces complexity and focuses on user-friendliness with a much more intuitive range of functionalities. Displays have been consistently streamlined, the symbols are self-explanatory, and the colour code is based on international standards, either traffic signal colours for statuses or the standard which is used in plant construction for identifying pipework. With just one glance the operator knows not only what is running through the centrifuge but also whether the conditions are good or bad in this particular situation. i. www.gea.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.

Bakker Sliedrecht Electro Industrie B.V. Leeghwaterstraat 55 – 59, Sliedrecht P.O. Box 25, 3360 AA Sliedrecht The Netherlands T +31 (0)184 436 666 F +31 (0)184 436 677 E info@bakker-sl.nl I www.bakkersliedrecht.com Contact: Arie Boer As a professional organisation Bakker Sliedrecht is continuously looking for optimum and innovative solutions, with the aid of conventional and state-ofthe-art electrical and mechanical techniques, which meet expectations using its in-house production of drive, control and automation systems, switchboards, MCCs, consoles, custom-built electric machines on board as well as submerged ones, and cabling. Bakker Sliedrecht guarantees an outstanding service, 24 hours a day, world-wide. Quality, safety and environment conditions constantly have their attention. No ocean too deep, no country too far…

CHEMETALL B.V. IJsselstraat 41 5347 KG Oss, The Netherlands T +31 (0)412 681 888 E ampak@chemetall.com I www.chemetall.com 6 2 | S B I 2 0 1 4 | Vo l um e 8 | Issue 2

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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 De seize 7, 9041 VC Berlikum The Netherlands T +31 (0)518 461 600 F +31 (0)518 460 802 E info@heligrid.nl I www.heligrid.nl Contact: Paul Boelens p.boelens@ heligrid.nl As sister-company of Cramm Yachting Systems (www.cramm.nl) Cramm HLS is delivery equipment for safe and secure landing/ approaching to a ship. One of the products is het Helicopter Landing Grid (heligrid) which is for landing of a helicopter to a ship deck.

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.

DSR Europe office: Graf Adolf Str.98, 40210 Dusseldorf, Germany T +49 (0)211 164 9906 F +49 (0)211 164 9909 E euo@dsrcorp.com Contact: Mr. Phil Na Seoul office: Woosin Bldg. 7F, 646-15, Yeoksam-dong, Gangnam-gu, Seoul, 135-911 Korea T +82 (0)2 3420 3500 F +82 (0)2 3420 3600 E sales@dsrcorp.com DSR is the world leader in the manufacture of quality special fiber ropes and special wire ropes. We have been trying our best to lead the industry by developing the most advanced fiber and wire ropes. We always work with our customers. We offer the best quality and service of our products.

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, 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 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 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

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manufacturers to be awarded MED approval for pilot ladders and lifeboat/ embarkation Ladders. Daily, MED 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 high-speed military applications. The maximum propeller diameter we build in Singapore is 4,000mm with shafts up to 12,000mm. 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 Ship Refit Repair & Conversion Shipboard Automation & Marine Electronics Focus on Denmark

Ship Reports YN 455/456 – Shipyard de Hoop

Deadlines Copy deadline Advertisement deadline

16 May 2014 6 June 2014

Subjects can be changed without prior notice.

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ShipBuilding Industry’s Tom Scott (right) in conversation with Damen Schelde Naval Shipbuilding Production Coordinator Arjen Poortvliet.

WORD ON THE SEA

Making connections Back in April I was invited on a personal tour worked on this great project, demanding a high level of the Royal Netherlands Navy’s latest asset – the of accuracy,” Stefan den Breejen informed us. Karel Doorman at Damen’s yard in Vlissingen, the The Romania-Netherlands connection continues Netherlands. The man leading me around this 205m with Alewijnse, whose scope of work for the Karel military maze? Damen Schelde Naval Shipbuilding Doorman was their largest order on a single ship. Production Coordinator Arjen Poortvliet. Without They carried out the bulk of the work in Romania him, I would have been lost in and are currently busy with final minutes. assembly at their permanent service Of course, the sheer scale of and maintenance facility at Damen the vessel left me dumbstruck; the Shiprepair Vlissingen. main deck is more than 2,000m2 Alewijnse also took on the – large enough for two Chinooks maintenance and reconditioning to land at the same time. Holland works of MPI Offshore’s jack-up The ammunition Marine Lifts’ 40t ammunition and wind turbine installation vessel vehicle lift is an awesome piece and vehicle lift is an MPI Resolution at Damen Arno of hydraulics. The cooling units Dunkerque (pictured above left). awesome piece of installed by Heinen & Hopman Alewijnse Marine Rotterdam are the largest they have ever removed two auxiliary alternators, hydraulics. built and will provide Freon-free four main alternators and twelve air conditioning and cooled water for the vessel’s electric motors for overhauling at their special accommodation areas and systems. The fuel lines workshop in the Netherlands. Damen’s involvement feeding the five Rolls-Royce Bergen generators were was strengthening the ‘feet’ of the vessel’s six legs. almost big enough to crawl through – considering the 25MW total power output. What impressed me as much as the sheer scale of the project was the number of co-makers involved. For example, Den Breejen provided the painting and coating expertise, but not only in the Netherlands. They carried out most of the painting work at Damen Tom Scott Shipyards Galati, in Romania. “We are proud to have tom@ynfpublishers.com

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