ShipBuilding Industry, Vol.9 No.1 by Yellow & Finch Publishers

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SBI 2015 | VOLUME 9 | ISSUE 1

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SB I VOL. 9 ISSUE 1 | 2015

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TURKEY

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OFFSHORE GAME CHANGER

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GIANTS AT ROTTERDAM PIONEERING SPIRIT & CSCL GLOBE

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A Cracking Start WELCOME TO ANOTHER YEAR OF SHIPBUILDING INDUSTRY MAGAZINE. IF THINGS CARRY ON AS WELL AS THEY STARTED, THEN IT’S GOING TO BE GOOD ONE! For me personally, the beginning of the year was exciting. I was privileged to witness the arrival of two of the world’s largest ships – the Pioneering Spirit and the CSCL Globe – at the Port of Rotterdam. Together, these two titans measure almost 800m. What a fantastic way to kick off 2015. Read about both vessels in a special feature starting on page 36. This marks a moment in history for the shipbuilding industry as well as the city and the port of Rotterdam. However, time and technology wait for no man – the Globe has already been eclipsed by MSC’s Oscar and Allseas, Pioneering Spirit’s owners, recently stated that their next vessel in the planning will be even bigger. A new year means new ships – and ShipBuilding Industry wouldn’t be what it is without a Ship Report. We have two for you to enjoy. First the Procyon, the final delivery in a threevessel order for the Dutch Pilots Association, is ready for North Sea action. Check out the Ceona Amazon too – turn to page 10 to read why Ceona call their new asset a ‘gamechanger’ and also to see some awesome exclusive photos of the vessel’s pipe-lay tower and crane installations. Also in this issue we bring you some of the latest developments in naval architecture. We hear from Henrique Pestana who, in his role of Head of Ship Design at ABB, concludes that, when considering ship design, the future is not so much about fuel savings, but more about flexibility. The future of the industry cropped up again when one of our editors found out how Veth Propulsion is focusing more on sustainability.

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

Turkey is a hot topic here at the Yellow & Finch offices – we highlight one of the country’s fastest growing shipyards and learn more the design of a cargo vessel with unrivalled environmental qualifications. And, of course, don’t forget Europort Istanbul next month. Once again, we have a stand there, so if you are also at the show, do drop by and meet some of the team.

DENNIS VINKOERT

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Offshore Industry | ShipBuilding Industry | SuperYacht Industry Port Industry | Maritime Services Directory w w w. s h i p b u i l d i n g -i n d u s tr y. e u

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contents SBI

ISSUE 1

SPECIAL FEATURE

36 Pioneering Spirit – Allseas’ Giant Arrives

2015

40 CSCL Globe – Another World’s Largest at Rotterdam SHIP REPORT

10 Ceona Amazon – Deep Water Surfer 24 Procyon – Third Vessel for Dutch Pilots NAVAL ARCHITECTURE

20 Design Point – Flexibility in Ship Design 46 LNG Tug – Robert Allan’s Fresh Look 48 Green Credentials – Norden’s Super Efficient Design MARINE PROPULSION

30 Forward Thinking – Veth’s Vision of Sustainability 52 Gas Conversion – Stena Selects Methanol

TURKEY

16 See You In Turkey – Europort Istanbul Preview 44 Selah Shipyard – Growing in Offshore Market SHIPYARD LAW

54 Storm in a Teacup – Right of Retention

REGULARS

1 Publisher’s Note 4 News in Brief 60 Outfittters Pages 62 Yellow & Finch Pages 64 Word on the Sea www. s h i p b u i l d i n g - i n d ustr y.eu

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On the Cover A whisker under 200m long, Ceona’s new pipe-laying flagship – the Ceona Amazon – received her multi-lay pipe tower and two active heave compensated masthead cranes last month at Huisman’s yard in the Netherlands. Ceona developed the design in-house and calls the end result a ‘game changer’. Turn to page 10 for the full report. Photo Courtesy of Ceona Services UK Ltd. Copyright Van der Kloet. S B I 2015 | Vo l u me 9 | I s s u e 1 | 3

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SBI

NEWS IN BRIEF New Dredgers for Van Oord

SBI FEATURE

Damen signed a contract with Van Oord for the supply of a CSD 650 custom suction dredger intended for Caspian Sea operations. The vessel will begin operations in April after undergoing modifications to change her classification from sheltered waters to coastal operations. “Damen’s expertise combined with Van Oord standards will result in a fit-for-purpose addition to our dredging projects,” says Peter Bunschoten, Project Director at Van Oord. Van Oord also contracted LaNaval Shipyard to build two trailing suction hopper dredgers. Both 158m dredgers will have a hopper capacity of approximately 17,000m3 and a total installed power of 23,680kW. Due for delivery in 2017, the vessels will be equipped with innovative and sustainable systems and will obtain a Green Passport and Clean Ship Notation.

IADC at 50 The International Association of Dredging Companies (IADC) celebrates its 50th anniversary this year. Established to highlight the economic and social benefits of well-planned maritime infrastructure construction, the IADC publishes the quarterly Terra et Aqua Journal as well as numerous publications. To celebrate half a century of maritime infrastructure construction, the IADC is organising an exclusive ‘From Birth

to Boom: Asian Maritime Megastructures’ conference later on in the year as well as a webinar focussing on dredging equipment. IADC members have also dug deep into their archives to put together a limited edition photographic book entitled ‘Beyond Sand and Sea’.

M E a ve rit n im M ar ts e E W ch

E 10 C AO – op f 1 f 2 w enh s h o , 2 w a w g r e 015 . e en 2 w , 01 ea N 5 . o or M r g wa ar c /o y Eu h ff r o 11 sh or Is p o – ta r t 14 e2 01 w nbu I s t , 2 w l, a 0 5 w n b 15 T .e u u u r rk l o p ey 2 0 15 or Ap tril i s M 2 ta a r 2, nb R i t i m 20 ul ot 1 .c e 5 om w t e rd & w w am O f f .m , sh a r the o r e it Ju i m Ne C a ne e o th r e f f erl e r N 2 or – s h an E or d ve O - S h 5, nt ec s sl i p 2 o, p 01 ar 20 w N in 5 e 15 w o g er w rw 2 ev .m a 0 e 1 nt es y 5 .n se Ju l/ . no en ne /n Se 1 or aw 6 – -s So o r 1 hi pp ut k I 8, w ha n t 20 in w m e 15 g w p rn . s to a ea n tio w , U na or K l Ju k. 20 ne co 15 El 2 m ec 3 – t Am r i 2 c 5, s w ter & H 20 w d yb 1 w am r 5 .e i le , t d M c t he a ri c a Ne r i n n d th e W h y erl o b r an r l d i d ds E xp m ar o in 20 ew 15 or ld ex po .c o

| Read more on shipbuilding-industry.eu

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April

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NEWS IN BRIEF

MARINE PROPULSION

Dual Fuel Refit by Bolier

At Damen Shiprepair Rotterdam, Bolier, in collaboration with Caterpillar/MaK, converted an existing 6M43C engine to a 6M46 Dual Fuel (DF) engine on the Anthony Veder-owned ethylene carrier, Coral Anthelia. The six cylinder M46 DF engine, with each cylinder offering 900kW of rated power, meets the latest IMO III standards. Caterpillar Marine Customer Service Manager Karl Vollrath: “As an LNG carrier operating in waters impacted by SECA regulations, the Coral Anthelia will be able to optimise its performance utilising LNG, heavy fuel oil or diesel.”

Roemeg Steps Forward

Responding to company expansion, Roemeg, the maritime furniture and panel manufacturer, has moved to a larger business complex in Drunen. The new premises measures more than 2,300m2, including more warehouse space and facilities. The large 500m2 showroom provides plenty of space to show the Mariline Marine furniture series. “Our new complex is a great way to start the year, looking at the upcoming projects,” says Rens Schouwenaars, CEO of Roemeg.

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SBI

NEWS IN BRIEF Ruysch Expands to Mexico

MSC’s Renaissance Underway

Ruysch International expanded its global network by establishing a sales office in Mexico City. The new office will be responsible for providing local support to a growing customer base in the North and South American market. This is Ruysch International’s third international office adding to those already active in the Netherlands and Indonesia. Company Managing Director Americas, René van Aart, will run the office.

MSC Armonia, the first of four MSC cruise ships to be enlarged under the company’s Renaissance Programme, was relaunched from Fincantieri’s Sicilian yard. The scope of work involved the insertion of an entire prebuilt midship section. The EUR 200 million programme is the first step in a EUR 5 billion fleet enlargement plan. “I’m very proud of what we and our partners at Fincantieri have achieved with MSC Armonia,” comments MSC Cruises CEO Gianni Onorato. “We have given her a new lease of life.”

Job Opportunities at MOCE 2015

The 9th annual Maritime & Offshore Career Event (MOCE) will be held on 22 April at the World Trade Centre in Rotterdam. MOCE has grown to become the biggest career event in the Benelux that focuses solely on jobs in the maritime, offshore and oil & gas industry. With more then 125 maritime and offshore energy companies in one location, all important elements of employment are gathered: education, internships and career opportunities for starters and (young) professionals. Preregistration is possible at www.maritimeoffshorecareerevent.com.

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Alphatron Marine Belgium Expands On January 1 2015 Alphatron Marine Belgium took over the maritime navigation and communication equipment sales and service activities of Astron NV. This includes the official Belgian distributorship of the Japan Radio Company (JRC). “Astron and Alphatron Marine in Belgium have worked for many years alongside each other and now have a unique chance for a refined and combined approach to bring our innovative solution for complete bridge solutions closer to you than ever before,” commented Alphatron Marine founder and CEO Luuk Vroombout.

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THE GLAMOX-BRANDED FL60 SPOT BEAM DISTRIBUTES 200 LUX AT 20M. FIND OUT MORE IN OUTFITTERS STARTING ON PAGE 60.

MARINE PROPULSION

Elkon Scores Canadian Contract Istanbul-based Imtech Marine subsidiary, Elkon has won a contract from neighbouring Sedef Shipyard for the delivery of the electrical equipment, propulsion system and services for two Canadian Seaspan hybrid ferries. The two dual-fuelled – diesel and LNG – ferries will be propelled by a hybrid-electrical propulsion system. With responsibility for the design, production and installation of the complete electrical system, battery system and automation system, Elkon will contribute substantially to reducing the vessels’ emissions.

Double D to Become Heila Nederland

In the next step of the merger between Double D Marine Equipment and Heila, Double D changed its name, from 1 January, to Heila Nederland. The two companies merged 2 years ago. The company says that operations will remain unchanged. Heila Italy will focus entirely on the production of marine and offshore cranes, while Heila Nederland will take responsibility for the sale of equipment in the USA, northern Europe, the UK, Germany and the Benelux. In addition to the sale of marine and offshore cranes Heila Nederland will supply a complete range of marine winch systems for hoisting and towing, hydraulic power packs, grabs and remote control systems.

MARINE PROPULSION

Wärtsilä 32s for 5,200kW Dredger Wärtsilä will provide four of its 12-cylinder 32 engines for a 5,200kW cutter dredger that is currently under construction in China. Two of the engines will be used to drive the dredging pump – for this application the engines will run at 775rpm instead of the normal 750rpm. The vessel, for the Jiangsu Haihong Construction Engineering Company, will be one of the world’s largest non selfpropelled cutter dredgers and will operate in the South China Sea and in Middle Eastern waters.

>> | Read more on shipbuilding-industry.eu

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NEWS IN BRIEF MARINE PROPULSION

MAN’s Tier II Technology With delivery scheduled for the end of the year, MAN Diesel & Turbo will provide a MAN 8L32/44CR engine to an American new build fishing trawler. The engine will have an output of 4,800kW and is part of a propulsion package that includes a MAN Alpha 4–blade CP propeller with an AHT high-thrust nozzle. Notably, the order is MAN’s first CR engine sold to the American fishing segment.

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NEWS IN BRIEF MARINE PROPULSION

MTU Powers PSVs

Keppel Boss Awarded Keppel Verolme Managing Director Harold Linssen was named Port Personality of the Year 2014. It is the first time that a representative from the shipbuilding, refit and repair industry received this title. A key factor in what was a unanimous decision was Mr Linssen’s role in the docking of the world’s biggest cruise vessel ‘Oasis of the Seas’ – drawing attention to the importance of the Port of Rotterdam in the maritime industry.

Representing the first contract between the two parties, MTU Turkey will supply eight marine gensets to Selah Shipyard. “This is a strategic sale for us, as it gives us the chance to showcase our products in an offshore vessel built by a Turkish shipyard,” commented Ali Güzel, Assistant General Manager of MTU Turkey. The yard, based in the Tuzla region of Turkey, will install the 16-cylinder 4000 M33S gensets to two platform supply vessels – with hull numbers H69 and H70. Read more about Selah Shipyard on page 44.

Acquisitions for Royal IHC Royal IHC acquired a majority stake in Brastec Technologies, based in Brazil. Brastec Technologies designs and builds tailor-made production lines for the production of umbilicals and flexible pipes. This agreement fulfils two elements of IHC’s strategy: a foothold in the Brazilian market and the acquisition of Dutch-based SAS Offshore, which was fully owned by Brastec Technologies. SAS Offshore designs and manufactures deck equipment for the oil & gas market. Royal IHC’s Brazilian connections were also strengthened by the launch of Subsea 7’s Seven Rio. This 550t pipelaying vessel is the second of four vessels ordered specifically for operation in Brazilian waters.

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SHIP REPORT

DEEPWATER SURFER

Ceona Amazon SURF AND DEEPWATER CONSTRUCTION CONTRACTOR CEONA OFFSHORE HAS BOLSTERED ITS FLEET WITH THE CHRISTENING OF ITS NEW FIELD DEVELOPMENT FLAGSHIP, THE CEONA AMAZON. THE HULL WAS CONSTRUCTED IN POLAND AND finished at Lloyd Werft in Germany – the whole process, from signing the letter of intent to delivery, taking less than 2 years. Ceona developed the design in-house and calls the end result a ‘game changer’ for deepwater subsea construction and field development. 1 0 | S B I 2 0 1 5 | Vo l um e 9 | Issue 1

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SPECS Builder Lloyd Werft, Bremerhaven Owner Ceona Offshore Length o.a. 199.4m Beam 32.2m Design draught 8.0m Gross tonnage 33,000t Transit speed 14 knots Main deck area 4,600m2 Main deck loading up to 16t/m2 Moon pool 8m x 13.5m Main cranes 2 x 400t Active Heave Compensated Masthead Cranes Outreach 400t @ 16m to 3,000m ROV 2 x Schilling UHD Gen II 200HP Classification Germanischer Lloyd 100A5 BWM(D2) HC(3) NAV SPS

Photo courtesy of Huisman Equipment

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CREATIVITY

INNOVATION

125 YEARS OF EXPERIENCE Shipyard De Hoop concentrates on designing, engineering and building custom vessels, for both the inland and seagoing markets. The yard has all the core disciplines in house to provide clients with creative and innovative solutions, both in design and production. De Hoop is committed to a customer-oriented, goal-based approach in which quality and flexibility are paramount.

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CRAFTMANSHIP

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SHIP REPORT

ccording to her owners, the Ceona Amazon covers 80 percent of the needs of a deepwater field. The 199.4m vessel can swiftly change its pipelaying configuration from fully rigid to fully flexible. Negating transits to a spool base, the Ceona Amazon is capable of both SURF and heavy subsea construction activities. Bremerhaven, Germany-based Lloyd Werft successfully completed the vessel on time and on budget in December last year. The vessel has also successfully undergone sea trials ahead of schedule.

Ground Breaker “Lloyd Werft has completed the vessel build and outfitting in just under two years of the LOI and to an extremely high quality. This is a stunning achievement by industry standards and a testament to their expertise and ability,” says Ceona CEO Steve Preston during the vessel’s christening ceremony. Mr Preston also paid tribute to all the Ceona engineering and management teams who developed the concept for the Ceona Amazon design in-house and who have shown complete dedication to ensuring the building of a groundbreaking field development vessel in record time. “This achievement underlines Ceona’s vision for

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bringing new, cost-effective subsea services to oil & gas operators from small to medium-sized independents, national and international oil companies.” The Ceona Amazon was purposebuilt to perform in multiple pipelay and operational modes. The vessel also features a large storage capacity and heavy subsea construction capability – it is this versatility that sets her apart as a deepwater field development asset. “The Ceona Amazon is a masterpiece of shipbuilding, built by experts for experts with team playing site teams from both Ceona and Lloyd Werft,” comments Rüdiger Pallentin, Member of the Executive Board of Lloyd Werft. “We are proud and happy to deliver the flagship of Ceona’s fleet.”

Tandem Lifting Following her christening, the vessel transferred to Huisman in the Netherlands in time for Christmas. By mid-January, Huisman had installed the 570t multi-lay pipe tower and two heavy duty 400t offshore cranes with an eye to final delivery at the end of Q1 this year. “With all the big pieces in place, we are very comfortable

PIPE LAY SPECS MLS Top Tension 570t Product type Rigid / Flexible / Umbilical Rigid pipe size range 150 - 610mm OD (410mm pipe + 100mm coating) Flexible pipe range 50 - 610mm OD A&R capacity 1 @ 600t, 1 @ 125t Retractable tensioners Two No.4 track Tower tilt angle 0 to 30 degrees from vertical Under deck storage 5,500t On deck storage 2 x 1,500t Underdeck carousel 23m diameter x 3,500t Flexible reels 12 x 250t MLS tower crane 18t

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SHIP REPORT The Ceona Amazon with her newly installed 570t multi-lay pipe tower.

Photo courtesy of Herman Barkmeijer

The combination of the two 400t AHC mast cranes capable of operating in tandem allows the lowering of large structures to 3,000m deep to install FPSOs, Semis or TLPs. This will offer significant financial savings as one vessel will transport and install large offshore structures. In addition, due to the tandem crane arrangements, very long and complex spools are easily managed.

Pipelay Solutions

Image courtesy of Ceona Services UK Ltd.

Ceona Amazon’s two 400t cranes will be able to operate in tandem for heavy lift tasks.

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with this schedule,” states Ceona Executive Vice President, Commercial and Business Development Mark Preece. “The Ceona Amazon will be a very capable installation vessel with very generous working spaces. With such a high payload capability, she will bring a different order of magnitude to offshore projects. She will really stand out from the pack.”

The innovative G-lay pipelay system, developed and patented by Ceona, combines components of proven existing pipelay systems and features an inclinable lay spread with a top tension of 570t and a rigid firing line system. The welding line is traditional S-lay, however once welded, the pipe is deflected around a stern wheel and installed through a conventional pipelay tower with two tensioners giving a top tension of 570t. A crucial factor being that a large amount of product fabrication is achievable in one trip. Given the unique nature of the pipelay system, Ceona implemented a comprehensive technical programme to prove and develop the system – undertaking a full suite of pipe

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SHIP REPORT

bending trials to validate its performance. Finite element modelling and computational fluid dynamics simulations of the vessels pipelay system supplemented these trials.

Carrying Capacity The mid-ship moonpool is based on a drill ship hull. This allows operations to continue in tough sea and wind conditions. The pipelay VLS/tower is then ideally placed as close to the transverse axes of the vessel as possible to minimise the effect of vessel motions on the pipe installation stresses. In addition, the moonpool is 8m x 13.5m – large enough for the biggest pipeline end terminations. The benefits of these points are numerous. Perhaps most importantly, the mid-ship moonpool provides safer working conditions for the offshore teams as well as less downtime due to bad weather and conservation of product integrity. With capacity to carry 5,500t of flexible pipe or 8,500t of rigid pipe, the Ceona Amazon will be able to lay rigid and flexible pipelines and umbilicals. Her very large capacity deck – totalling 4,600m2 – offers logistical and supply advantages as there is no need to be supplied by an offshore supply barge or to transit to a spool base.

Core Strategy “The Amazon’s completion is a significant milestone for Ceona and for its clients. As our first-owned purpose-built vessel, it is a powerful asset that can execute complex logistical projects in remote, harsh and deepwater environments in one trip,” highlights Ceona COO Stuart Cameron. “The vessel is ideally suited to the deeper waters of West Africa, the Gulf of Mexico and Brazil. The Amazon also brings our clients a new, cost-effective solution for their heavy subsea structure and floater installation services, via EPIC or Transportation and Installation (T&I) contracts.” He goes on to say that, after the installation of the pipelaying system and the twin 400t cranes, the Ceona Amazon is the second new vessel – after the Polar Onyx – that Ceona has brought to the market on time and in less than a year. Upon final delivery, the Ceona Amazon will be at the core of Ceona’s strategy of combining a flexible and highly experienced team with cost-saving, efficient assets.

Ceona Amazon’s Key Points • Depth rating pipelay and heavy construction: 3,000m • Accommodation for up to 200 persons • Large under deck and deck storage areas: 5,000t under deck and 2x 1,500t on deck • 3,500t under deck carousel ready • Deck area of 4,600m2 up to 16t/m2 • On-vessel pipeline fabrication: welding, NDT and FJC • Heavy construction capacity: 800t tandem

i. www.lloydwerft.com i. www.ceona-offshore.com

The floating sheerleg, Matador 3, installing the first of two 400t cranes.

Photo courtesy of Herman Barkmeijer

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Photo courtesy of Herman Barkmeijer

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TURKEY

Facts & Figures Venue Dates Organisers

Istanbul Expo Centre 11-14 March 2015 Ahoy Rotterdam & UBM NTSR in exclusive cooperation with Turkish Chamber of Shipping

EUROPORT ISTANBUL 2015

See You in Turkey THIS MARCH, THE INTERNATIONAL MARITIME INDUSTRY WILL GATHER AGAIN IN THE ISTANBUL EXPO CENTRE FOR THE 13TH EDITION OF EUROPORT ISTANBUL. TURKEY’S LEADING MARITIME EXHIBITION HAS A SCOPE THAT reaches beyond its national boundaries. As a gateway to Europe, Central Asia and the Middle East, Europort Istanbul creates opportunities to expand maritime trade throughout these economically important regions.

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It is clear that Istanbul has all the right ingredients for hosting Europort

Full Scope

THE TURKISH MARITIME INDUSTRY HAS A HISTORY OF OVER 600 YEARS AND

If the previous edition of Europort Istanbul is anything to go by then the majority of exhibitors at the coming event will be the manufacturers and suppliers of products and services for the shipbuilding and superyacht industries. With one third of exhibitors coming from outside the host country, the top three sectors represented were mechanical & auxiliary systems, maritime services & shipbuilding and repair & conversion yards. At the last edition, visitors came from 54 countries – demonstrating the true international nature of Europort Istanbul.

Packed Programme

Europort Istanbul will offer a full exhibition programme accompanied by a series of seminars, conferences and networking opportunities. Key-note speakers within the international shipbuilding community will

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Spotlight on Turkey BELONGS TO THE WORLD’S LARGEST SHIPBUILDING AND SHIPPING NATIONS. Since 2005, the Turkish owned merchant fleet increased 40 percent to 2,237 vessels by January 2013, which represents 6.6 percent of the world fleet.

Knowing the Market

In the past twelve years the number of Turkish shipyards has nearly doubled from 37 in 2002 to 71 in 2014. These yards tend to be multi-purpose, often offering conversion, repair and maintenance as well as new building works. In a portfolio that covers all the bases, new building projects include oil tankers, chemical tankers, bulk carriers, container ships, heavy lift vessels, multipurpose vessels, platform supply vessels, navy and coast guard vessels, tugs and workboats, superyachts and fishing boats. More recently, many yards are diversifying into building non-cargo ships such as passenger ferries, tugs, split barges, energy platforms and nonpropelled offshore structures. The Istanbul region forms the epicentre of the Turkish maritime industry. It hosts a complete infrastructure of ship owners, ports, shipyards, suppliers, research centres and maritime universities. The three major Turkish shipbuilding clusters of Tuzla Bay, Izmit and Yalova are all located in the direct vicinity. Together these regions represent 87 percent of the total Turkish commercial shipbuilding capacity. Add the fact that 48,000 ships pass the Bosphorus annually, and the fact that this figure is expected to rise in years to come, and it is clear that Istanbul has all the right ingredients for hosting Europort.

Specialisation

After the global shipbuilding downturn in 2009, offshore technology was chosen as a new focus area for Turkey. Turkish yards quickly adjusted to constructing offshore support vessels consisting of tugs, anchor handlers, seismic research ships, multipurpose vessels and platform supply vessels. According to the Turkish Shipbuilders Association, the ambition is now also to be active in the construction, conversion and repair of larger offshore platforms and structures. With a 9 percent market share, Turkey is the world’s third largest builder of superyachts. As in regular shipbuilding, the main production area of superyachts is located in the wider Istanbul region. Turkish superyacht builders actively work together with international yacht architects and investors. As is tradition, superyacht builders will be visiting Europort Istanbul to strengthen relationships with international suppliers and designers. Boosted by a national investment plan, a EUR 2.2 billion new building investment programme for the Turkish Navy, naval shipbuilding is at the forefront of Turkey’s shipbuilding industry. Under this programme, twelve new ships will be built comprising eight corvettes and four F100 class frigates.

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Want to attend Europort Istanbul? Visitors to Europort Istanbul 2015 have to register for a free visit to the exhibition. Register online and get an exhibition catalogue for free: www.europort-istanbul.com Opening hours Wednesday, 11 March Thursday, 12 March Friday, 13 March Saturday, 14 March

11:00 – 18:00 10:00 – 18:00 10:00 – 18:00 10:00 – 17:00

comment on the latest innovations and challenges in the sector. During the Europort Istanbul networking reception, ship owners, shipbuilders and suppliers can casually meet in an informal setting. The combination of doing business on the exhibition floor and exchanging knowledge at these side events has turned Europort Istanbul into a highly rewarding maritime meeting place. The trade show has some notable features: – Over 200 exhibitors representing 30 countries and 500 brands; – International pavilions from China, Greece, the Netherlands and Romania; – Europort Istanbul Buyer’s Summit on 11 March; – Ship Recycling Seminar & Matchmaking on 12 March; – LNG Shipping Seminar on 13 March.

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Strong Sector Support

The status of Europort Istanbul is underlined by the strong support of many Turkish and international associations, including the Turkey Under Secretariat of Maritime Affairs, the Turkish Shipbuilders Association, the Association of Ship Industrialists, the Romanian Shipbuilders Association, the Netherlands Maritime Technology Association, the Danish Marine Group, the French Marine Industry Group, the UK Shipbuilders & Ship Repairers Association and the Norwegian Maritime Exporters. i. www.europort-istanbul.com

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VDL Klima

Heat Exchange

Europort Istanbul 2015 > Stand Number J-60

VDL Klima, part of the VDL Group, is active in diverse maritime industries – manufacturing products for shipyards, ship owners, naval architects and offshore companies. VDL Klima’s wide variety of heat exchangers is used on ships around the world for the direct or indirect cooling of cooling water, lubricants and hydraulic oils from engines. Their heat exchange solutions are also used for cooling podded electric propulsion systems, generators, transformers, converters, closed air circuits and hydraulic systems. Notable among their portfolio on display at Europort Istanbul is their V-shape Klimarine boxcooler – a heat exchanger tailor-made to the technical specifications of the equipment that needs to be cooled as well to the available footprint. i. www.vdlklima.com

Brevini

Europort Istanbul 2015 > Stand Number G-67

Powerful Motion Brevini Power Transmission, Brevini Winches and Brevini Fluid Power are parts of the globally active Brevini Group. Together they offer a complete product and knowledge portfolio in the field of drive systems, hydraulics and winches used across a range of market sectors. The company’s components are very well trusted when it comes to power driving vertical or horizontal grinding units in water cooling systems, wind turbines, mixers and compressors in the offshore sector. Furthermore, crane equipment in ports and shipyards all over the world is set in motion by standard or PDL planetary reduction systems produced by Brevini. The proven reliability and power of these planetary systems and swivel installations ensure that fully loaded cranes can rotate smoothly and accurately in any temperature and in any climate. i. www.brevini.nl

Yellow & Finch Publishers

Magazines for the Maritime World

Europort Istanbul 2015 > Stand Number G-64

With its international editorial team, business development professionals and top-notch designers, Yellow & Finch Publishers, owner of ShipBuilding Industry, turns out a trendsetting portfolio of independent magazines. Now in its 10th year, SuperYacht Industry highlights the finest yacht builders and designers, profiles newly completed yachts and details innovative refits. ShipBuilding Industry provides news on technology solutions for new builds, conversions and repairs. Offshore Industry is read by operators, marine contractors and offshore construction companies in diverse offshore sectors. The youngest title, Port Industry, is developing into a mature news source for the seaborne trade sector. Completing the collection is the Maritime Services Directory – the ultimate industry reference. Yellow & Finch also helps customers build brands tailored to the maritime world. Its Y&F services include brochures, flyers and catalogues as well as corporate newsletters and magazines. Turn-key communication solutions are rounded up with customised media planning and press mailings. i. www.ynfpublishers.com

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NAVAL ARCHITECTURE

THE IMPORTANCE OF FLEXIBILITY IN THE FUTURE OF SHIP DESIGN

Design Point

The majority of the ships in operation today were designed to operate at a certain Design Point.

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FUTURE VESSEL EFFICIENCY OPTIMISATION WILL BE LESS ABOUT SAVING FUEL IN ABSOLUTE TERMS AND MORE ABOUT ENHANCING FLEXIBILITY ACROSS A RANGE of operational conditions, writes ABB Head of Ship Design Henrique Pestana for ShipBuilding Industry.

e all know – but often forget – that (most) ships are meant to transport cargo from A to B at the highest possible profit. This mantra of shipping is simple and straightforward but leads to complex decision-making considerations for ship-owners, charterers and shippers with regard to voyage planning and supply chain logistics. One factor that is of significance to the decisions made by all parties is the ship’s speed. The majority of the ships in operation today were designed to operate at a certain Design Point. The Design Point is commonly accepted as a set of parameters that define the point around which the ship is designed, and in a way these parameters reflect the mission intended for that specific ship. The design speed is one such parameter – more specifically, the speed at a certain draft.

Capacity vs. Speed

Alongside cargo capacity (normally referred to as deadweight) the speed is one of the most important variables because it affects the ship’s transport capacity. The transport capacity of a fleet, being a group of vessels of a certain type and size, is a function of its cargo capacity and speed. Any change to these two variables has

The future is not so much about fuel savings but rather flexibility.

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ABB Head of Ship Design Henrique Pestana.

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implications on the supply of that fleet, often measured in tonne-mile, and potentially on freight rates. The Design Point concept implies that the ship is designed to operate as efficiently as possible at a certain speed. Consequently, the propulsion system is dimensioned for that specific speed which corresponds to a certain power under specific weather conditions. However, the reality is slightly different, i.e. ships do not always operate at a constant speed and even less frequently at constant power. Figures 1 and 2 show speed and power variations experienced by a ship in operation. Speed histogram of a modern 30,000 DWT MPP operating over a year.

Complex Relationships

The power required to sail at a certain speed is not always the same. The relationship between the power and the speed is affected by a number of external variables, as follows: Draft – most vessels operate at different drafts. A small change of draft will have an impact on the power demand. Trim – any change of trim will have an impact on the power demand. Weather – the effect of wind and seas have

Main engine output histogram of a modern 30,000 DWT MPP operating over a year.

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a significant impact on the power requirement. Hull fouling – the increase in fouling increases hull resistance and therefore the power demand. Propeller cleanliness – the propeller efficiency decays with blade surface roughness. Propeller RPM – propeller efficiency is affected by any change in the shaft speed Lifting devices – excessive use of rudder and stabilizers will increase resistance and consequently power demand. In other words, should one of the above variables change, the required power to attain a certain speed will be different – higher or lower. Consequently, the propulsion plant will no longer operate at the same point around which the different components were selected and optimised. Taking into consideration the nature of these variables, most vessels will operate outside of their Design Point quite often. Therefore, the optimisation of the propulsion plant around one single Design Point – draft, speed, etc. – is probably unwise since most vessels will operate subject to a range of parameters, rather than one or two specific operational conditions. Although this is not a new insight, it has gained increasing attention as fuel costs have risen from 2000 onwards, bringing fuel efficiency into the spotlight and leading the industry to pursue new technologies and designs.

Slow Steam Issues

Most of the fuel saving improvements achieved so far are based on speed reduction. By reducing speed ship-owners and charterers have been able cap their fuel bill and protect their cash flow in an attempt to pass through the economic cycle. However, the major effect of this behaviour – from the macroeconomic perspective – has been to reduce the supply of transport capacity and consequently to drive charter rates upwards. Eventually, the demand for transport will outstrip supply and shipowners and charterers will be motivated to increase speeds in order to maximise their profit. After all, profit maximisation is the driver of all industries and shipping is no exception. This leads to another important insight

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Optimal economic speed of a Panamax tanker.

related to speed optimisation: the speed that maximises profitability for ship-owners depends on the prevailing economic environment, and therefore changes over time. In practice, though, the relationship between ship-owners and charterers is not always flexible. Conventional charter-parties are relatively tight and do not leave much room for speed optimisation. However, this is changing. Provisions for slow steaming are already part of some charter parties, and charterers are increasing their willingness to incorporate fuel consumption over a wide speed range into so-called ‘Ryder clauses’.

Improving Efficiency

Figure 3 illustrates the optimal economic speed of a Panamax tanker based on high and low market conditions (charter rates) and a certain fuel price. For each charter rate (ship cost) there is a speed that minimises the transport cost and will therefore maximise profit. This demonstrates how ship-owners and charterers will benefit from speed optimisation The future is not so much about fuel savings but rather flexibility; so much so that shipowners and charterers will be able to use their assets within a wide range of operating conditions and still maximise fuel efficiency. This is easier said than done and it is still unclear how this level of flexibility can be

The effect of wind and seas have a significant impact on the power requirement.

achieved. However, today’s technology already allows for some improvements in this direction. Hybrid propulsion systems – combining slow speed engines with electric propulsion (PTI/PTO) and batteries – could improve speed flexibility and improve efficiency across a wide range of conditions. i. www.abb/marine.com

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SHIP REPORT

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FINAL VESSEL DELIVERED TO DUTCH PILOTS ORGANISATION

Procyon WITH THE DELIVERY OF THE 81.2M PILOT STATION VESSEL, PROCYON, AT THE END OF LAST YEAR – SIGNIFYING THE COMPLETION OF AN EXTENSIVE FLEET RENEWAL PROGRAMME COMPRISING THREE IDENTICAL VESSELS – THE DUTCH PILOTS Organisation has efficient pilotage with unprecedented redundancy, seakeeping and communication. Procyon, together with her sisters Pollux and Polaris, will meet the modern demands of increased maritime traffic around Europe’s two largest ports – Rotterdam and Antwerp.

n as many years, the Netherlands-based Barkmeijer Shipyards has delivered three pilot station vessels to the Dutch Pilots Organisation (also known as Loodswezen). Procyon and her sisters Polaris and Pollux are new generation P-class pilot station vessels. They have replaced the M-class ships that, at 35 years old, were at the end of their technical lifespan. The main difference between the two classes is that the P-class can meet higher demands imposed by increasing port throughput of larger and faster ships while combining a sharpened focus on safety at sea. The P-class can reach a speed against the waves of 14 knots (in an average wave height of 2.8m) as opposed to the 4 knots achieved by the old pilot boats. Another difference is that the P-class is the first range of pilot station vessels without any naval purpose and built specifically for Loodswezen. Barkmeijer Shipyards also delivered five 22m new build tenders – two steel and three aluminium, which were built in cooperation with No Limit Ships.

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Photo courtesy of Flying Focus

Short Start Up Procyon’s main features are strength and the ability to resist severe weather conditions. Even if pilotage has to stop, the P-class vessels can cope with wind force 8 to 9 and wave heights of 3.5m, while the old pilot boats had to return to harbour to wait out the storm. However, Procyon has a longer, narrower hull shape, helping her handle the capricious wave patterns of the North Sea. Even helicopters can land and take off from her deck in wave heights up to 3.2m. When the weather improves, the start-up phase of the pilotage process is shortened significantly because the vessel is still at sea.

Small Bandwidth Dutch design and engineering consultants Conoship International developed the new hull considering the seakeeping, manoeuvrability, speed and powering requirements. They completed the GA plan in close collaboration with Barkmeijer Shipyards. In addition, Conoship International took care of all stability calculations, which in this case were not

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only driven by the stability regulations, but also by the seakeeping requirements. The design had to meet two different sets of damage stability requirements: probabilistic damage stability calculations as required by the Special Purpose Ship Code; and deterministic damage stability calculations as required by the Bureau Veritas SDS notation. Complying with the regulations required a relatively high metacentric height. However, to meet Loodswezen’s seakeeping requirements, the metacentric height should be low. As a result there is a very small ‘bandwidth’ in which the metacentric height can vary, making the stability calculations for the Procyon a specialist’s job and a true challenge. The extensive modeltesting programme at the Maritime Research Institute Netherlands (MARIN) confirmed the seakeeping characteristics in the design.

Fast Break Out Procyon has unique hull lines, characterised by a slim and stretched foreship with limited flair, and a slim aftship with a small stern.

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With the design focus firmly on seakeeping, this well-balanced hull reduces pitch movements, roll movements in following seas and, as much as possible, the slamming in both foreship and aftship. The design features a Rolls-Royce Intering U-shaped anti-roll tank that provides additional roll reduction to supplement the chosen hull form and bilge keels. For the SWATH landing zone, the designers paid special attention to plate thickness and construction at the fore and aft ship in order to prevent the ‘hungry horse’ deformation effect due to sea impact. As well as seakeeping hull lines, Loodswezen’s new vessels had to meet tough propulsion demands. If a problem occurs in Procyon’s power generation and propulsion system, the effect should not impair the pilots’ work, jeopardise their safety or the safety of tender crews, or lead to delays in port operations. Added to that, the vessel requires fast break-out manoeuvring to get closer to ships. She must also quickly weave around some of the busiest maritime traffic in the world. Not to mention the fact that Loodswezen wanted to not only meet emission standards and economise on fuel, but also set high standards in propulsion eco-efficiency.

Real World Results Loodswezen found the answer to these demands in electric propulsion. Dutch electric drive specialist D&A Electric customised their propulsion concept for Procyon and her sisters based on the D&A Eprop standardised propulsion and power management system. According to General Manager Jeroen van Tilborg, D&A’s concept is fully capable of dealing with the pilots’ tough demands. In fact, the systems surpassed expectations. “Acceleration and crash stop of the ship are definitely impressive,” Mr Van Tilborg notes. “Besides that, the actual speed of the ship during sea trials was nearly 10 percent higher than indicated by MARIN after the model tests.” Procyon’s two main 1,700kW electric motors drive two fixed-pitch propellers. The propulsion motors operate with the D&A Eprop system – delivering performance comparable to a controllable-pitch propeller, but with fixed-pitch efficiency. D&A developed this technology, in which the controls in the wheelhouse adjust the required power, instead of the more common adjustment of rpm.

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Power Systems Six four-stroke, six-cylinder inline diesel sets generate the required 5,112kW of power – split between four Caterpillar C32 994kW engines and two Caterpillar C18 601kW engines. Bijlsma Wartena built the engine room section with two separated, watertight compartments. Each engine room is constructed with bottom plating, with heavy seatings for the main generator sets in order to create a stiff and strong unit. Each generator control is equipped with its own distributed power management system (D&A DPMS) from D&A electric. Each D&A DPMS has a standalone function, so the last one operating is active regardless of the status of the other generators. As long as there are at least two generators online, the system is fully redundant. In a normal day’s work, Procyon will only need the two smallest generators connected. Producing 1,140kW of power, these generators supply the vessel’s onboard network as well as propelling her at close to 10 knots. The diesel-electric propulsion reduces fuel consumption by 30 to 40 percent, which also means lower emissions and more than compensates for concessions in hull design for seakeeping. Furthermore, the D&A Eprop system lowers the fuel consumption even more thanks to the high thrust/power ratio. Full installed power is only used when operations or safety make this necessary. For emergency and evasive manoeuvres,

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THE POWER

TO TURN YOUR WORLD

at: Visit us bul Is t r tan Europo 15 arch 20 11-14 M T AMA o. G-20 Stand n

A thruster by Veth Propulsion. A typical Dutch product. The end result is robust, powerful and inspired by your specific needs.

T +3178 615 22 66 www.vethpropulsion.com

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the D&A DPMS activates the kick down function to reach maximum propulsion power within 20 seconds. She can accelerate from zero to six knots in less than one minute. When the wheelhouse crew push the control lever to maximum, all available switched-off generators will start and connect to the network as fast as possible. During tests, the difference between normal acceleration with full power available and a break-out from two generators with kick down was only 15 to 20 seconds. The delay reflects the time taken to start the engines and load the generators according to the allowed powertime curve. During FMEA sea trials, the D&A system survived all tests. Loodswezen’s representatives are convinced the installation is an airtight solution.

Electronics Package Procyon can also serve as a command centre during major calamities, such as ship collisions and ship fires in the roadstead area. In those situations, the port authorities can make use of special consoles on the navigation bridge and conference and communications facilities below the bridge. The consoles on the bridge can also be used as a VTS radar console (traffic management). Alphatron Marine designed and installed the full electronics package on board the vessel, including the navigation, external and internal communication, observation CCTV, IT, VSat, IP streaming entertainment as well as the fully integrated window wiper control system for the extra large window setting. The wheelhouse and the pilot workstations share the same Alphabridge design concept – officers and crew enjoy a stress-free working space with all control panels and monitors executed with the same Alphaline design.

Human Factors While Procyon meets the tough demands of the Netherlands’ ports and shipping industry, her increased operating window also affects her crew and tender crews, and not least, the pilots themselves. These men and women require full concentration and an efficient working environment. Consequently, the designers paid a lot of attention to ergonomics, which benefit the ship’s handling and controls in very heavy shipping traffic and bad weather. Human factors were also carefully

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considered in the design of the galley and the refrigerated stores. Technical areas are completely separate from the accommodations. Additional sound insulation of the crew quarters and extra engine foundation requirements also vastly improve comfort on board. Procyon’s designers positioned the cabins as centrally as possible to make the crew’s stay at sea as pleasant as possible. i. www.barkmeijer.com

Main Suppliers & Subcontractors Alewijnse Marine Nijmegen Electrical Installation | AllOnScale Scale Model | Alphatron Marine Navigation and Communication Equipment, Autopilot and Steering System, Custom Wheelhouse Consoles, Internal Communication Equipment, Satellite Television and Entertainment System, CCTV Monitoring and Recording System, VSAT Communication IT Equipment, Window Wipers with Touch Screen Control | Het Anker Windows | AON Insurance | Argos Engineering Engineering | Bakker Professional Cool and Freeze Store | Balink Glas & Aluminium Reinforced Glass| Barteling Buizen Welded Steel Tubes| Benes Machinefabriek Rudder Trunks, Rudders| Bijlsma Wartena Section, Construction Engine Room | Bolidt Floor Bridge | Bureau Veritas Classification | C-Nautical Anchor Winches, Mooring Winches, Anchors, Chains | Cenes Scheepsbetimmeringen Carpentry, Paneling, Installation, Flooring | Centraalstaal Steel Building Package | Conoship International Ship Design and Calculations, Seakeeping, Review Regulations | Corrosion & Water-Contol Impressed Current Cathodic Protection (ICCP), Antifouling System, Scacrifical Anodes | D&A Electric Power Management System and E-drives | Datema Nautical Safety Life Saving Equipment, Personal Fire Fighting Equipment, Fire Fighting Equipment, Medicine Chest, Stretchers, Life Rafts, Nautical Inventory, Compass Adjustment | Econosto Nederland Butterfly Valves | Flevo Rubber Extrusion Gaskets for Hatches | Friesland Staal Steel Profiles | Groot Ship Design Construction Drawings | Hamos Holland Brackets for Hood | Hazal Pijpbeugels Various Brackets | Icon Yachts Outfitting Location | Integron Hydraulic Piping | Intersona Noise & Vibration Advice/Control | JB Isolatie Insulation | Kostabo Ship Service Firefighting Equipment | Kroon, Technische Groothandel Interior Hardware: Locks, Fittings, Hinges | Lametco Preservation Works, Conservation, Painting | Metaalketen Hengelo Stainless Steel | MX Brandbeveiliging Fixed Fire-Extinguishing Systems | Nedcoat Group Galvanising | NewTex Sliding Doors Bridge | Novatec Staircases, Gratings | ODS Piping and Flanges | Pon Power Caterpillar Generator Set | Pronomar PronomarTop Trock® Drying Systems | Recoma Technische Installaties Sanitary Installation, Air-condition and Ventilation | Reesink Staal Steel Pipes and Tubes | Reintjes Benelux Reduction Gearboxes and Couplings | Rolls-Royce Marine Benelux Steering Gears Anti Roll Tank (ART) System | SAS Tech Hull Design | Savas Quality Seating Chairs and Seats | Schutte Metaal Manhole Reinforments / Hatch Rings | Seaparts Anchors and Chains | SGS Inspection and Testing of Welding | Spraybest Europe Mist Illuminators/Grating | Theunissen Technical Trading Eltek Fire Detection | Trinoxx Elevator | Uittenbogaart, Technisch Bureau Sewage Treatment Plant | Umoe Schat-Harding Davits and MOB | Verhaar Omega Omega Bow Thrusters | Virtek Modeling and Rendering | Vis Furniture | Vripack Interior Drawings | Wagenborg, Koninklijke Transport Hoisting of Block Sections | Walinga Rigging | Wärtsilä Nederland Shaftlines, Nozzles, Propellers | Welsec Housing Painting | Winel Weathertight and Watertight Doors | Winteb Seawater Resistant Aluminum Air Pipe Heads | Wolfard & Wessels Werktuigbouw Engine Room Design & Installation

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MARINE PROPULSION

VETH PROPULSION’S VISION OF SUSTAINABILITY

Forward Thinking VETH PROPULSION HAS INTEGRATED THE CONCEPT OF SUSTAINABILITY INTO ITS MISSION STATEMENT AND, IN DOING SO, IS FOCUSSING MORE ON ENVIRONMENTAL issues. Editor Tom Scott talks to the company’s General Sales Manager Martin van der Jagt and Project Manager Offshore and Dredging Bastiaan van Zuijlekom about some of the initiatives they are taking to become as green as possible.

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MARINE PROPULSION

– M A RT I N VAN DER JAGT, VE T H PROPU LSION GE NE RAL MANAGER –

We can guarantee that the thruster retains its high capacity while not causing damage to the environment.

Global Coverage

Veth Propulsion General Sales Manager Martin van der Jagt and Project Manager Offshore and Dredging Bastiaan van Zuijlekom

“

ne of Veth’s core values is sustainability,” says Mr Van der Jagt. “We endeavour to make our products as sustainable as possible with a minimal environmental footprint.” The Netherlands-based company is seeing that an ever-growing number of ships are becoming more sustainable in terms of emissions control and waste management. The issue goes even further though: “Our clients are becoming more environmentally aware. They are raising questions concerning sustainable transport of products as well as environmentally and ethically responsible production,” continues Mr Van der Jagt.

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Clean Ship

Veth Propulsion is a company in growth. Meeting the market’s call to be more sustainable, they are expanding their operations. “We are building a new production hall and new offices – the foundations will be laid soon,” informs Mr Van der Jagt. “Also here we are thinking ahead as the production hall is being built with sustainable materials. The new production hall will be directed to innovative product development for our clients.” “Our product development continues on our test boat where we are currently testing two

Last month, Veth Propulsion signed a contract cementing its relationship with UAE-based Exalto Emirates as its newest local distribution agent. This new partner in the Middle East strengthens Veth’s worldwide coverage that already includes China, Russia, India, North America and Brazil. Exalto Emirates will not only act as local distributor: “This includes the very important aspect of service,” says Veth Propulsion General Sales Manager Martin van der Jagt. “We can now offer 24/7 accessibility, pro-active assistance and efficient access to spare parts to clients in the Middle East.”

different biodegradable lubricants,” says Mr Van Zuijlekom highlighting the company’s response to market interest. “It is a diesel-electric propelled vessel with two Z-drive rudder propellers. This gives us the flexibility in what products we test and how we test them.” As the industry moves towards more sustainable solutions, so the Classification Societies become more involved. “This is where the term ‘Clean Ship’ originates,” explains Mr Van Zuijlekom. “Clean ship is a notation from Bureau Veritas. It is just one example as other societies, like Lloyd’s and DNV GL, have other notations.”

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MARINE PROPULSION

Designed with low fuel consumption in mind, the 65m DP2 Deep Helder is Veth’s most recent contract with a clean ship notation.

Green Performance

Veth also provided a VL-400 retractable thruster to the Deep Helder.

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“We are making great advances in receiving classification for sustainable products – ones which focus largely on preventing environmental damage caused by leakage,” states Mr Van Zuijlekom. “For example, we have developed a new seal system for all our thrusters. These seals separate a large amount of lubricant from the environment – thus meeting environmental standards while maintaining the performance of our high capacity thrusters.” According to Mr Van Zuijlekom, an important point has been the progress made in the monitoring process: “We have made big steps in monitoring to prevent environmental damage while at the same time not reducing the quality of the thruster.” Whereas, in typical systems a leakage automatically means immediate damage to the environment and to the thruster, Veth’s monitoring system acts as an extra barrier of protection. As opposed to measuring the amount of oil leaking out of the thruster, the Veth system monitors the amount of water entering the system. This assumes that, because of the oil pressures involved,

if water is getting in, then oil must be leaking out.

Customer’s Choice

Mr Van der Jagt continues: “Our R&D department develops everything in-house – the whole thruster including all the moving parts, electrical systems, software and hardware. Whereas a client’s number one priority used to be just thruster performance, what we are now seeing is that environmental issues are just as important. We can guarantee that the thruster retains its high capacity while not causing damage to the environment.” Looking ahead, Veth Propulsion is also researching the possibility of using biodegradable, as well as traditional, lubricants. “We are still in the testing phase, but so far, the results look very promising.”

Growing Portfolio

Veth’s most recent delivery in Clean Ship notation is the subsea support vessel Deep Helder that was delivered to subsea services provider Seamar last year. The 65m DP2 class vessel, built at De Hoop Shipyard, was

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MARINE PROPULSION

designed with low fuel consumption in mind. “Deep Helder was Veth’s most recent contract with a clean ship notation,” states Mr Van Zuijlekom. “This innovative ship shows that with dynamic positioning, a ship’s bow thrusters are just as important as Z-drives.” Veth’s scope comprised two VZ-900 Z-drives (968 kW/1,800rpm), one retractable VL-400 L-drive (400kW/1,500rpm) and one Tunnel Thruster VT-700 (600 kW/1,500rpm). “All the Deep Helder’s thrusters have our seal system – this safeguards the whole ship.” Over the past few years Veth’s Clean Ship portfolio has expanded with several vessels for a number of major dredging operators and it keeps growing. Veth Propulsion is currently completing a contract concerning a windfarm support vessel being built at Dutch yard CIG Shipbuilding for ACTA Marine. This DP2 vessel, with accommodation for 75 persons, has a broad scope of Veth Propulsion solutions. “We have already delivered two retractable VL-900 thrusters with 750kW capacity,” says Mr Van der Jagt. “As well as two VZ-1800 Z-drives with 1,500kW capacity and one 450kW VT-550 fixed tunnel

thruster.” On delivery of this vessel, Veth’s Clean Ship experience will grow even further – reflecting that core value of sustainability. i. www.vethpropulsion.com

Veth’s scope on the Deep Helder comprised two VZ-900 Z-drives (pictured), one retractable VL-400 L-drive and one Tunnel Thruster VT-700.

Veth is building its new production hall with sustainable materials.

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SPECIAL FEATURE

GIANT VESSEL IN EUROPEAN WATERS

Pioneering Spirit ALLSEAS’ PIONEERING SPIRIT, ARGUABLY THE WORLD’S BIGGEST VESSEL, ARRIVED IN THE PORT OF ROTTERDAM IN JANUARY. THE VESSEL IS AN IMPRESSIVE 382M IN LENGTH, WITH A BEAM of 124m. Once in operation the Pioneering Spirit will serve as a decommissioning, pipe-lay and platform installation vessel with unique, single-lift capabilities.

he Pioneering Spirit has taken a long time to get from concept to realisation. Allseas originally conceived of the idea for such a vessel in 1987, basing the concept on two very large crude oil carriers. Capable of sailing under her own power at a high transit speed, and equipped with a motion compensation system, the Pioneering Spirit will be capable of working in hostile areas and at unprecedented speed. Her light ice class will extend the period that she can operate in the polar regions. Large-lead items, such as the power generation equipment, thrusters and DP system, were ordered in 2007. In 2008, the

The Pieter Schelte arriving in Rotterdam prior to owner Allseas changing her name to Pioneering Spirit. Photo courtesy of Dennis Vinkoert

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Allseas are already in the process of developing an even larger vessel – with a 50 percent increased lifting capacity.

SPECS Length 382m Length including lift beam and stinger 477m Beam 124m Depth to main deck 30m Slot length 122m Slot width 59m Topsides lift capacity 48,000t Jacket lift capacity 25,000t Operating draught 10 - 25m Maximum speed 14 knots Total installed power 95,000kW Accommodation 571 persons Dynamic Positioning Kongsberg DP2 Deck cranes 3 x pipe transfer cranes 50t @ 33m 1 x special purpose crane 600t @ 20m Tensioner capacity 4 x 500t Pipe diameters 2" - 68" OD Pipe cargo capacity (deck) 27,000t

Photo courtesy of Van der Kloet Foto & Videoproducties

high-tensile steel for the jacket and topsides were ordered.

Payback Time

In 2010, after completion of the detailed hull design, Allseas awarded the build contract to Daewoo in South Korea. On completion, the Pioneering Spirit will have cost over EUR 2 billion. The considerable cost will be offset by a lifespan of 30 years combined with the capacity to decommission 80 percent of the structures currently in the North Sea. For the remaining 20 percent of offshore structures, Allseas are already in the process of

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developing an even larger vessel – with a 50 percent increased lifting capacity. The company anticipates taking delivery of the second vessel in 2020 and will put it to use installing and decommissioning the very largest of platforms.

Motion Compensation

For topside removal, hydraulic clamps are located on eight horizontal lifting beams at the bow of the vessel. These raise the prepared topsides from the structure. The Pioneering Spirit’s active motion compensation system eliminates any motion

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SPECIAL FEATURE

Photo courtesy of Van der Kloet Foto & Videoproducties

of the clamps relative to the platform. Friction clamps close around the platform and pre-tension in the lifting system is increased in order to transfer weight from the jacket to the vessel. In the final stage, a 2m rapid lift off eliminates the risk of impact between topside and jacket. For jacket removal, the vessel’s tilting liftingbeam raises the structure over the stern and rotates it onto the deck. For platform installation, the procedure is simply reversed.

Single-Lift Advantages

The Pioneering Spirit’s advantages as a decommissioning vessel are easy to see. She has a topside single-lifting capacity of 48,000t and a jacket single-lifting capacity of 25,000t. Add to this a deck area on the scale of eight football pitches and you have a vessel capable of removing some very large structures without the expense of breaking them down offshore. The reduced offshore activity brings down man-hours, health & safety risks and the potential for environmental disturbances at a stroke.

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Centre Line Firing

In addition to her decommissioning capabilities, the Pioneering Spirit has a pipelay tension capacity of 2,000t. This, says Allseas, is twice that of its vessel Solitaire and makes the Pioneering Spirit the world’s largest pipe-lay vessel. The firing is located along the vessel’s centre line. Supply boats will deliver the 12m pipe sections to the vessel and they will be lifted on board by one of three transfer cranes. In the main firing line, the pipe is held under tension by four 500t tensioners. The pipe leaves the vessel over the 170m stinger, suspended in the slot between the bow sections. When the vessel is installing or decommissioning platforms, the stinger will be removed and stored on a cargo barge.

Photo courtesy of Nadine Vos

The vessel will perform seatrials in summer this year, after final outfitting in Rotterdam. i. www.allseas.com

Private Harbour

Since arriving in the Port of Rotterdam the vessel has been based in the Prinses Alexiahaven, part of the port’s Maasvlakte 2 development. The port has dredged the harbour especially for the Allseas vessel and the Prinses Alexiahaven is currently reserved exclusively for Allseas use.

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SPECIAL FEATURE

ANOTHER ‘WORLD’S LARGEST’ AT ROTTERDAM

CSCL Globe

IN 1966, THE FIRST CONTAINER SHIP ARRIVED IN THE PORT OF ROTTERDAM – CARRYING JUST 226 CONTAINERS. NEARLY 50 YEARS LATER, CONTAINER SHIPPING REACHED ANOTHER MILESTONE WITH THE ARRIVAL OF THE CSCL GLOBE, THE WORLD’S LARGEST CONTAINER SHIP. AT 400M LONG AND WITH a 19,100TEU capacity, the Globe illustrates owner China Shipping Container Lines’ (CSCL) productive relationship with the port as, since its first call in 1999, the company has accumulated a throughput of more than 2 million TEU. The CSCL Globe is a step forward in modern container shipping, highlights ShipBuilding Industry’s Executive Editor Dennis Vinkoert.

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ith an average vessel age of less than 7 years, CSCL operates a modern fleet. Until deployment of the CSCL Globe, the company’s vessels numbered 156 with a total capacity of 706,000TEU – making it the seventh largest global container shipping liner by capacity. 86 out of the 156 ships are above 4,000TEU, totaling 620,000TEU, accounting for 88 percent of the total capacity. CSCL’s container ships call at more than 180 ports in over 60 countries. The CSCL Globe is the first in a series of five 19,100TEU container ships CSCL ordered in 2013 for construction at Hyundai Heavy Industries in South Korea. China Shipping currently deploys eight

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SPECIAL FEATURE

ocean services to the Port of Rotterdam, two calling at ECT Delta terminal and the other six at the Euromax terminal. The ECT terminal is one of the world’s most advanced container terminals – its fully automated control systems set the industry benchmark. Euromax was designed especially for fast, safe and efficient handling of the very largest container ships. APM Terminals and Rotterdam World Gateway run two further terminals at Rotterdam’s Maasvlakte 2 development.

Maiden Voyage

The CSCL Globe is a 400m long behemoth with a 14.5m design draft and top speed of

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23 knots. With a deadweight of 230,000t, she is dubbed the Airbus A380 of the shipping world. On delivery, the CSCL Globe was crowned as the world’s largest container ship – a vessel so gigantic that the deck is larger than four standard soccer fields. If all her containers were laid out one-by-one in a straight line, they would connect Rotterdam with Antwerp. The CSCL Globe started her maiden voyage from Tianjin, China at the beginning of December last year. Felixstowe was her first call, followed by Rotterdam, Hamburg and Zeebrugge. To welcome the world’s biggest container ship, a grand ceremony was held on 10 January at the main offices of

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SPECIAL FEATURE – A H ME D A B O U TA L E B, MAYO R O F ROT T E RDA M –

Through the port of Rotterdam, China has the opportunity to reach about 500 million consumers in Europe. Euromax ECT terminal. Unfortunately, due to force 7 - 10 gales and 4m high waves, the vessel was held outside the port.

Welcome Ceremony

“It’s an honour to welcome the CSCL Globe to the Port of Rotterdam. It’s a testimony to the excellent relationship between China Shipping and the terminal operator, Euromax ECT here in Rotterdam, and also of the excellent relationship between the ports in China and the Port of Rotterdam,” said Chief Executive of the Port of Rotterdam Authority Allard Castelein at the welcome ceremony. “We look forward to further collaboration. I think the port of Rotterdam is laid out in a very efficient way for such vessels,” he continued, adding that it was a pity that the vessel could not enter the port due to the bad weather and stressing that the safety of people and cargo on board has always been the primary consideration of the Port Authority. For the Mayor of Rotterdam, Ahmed Aboutaleb, the arrival of the ship to Rotterdam was a big milestone for trade between China and the Netherlands. “Rotterdam is a key port for Chinese exports to Europe,” commented Mr Aboutaleb. “Through the Port of Rotterdam, China has the opportunity to reach about 500 million consumers in Europe.”

Long Term Cooperation

Chinese Ambassador to the Netherlands Chen Xu said that the arrival of the CSCL Globe to Rotterdam illustrated the win-win perspective of the development of trade and cooperation between China and the whole world. “Four centuries ago, Chinese goods such as tea, silk and porcelains entered into the heartland of Europe through the Dutch gateway. We call it the Maritime Silk Road,” said the ambassador. “Nowadays, the Chinese authorities have

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launched an initiative to develop the Silk Road Economic Belt and to build a 21st Century New Maritime Silk Road. This is not only based on the needs of China to further open up to the world, but also a platform for all relevant regions to develop together,” he concluded. Deputy General Manager of China Shipping Group Xiaowen Huang told the welcoming audience that in spite of its full carrying capacity of 19,100TEU, the CSCL Globe’s electronically-controlled main engine, which automatically adjusts fuel consumption based on the ship’s speed and sea conditions, allows the ship to burn 20 percent less fuel per TEU than ships with 10,000TEU capacity. “China Shipping and the Port of Rotterdam have a history of long term cooperation. Since the first call in 1999, the total box throughput of China shipping container vessels at Port of Rotterdam has exceeded 2 million TEU,” pointed out Mr Huang.

Big, Bigger, Biggest

Ahmed Aboutaleb, the Mayor of Rotterdam: “The arrival of the world’s largest container ship to Rotterdam is a big milestone for the trade between China and the Netherlands.”

CEO of the Port of Rotterdam, Allard Castelein: “The CSCL Globe at the Port of Rotterdam is a testimony of the excellent relationship between China Shipping and the terminal operator, Euromax ECT.”

The CSCL Globe may be the longest container ship in the world, but that doesn’t mean that it can carry the most containers. At the beginning of the year, the Mediterranean Shipping Company (MSC) baptised the MSC Oscar at the Daewoo Shipbuilding & Marine Engineering yard. Although the CSCL Globe is longer, the MSC Oscar, with her 59m beam, is just over a metre wider – meaning she can carry 19,224 TEUs. MSC’s second 19,224TEU vessel – the MSC Oliver – will come into service in April. With new studies being performed about the feasibility of 24,000TEU ships, the question now is how long will the MSC Oscar remain the largest container vessel in the world? Mr. Chen Xu, the ambassador of China: “The CSCL Globe at Rotterdam illustrates the winwin perspective of the development of trade and cooperation between China and the whole world.”

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TURKEY

ILLUSTRATING TURKEY’S GROWING ROLE IN BUILDING FOR THE OFFSHORE MARKET

Selah

SHIPYARD

SATISFIED CUSTOMERS KEEP COMING BACK. ONE MEASURE OF SUCCESS FOR ANY BUSINESS IS THE LOYALTY OF ITS CLIENTS. APPLY THIS PRINCIPLE TO SHIPBUILDING BY COUNTING THE NUMBER OF VESSELS THAT A YARD HAS BUILT, AND IS CURRENTLY BUILDING, FOR A CERTAIN OWNER. TAKE TURKISH SHIPBUILDER Selah Shipyard as an example – the yard recently launched its ninth ship for Italian shipping company Marnavi. And with the keels already laid for a further two vessels, it is plain to see that this is a fruitful relationship. ShipBuilding Industry’s Tom Scott gets an update of the latest happenings from the yard.

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ue for delivery next month is the latest addition to Marnavi’s fleet – the Ievoli Ivory, a multipurpose platform supply vessel (MPSV). Selah launched this 90.2m vessel in September last year and since then has been carrying out the final scope of work prior to delivery which is expected in March. Equipped with a Kongsberg DP2 system, the Ievoli Ivory will have a 100t @ 11m subsea crane capable of reaching depths of 3,000m.

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TURKEY

Latest Delivery

The autumn launch of the Ievoli Ivory was followed swiftly by the delivery of another Marnavi vessel – the 79.45m platform supply vessel (PSV), Ievoli Sapphire, which was handed over to its new owners at the end of November last year. Selah built and equipped this PSV in compliance with FiFi 1 and DP2 class notations. A pair of medium speed MaK 8M25C main engines, each developing 2,500kW @ 750rpm, power the vessel. The main engines drive 3,000mm diameter fixed-pitch propellers on conventional shaft lines as well as providing power to two fire fighting pumps. The vessel is equipped with two 800kW Berg forward thrusters and two 600kW Berg bow thrusters. The Ievoli Sapphire can carry numerous cargoes; more than 1,000m3 liquid mud, 230m3 dry bulk, 202m3 methanol and just over 500m3 for multipurpose cargoes such as brine, fuel oil or recovered oil. Shortly after the delivery, Marnavi transferred the Ievoli Sapphire to Topaz Energy and Marine. Dubai-based Topaz mobilised the vessel in the Caspian Sea for services to the oil and gas industry after re-christening her Caspian Voyager.

Keel Laying

Last year also saw Selah Shipyard laying the keels of two further vessels for Marnavi. With hull numbers H69 and H70, these 83.83m MPSVs will be DP2 classified and equipped in compliance with Oil Recovery Ship second line class notation. The Turkish yard will build both vessels, to be named Ievoli Amber and Ievoli Cobalt, to MMC’s

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879L CD design. Although its portfolio largely consists of PSVs, Polish Naval Architects MMC has developed over 100 designs for various types of vessels since its establishment in 2006.

Naval Expansion

lllustrating the yard’s growing experience in the naval sector is the recent contract signing with the Turkish Navy to build two logistical support ships. “I express my sincere thanks to Selah Shipyard’s innovative and dynamic team of engineers who have developed this project from the beginning,” says Selah Shipyards Chairman Erkan Selah. “Selah delivers many types of turnkey vessels meeting the highest standards of customer specifications and the rules of international class societies.” i. www.selahshipyard.com

Twice the Size Selah Shipyard is located in the Tuzla Bay shipbuilding cluster just south of Istanbul. Equipped with modern machinery and workshops, the yard has an annual steel processing capacity of 17,000t. Its 4.5ha area houses two slipways, 140m and 150m long, and three outfitting quays 190m, 90m and 65m long respectively that are serviced by 200t gantry cranes. Selah recently doubled its shipbuilding capacity with a new shipyard, named Selah Gulf, in the Gölcük region of Turkey. With a 161m slipway, the new yard can build up to four vessels simultaneously.

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NAVAL ARCHITECTURE

Breaking

with Con

ROBERT ALLEN’S FRESH LOOK AT LNG TUG DESIGN

LNG IS EMERGING AS A VIABLE ALTERNATIVE TO CONVENTIONAL MARITIME FUEL IN AN AGE OF REDUCED EMISSIONS TARGETS. NAVAL ARCHITECTS AND MARINE ENGINEERS ROBERT ALLAN LTD SAYS THAT THIS IS MOST ESPECIALLY the case with tug vessels. The company studied the options and, after numerous concept exploration studies, came up with the RANGLer class – a completely new approach unconstrained by conventional tug layouts.

he principal benefit of LNG is the ability to achieve low emission standards without the costly and bulky after-treatment components required on diesel engines. These result in much larger casings and exhaust trunks and, thus, impeded operational visibility.

Fresh Thinking

There are downsides, however. LNG storage tanks and their associated control systems

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NAVAL ARCHITECTURE

vention

require a large volume of space – a serious issue on a small vessel. Ultimately, the range and endurance of the vessel is compromised in comparison to a diesel-powered tug of the same dimensions. LNG concepts to date have promoted all the traditional tug configurations, which means squeezing in the storage tanks and compromising storage space and crew accommodation. Robert Allan’s approach was to consider a new layout that would not have these detrimental features. According to the company, the use of LNG in smaller vessels, such as tugboats, is an extreme challenge because simply adapting existing design configurations does not appear to offer very effective working arrangements. They say that fresh, innovative thinking is required to make LNG a truly viable fuel option in working vessels of this type.

Prime Estate

Starting with the essential basics of tug design and operations, the design team first looked carefully at the primary working deck layout and ensured it was not compromised. The next priority was to examine the LNG storage and distribution requirements with the associated engines and determine where in the tug that was most efficiently located. Then they worked to fit the rest of the design requirements – accommodation, control rooms, stores – into available spaces in a logical and sensible manner. One of the primary targets revealed by this careful appraisal of the situation was the aft deck. On many tugs today, especially those dedicated to terminal support or escort towing, the aft deck is essentially redundant. A well-designed tug vessel will be able to tow and manoeuvre equally well in either direction and has no need for an aft winch. This means that the aft deck on many tugs is just a large, empty space. Robert Allan considered this to be prime real estate for locating the accommodation facilities displaced by the LNG tanks.

Easy Installation

Departing from the conventional diesel tug designs, the RANGLer (Robert Allan’s Natural Gas Liquified [tug]) deckhouse is based aft to provide greater visibility from

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the wheelhouse and an efficient working deck forward. The crew accommodation is located in a stern ‘castle’ that replaces the below deck accommodation that is a feature of conventional tug design. In the RANGLer design Robert Allan have used the space forward of the engine room for maximum LNG storage capacity. They have configured the design for simple installation and removal of the entire LNG tank system as an ‘LNG Fuel Module.’ The LNG Fuel Module includes not only the IMO Type C LNG storage tank and gas processing equipment, but also the bunkering station, engine gas regulation units, controls, gas-related ventilation fans, enclosures and access ways. By integrating all the key LNG-related equipment into a single module that can be tested and approved ahead of time, the final installation of the LNG fuel system is made a much more straightforward, time-efficient and less risky process than if equipment is installed separately in a more piecemeal way.

Proven Design

The first design of the new series, the RANGLer 3600, is a twin Z-drive terminal support and tanker escort tug. Robert Allan have designed the RANGLer series to embody the proven hull shape of the Robert Allan RAstar series – notable for its highly effective motion damping in a seaway. Robert Allan have worked closely with Bureau Veritas and the American Bureau of Shipping on the LNG safety aspects of the design. The RANGLer 3600 Class concept has received Approval in Principle from both classification societies for either single gas fuel or dual fuel. i. www.ral.ca

SPECS Length Beam Draught Installed power Crew LNG capacity Speed (predicted) Bollard pull (predicted)

36.5m 15.4m 5.8m 2 x 2,430kW up to 10 80m3 14 knots 80t

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TURKEY

With its RINA Green+ notation, the 79m Pirgos is a general cargo vessel that has unrivalled environmental qualifications.

NORDEN SHIP DESIGN’S SUPER EFFICIENT GENERAL CARGO VESSEL

Green Credentials NORDEN SHIP DESIGN WAS ESTABLISHED ALMOST A DECADE AGO IN ISTANBUL, TURKEY AND SINCE THEN HAS PROVIDED DESIGN, ENGINEERING AND CONSULTANCY SERVICES TO SHIP OWNERS, SHIPYARDS and other marine related companies. The company’s latest project is its ECO1 series – the first vessel of which is already in operation. The 79m Pirgos, with its RINA Green+ notation, is a general cargo vessel that has unrivalled environmental qualifications. Norden Ship Design Business Development Manager Haldun Yildiz speaks to ShipBuilding Industry about just what makes the vessel so special. WORDS BY TOM SCOTT

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rom day one, Norden Ship Design’s approach has been to deliver innovative, cost effective and client-oriented design solutions. The company structure is versatile and enables the forming of individual teams to support different projects in parallel. Norden actively invests in R&D activities to create new concepts that are more efficient, cost effective and environmentally friendly. The company’s portfolio comprises more than 30 ship designs which, to meet project requirements, are all unique.

A prime example of the company’s successful R&D programme is its Norden ECO1 series – a vessel that has unmatched environmental credentials.

New Bow Form

“We started to develop the concept of this new series in 2013,” informs Mr Yildiz. “The first one that went into construction was the Pirgos – a 9,000dwt general cargo vessel. The original design capacity was 7,600dwt, but our efforts made it possible to meet more stringent damage stability requirements and classed

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TURKEY

the vessel as ‘Type B-60’. This allowed the vessel to have 60 percent reduced freeboard, hence the capacity increase.” The hull shape, especially the new bow form, was created in-house. “Our design has been verified with CFD analysis, followed by model tank tests,” continues Mr Yildiz. “The bow shape reduced the wave resistance almost down to zero, while maintaining excellent seakeeping characteristics.” In addition, the lack of a bulbous bow gives greater flexibility in the economic speed range. FE Analysis optimised the lightship weight of the vessel.

Sea Trials

Tank testing showed that the bow shape reduced the wave resistance almost down to zero, while maintaining excellent sea-keeping characteristics – verified with CFD analysis.

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Verified by model tests, the vessel was expected to sail at 13.5 knots with a two stroke 2,260kW main engine. “The engine is mated to a specially designed high efficiency propeller with Boss Cap Fins, which breaks the hub vortex,” explains Mr Yildiz.

SPECS

“This alone has reduced the fuel consumption by 7 percent compared to more traditional propeller setups.” Exceeding the model testing expectations, during sea trials the Pirgos achieved a top speed of 13.9 knots at ballast draft and 13.5 knots while fully loaded. The vessel continued to surpass design expectations during her maiden voyage: “She sailed fully loaded at an average speed of 12 knots and consumed only 7 tons of HFO per day – and that is including the consumption of auxiliary generators.”

Length o.a Beam Draught Fuel oil tank MDO tank Fresh water tank Main engine Generators Cranes Deadweight Cargo volume Accommodation

136.57m 17.5m 6.2m 475m3 68m3 187m3 2,260kW 2 x 500kW 3 x 20t @ 25m 9,000t 11,800m3 15 persons

Class-A Efficiency

What is outstanding about the Pirgos’ design, however, are her environmental qualifications. “We have obtained the voluntary RINA Green+ notation and Green passports complying with IMO Ship Recycling Recommendations. Our design is the first in the world to obtain Green+ notation in this tonnage, and the second cargo vessel

Norden Ship Design Business Development Manager Haldun Yildiz.

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The lack of a bulbous bow gives the vessel greater flexibility in the economic speed range. that has ever received this notation.” The vessel is the world’s most efficient general cargo ship between 8,000 and 10,000dwt, according to ShippingEfficiency.org. This web-based initiative aims to increase the awareness regarding the energy efficiency of international shipping. In measuring a ship’s efficiency, it considers a number of factors such as fuel consumption and CO2 emissions. By slowing down to 10 knots (50 percent MCR + 5 percent sea margin), she uses just 5.5 tons of HFO per day. “The major factor behind the efficiency figure is the hull form,” highlights Mr Yildiz. “This scalable form is used in our eco series design from 2,000 up to 23,000dwt, which is applied to dry cargo vessels and tankers.”

Solar at Port

“Although hull design and engine selection obviously

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both play a major role in how efficient a ship is, there are more onboard systems that effect a vessel’s consumption figures whether directly or indirectly,” says Mr Yildiz. “As part of the goal of creating a green vessel with low emissions, the Pirgos also features additional technologies and systems.” For example, the wheelhouse has a 20kW solar panel capacity and the vessel is also capable of cold ironing at port. By combining these two characteristics, the vessel achieves zero emissions while at port. Furthermore, the Pirgos has computerised fuel consumption monitoring and software to achieve the most efficient draught and trim in addition to frequency converters for pumps and main engine ventilation fans and low energy consuming lights.

Sofware Packages Over the years, Norden has been involved in numerous production engineering jobs, and have consequently accumulated crucial information on improving productivity. This experience has been turned into an in-house developed software package called ‘NordenWorks’. The package consists of a number of specific modules – NorSteel is the module used for 3D modelling of structures. This fully automated program can generate shop drawings, nestings, profile and steel bending information and material lists. NorPipe is the module for the 3D modelling of pipes and ventilation systems, capable of generating P&IDs and isometrics in addition to shop drawings, nestings and material lists. With the capability to generate stability booklets, NorStab is the module for stability calculations. It can also be used independently and installed onboard vessels as a loading software – more than 100 vessels are currently using this module in daily operations.

Norden Ship Design’s latest product is their LNG dual-fuelled 1,700 TEU eco-container vessel.

i. www.nordenshipdesign.com

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MARINE PROPULSION

Stena Line CEO Carl-Johan Hagman

STENA LINE BECOMES FIRST METHANOL FERRY OPERATOR

Gas Conversion

STENA LINE HAS BECOME THE FIRST OPERATOR TO RUN A LARGE, 1,500 PASSENGER FERRY ON METHANOL FUEL. REMANTOVA SHIPYARD IN POLAND CARRIED OUT the conversion of the 240m Stena Germanica. Stena cooperated with Wärtsilä, the Port of Gothenburg, the Port of Kiel and Methanex Corporation for the realisation of the project.

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MARINE PROPULSION

Our focus has always been on innovation.

“

t Stena Line we are extremely proud of contributing to the development of our industry. Our focus has always been on innovation for the benefit of both customers and society at large and this is a prime example... We are constantly evaluating different fuels for the future and to be the first in the world with a methanol conversion is a big step towards sustainable transportation,” says CarlJohan Hagman, CEO of Stena Line.

Oceanic Highways

In a project supported by the EU’s Motorways of the Sea initiative, the total cost of Stena Germanica’s conversion is in the region of EUR 22 million. The vessel will operate a service between Gothenburg, Sweden and Kiel, Germany. Wärtsilä, in cooperation with Stena Teknik, developed the new engine conversion kit and ship application. The engine is dual fuel, using methanol as the main fuel grade, but with the ability to use marine gas oil as backup. By using methanol, Stena Line will reduce SOX emissions from the vessel by around 99 percent, NOX by around 60 percent, PM by 95 percent and CO2 by 25 percent, compared with current, standard fuel use.

Alternative Approach Stena Line has converted the vessel in time for the

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new SOX reduction regulations that have come into force in the Baltic and North Seas Emission Control Area. The ferry operator is considering a number of alternatives to reduce emissions, including LNG, exhaust scrubbing technology and electric propulsion. Many operators – Stena Line included – are initially switching to marine gas oil in order to comply with the regulations. However, the costs of doing so are 40 - 50 percent higher than heavy fuel oil, making alternative solutions attractive for the long-term. “Due to our size we have a broad perspective on handling the new sulphur regulations and it is likely we will use some different types of solutions in the

coming years. However, based on the results of the methanol project we are intending to convert additional ferries,” says Mr Hagman.

Saving Energy

The emissions from methanol are similar to those from LNG, however, methanol has the advantage of being easier to handle and not requiring the same bunkering infrastructure as LNG. Stena Line has been working to reduce emissions since 2005 via its Energy Saving Programme. It has reduced vessel energy consumption by an average of 2.5 percent per year. Different companies from within the Stena family participated in the conversion of Stena Germanica.

“It is a project that involved several companies in the Stena Sphere, which makes it very special for us,” says Mr Hagman. “Stena Line, Sten Teknik, Stena Bulk, Stena RoRo and Stena Oil have all been involved with their respective areas of expertise. This internal collaboration made this possible. Naturally, adapting and converting Stena Lines’ fleet of some 40 ferries to the new regulations in the near future is a very tough task which will take time, effort and money.” i. www.stenaline.com

Stena Germanica Built 2001 Length 240m Capacity 300 cars, 1,500 passengers Lane metres 4,000 Engine Wärtsilä 8ZAL 40S MD with 32,000

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SHIPYARD LAW

THE RIGHT OF RETENTION REVISITED

Storm in a Teacup RECENTLY THE ALARM BELL WAS SOUNDED OVER A LEGAL DECISION IN WHICH A DUTCH COURT DENIED THE RIGHT OF RETENTION TO A SHIPBUILDER FOR HIS UNPAID CONSTRUCTION INVOICES. THE RIGHT OF RETENTION IS COMPARABLE to the Anglo-Saxon ‘possessory lien’ defined as the right to retain goods in one’s possession in order to enforce payment. The case does raise the question should Dutch shipbuilders reconsider their construction contracts and make an appointment with their lawyers? Exclusively for ShipBuilding Industry, Gijs Noordam, of Ten Holter Noordam lawyers, offers the benefit of his considerable experience in Photo courtesy of Port Pictures

maritime law to discuss the matter.

f course it would be nice for business to see our reception area crowded with shipbuilders biting their nails and eager for advice. However, in my opinion it is only a storm in a teacup. Firstly, it concerns a decision by a Summary Court Judge, meaning that it is provisional by nature. In regular proceedings the outcome may be different. Also the shipbuilder in question may have appealed the judgment before the Appeal Court and is now waiting for that Court to overrule the earlier decision. Secondly, the circumstances of the case are very specific and will not apply to run-of-the-mill retention cases. And thirdly, there have been earlier Court

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decisions in which a shipbuilder’s right of retention was shipwrecked. I will explain.

Who’s the Owner?

The shipbuilder in this case received a request from two companies – let’s call them ‘Shipping’ and ‘Trading’ – to complete two hulls that were under construction as inland tankers. The shipbuilder accepted the order and started the works, in the assumption that both ‘Shipping’ and ‘Trading’ would be good for their money and would pay up the agreed installments. However, they defaulted on the first payment. As usual, there was a bank involved that

financed both the purchase and the completion of the hulls. This finance arrangement was made with companies related to ‘Shipping’ and ‘Trading’ – in particular with a third party – let’s call them ‘Quality’ – who was also the registered owner of the hulls. In other words, the shipbuilder did not have a contract with the owner of the hulls and that was where the problems started.

No Obligations

‘Quality’ had apparently used the loan from the bank for more interesting ventures so ‘Shipping’ and ‘Trading’ were left without funding. The shipbuilder exercised his right

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of retention and obtained payment orders against these companies. However, it was clear that they were on the verge of bankruptcy and could not pay. So the shipbuilder turned to the bank who was holding a mortgage on the hulls and demanded that the bank should put the hulls up for public auction to mitigate further devaluation. The proceeds of sale could then take the place of the hulls and the shipbuilder and the bank would have time to quarrel over the division of the monies. When the bank refused to do so, the shipbuilder asked the Summary Court Judge to order the bank to start a public auction.

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The Judge turned this request down, reasoning that the shipbuilder did not have a claim against the owner of the hulls, ‘Quality’, but against ‘Shipping’ and ‘Trading’. The Judge stated that the bank had not yet declared ‘Quality’ in default under the loan and that consequently the Court could not force its bank to exercise its right of foreclosure under the mortgage. It is a right, not an obligation.

Release from Retention

The bank, in the meantime, had not been idling and had already found a potential buyer for the barges – be it for a purchase price that was considerably lower than the

loan from the bank to ‘Quality’. The bank requested the shipbuilder to release the hulls so that they could be sold and delivered to this potential buyer but the shipbuilder continued to exercise his right of retention and refused to release. This time, the bank paid a visit to the Summary Court Judge and requested a Court order for release against the shipbuilder. The Judge assumed the shipbuilder to have a legal right of retention. This right is aimed at putting pressure on the debtor to pay up and to recover the claim by way of priority after a foreclosure. However, due to a special clause in Dutch transport law, this priority is not applicable

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SHIPYARD LAW

Photo courtesy of Port Pictures

The Judge considered that the shipbuilder could not use its right of retention to put pressure on ‘Quality’ or the bank to pay up as the debtors were ‘Trading’ and ‘Shipping’. Furthermore, the claim of the shipbuilder would not take preference over the mortgage claim. In weighing the interests of all parties concerned, the Judge found in favour of the bank as the bank had a potential buyer for the barges. The shipbuilder would not be entitled to any part of the proceeds of sale. The Judge ordered an immediate release of the barges to the bank.

the owner of the barge and went bankrupt. The Trustee of the principal, with the bank holding the mortgage at his side, required release of the barge from the shipbuilder who exercised his right of retention for the unpaid construction costs. The Rotterdam Summary Court Judge held that the same article of Dutch Transport law, also in bankruptcy situations, excluded the priority right attached to a retention right. In weighing the interests of the Trustee and the bank in foreclosing the vessel and dividing the proceeds of sale with the interests of the shipbuilder, the Judge ordered the release of the barge to the Trustee. In conclusion, I must say that Dutch shipyards that are active in the construction and repair of inland barges should not primarily rely on their right of retention. Instead, they should negotiate bank guarantees for the timely payment of the agreed installments.

Bankrupt Situations

i. www.tenholternoordam.nl

if it concerns an inland barge. The reason for this is the Geneva Convention on the Registration of Inland Vessels, which allows only a limited number of priorities to rank higher than a mortgage claim. Examples are crew wages and salvage claims.

Weighing the Interests

– G I J S NO O RDA M O F TE N H O LTE R NO O R DA M LAW YE RS –

The shipbuilder did not have a contract with the owner of the hulls and that was where the problems started.

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How shocking is this for Dutch shipbuilders who construct and repair inland barges? In 2008, a similar case was decided by the Rotterdam Court. The difference was that the principal of the shipbuilder was actually

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NAVAL ARCHITECTURE

UPDATING A DESIGN

Reefer RoRo 2.0 TRADITIONALLY, FRUIT EXPORT HAS BEEN THE REALM OF THE CONVENTIONAL REEFER VESSEL. HOWEVER, OVER THE LAST 15 YEARS, AS A CONSEQUENCE OF REDUCED PRICES OF CONTAINER SHIPPING AND RISING FUEL COSTS, THE SEGMENT HAS MOVED STEADILY AWAY FROM an ageing reefer fleet to refrigerated container vessels. Danish Naval Architect Knud E. Hansen’s updated Reefer RoRo Ship design, intended for worldwide operation in the banana trade, is set to rebalance the situation by improving port handling as well as cargo loading and environmental standards.

nud E. Hansen developed the first version of the Reefer RoRo in close cooperation with Stena RoRo and Reefer Intel. The design’s emphasis on fast and efficient cargo handling in port was met well by the reefer industry. “Conventional reefer ships cannot compete with the container lines on the rate due to very slow and manpower intensive loading and discharge,” informs Managing Director of Reefer Intel Lindberg Skov. “We had a positive reaction when we launched the Reefer RoRo version I.”

Slow Steamer

Version II of the Reefer RoRo continues along the line of development towards greater port handling efficiency and improving environmental standards. In order to optimise cargo handling in the belowdeck areas, the bridge and engine of the

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Central American ports, discharging in Antwerp plus one additional port and the return trip to Central America. The subsequent box rate is calculated to be USD 2.50 per banana carton.

Returning Profits

The Reefer RoRo and its machinery have been designed in consideration with the highest environmental standards: “Its gensets will utilise the latest common-rail engines and permanent generators and the efficient electric drive system will consist of permanent magnet propulsion motors,” continues Mr Olesen. “And on deck, electric cargo cranes and deck equipment will use frequency controlled permanent magnet motors and energy recovery control systems.” In the fruit export trade, the journey back to the producing region is critical for a healthy profit. The Central American banana sector is no different. In response to the substantial potential of back hauling cargo, Knud E. Hansen have increased the height of the four internal decks to 4.5m – space enough for general RoRo cargo. Therefore, on the return leg, the ship is an ordinary RoRo ship with 4,400 lane meters, capable of carrying up to 1,000 cars. With the new design, general project cargo can be transported as well.

Lindberg Skov, Managing Director of Reefer Intel

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updated version have been positioned forward of the ship. According to Ole Olesen, Senior Naval Architect at Knud E. Hansen, this improves the utilisation of the cargo volume as well as speeding up the cargo handling process. With the new refined design, the ship has a capacity of about 12,500 HC pallets – 6,800 HC pallets on cassettes inside the ship and another 5,700 HC pallets in refrigerated containers on the deck. In port, the ship can be loaded and discharged in just twelve hours. “This efficient turnaround leads to a greater potential for slow steaming,” comments Mr Olesen. “We envisage diesel-electric propulsion powered by six diesel generators.” Fuel consumption is expected to be an average of 42t HFO per day, based on a round trip comprising of loading in two

New Builds Coming?

“The Reefer and fruit export industry is 100 percent price-driven, and this Reefer RoRo design can beat the container lines and the conventional reefer ships on the price per transported unit,” Mr Skov explains. “The Reefer industry has reacted very positively to the new vessel design.” He goes on to say that the Reefer fleet, currently numbering around 600 vessels, has an average age of 24 years. With such an ageing fleet, the question of building the new design is close in Mr Skov’s mind: “We have had quotations from Chinese yards. Stena Line is interested in financing the building of the ships fully or partially with long term charter parties.” i. www.knudehansen.com

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SBI OUTFITTERS PAGES Piping Conversions

Mar-In’s Fuel Check To combat the practice of mixing air with heavy fuel oil (HFO) to increase the volume, sometimes known as the ‘Cappuccino Effect’, Mar-In Controls has developed a new ship-based measurement system. The solution allows ship operators to ascertain the presence of air in the HFO at any moment during the bunkering process. The easily installed system can detect 1 - 10 percent of air in HFO. i. www.mar-in-controls.com

Instant Bright Light Constructed from seawater-resistant aluminium, the Glamox-branded FL60 Spot beam offers a virtually maintenance-free solution for all high intensity lighting requirements. Designed for operation in ambient temperatures ranging from -30°C to +45°C, the floodlight is available as a 4-module version and is an excellent choice of luminaire for demanding applications where illumination of longer distances is required. “It distributes 200lux at 20m – it is the ideal solution for examining deck areas,” comments Product Manager Nickels Ackermann. i. www.glamox.com/gmo

Due to their limited capacity for gas oil, numerous vessels have found the 1 January deadline to switch to low sulphur fuels a challenge. Wolfard & Wessels has responded by adjusting the fuel systems on board a large number of coasters allowing them to get sufficient gas oil on board – often executed by connecting a heavy fuel oil tank on the gas oil bunker system. “There is no standard solution for these ships,” says René Veldman, Technical Sales Manager at Wolfard & Wessels. “This requires a lot of creativity and insight from our employees.” i. www.wolfard.nl

Bioneptan Approval Cylinder Wizard Holmatro’s Cylinder System Configurator simplifies the process of expanding an existing set of hydraulic cylinders or composing a new one – a technique that normally requires a lot of expertise. Various filters, including tonnage and stroke, but also oil output and pump type, help to limit options step by step. Based on the specifications entered, the system provides an overview at each step of possible components that can be used. The user can put together complete cylinder systems regardless of the brand, resulting in a complete and transparent application. i. www.holmatro.com/en/configurator Total Lubmarine has received approval from Kemel, a key producer of stern tube seals and other marine sealing technology, for its Bioneptan range of lubricants. Offering outstanding viscosimetric performances, the lubricants perform in a wide range of operating temperatures and have outstanding anti-wear and anti-corrosion properties. “Kemel’s comprehensive approval comes after a year of demanding sea trials using the Bioneptan range on board almost 200 vessels,” said Total Lubmarine’s Global Marketing Manager Serge Dal Farra. i. www.lubmarine.com

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Fuel Switch Software Newly developed software from the Korean Register helps vessels comply with the new low sulphur regulations. The new software assesses fuel consumption at actual operating speeds to calculate the time required to completely switch to a low sulphur fuel. The accurate data will save fuel and costs, as well as providing accurate technical information that can be used to report to port controls if fuel change-over times are questioned. i. www.krs.co.kr

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SBI OUTFITTERS PAGES Biogen for VGP compliance

For use on wire ropes and umbilicals, Rocol’s Biogen Wireshield addresses the challenge for marine lubricants to meet strict environmental safety requirements without compromising on day-to-day operational performance. Corrosion resistance is assured, with zero galvanic reaction after 1,000 hours in salt spray testing while offering shear stability in the presence of salt water. The lubricant received an EU Ecolabel licence certifying that it meets requirements of the US VGP regulations. i. www.rocol.com/biogen

Condition Monitoring at Xodus

With training centres in the UK and Middle East, energy consultancy Xodus has been recognised by the British Institute of Non-Destructive Testing (BINDT) as an approved training organisation in the field of condition monitoring. Xodus provides vibration analysis courses aligned with ISO18436 and accredited by BINDT to their PCN scheme CM/Gen, Appendix D, Categories 1 and 2. The training modules are designed to meet the stringent requirements for the structured training of vibration condition monitoring practitioners and address the process of how to utilise early identification of component deterioration or malfunction. i. www.xodusgroup.com

K-Sim Designed for the future of advanced and integrated simulation training, Kongsberg Maritime’s K-Sim Navigation provides realistic training scenarios and enhanced user benefits for both instructors and students. The system features advanced engine and hydrodynamic modelling, allowing vessels, objects and equipment to behave and interact as in real life. To enhance the realism further, the simulator features a new visual system that brings vessels and objects in all possible weather conditions to life. i. www.km.kongsberg.com

Lukoil’s iCOlube for MSC The Mediterranean Shipping Company (MSC) has selected Lukoil’s ‘intelligent cylinder oil lubrication’, known as iCOlube, as principle engine lubricant for more than 100 vessels in its fleet. This includes its newest asset – the MSC Oscar – that, in terms of TEU capacity, is the world’s largest container vessel. The iCOlube unit tailors the cylinder oil to the prevailing engine requirements and fuel quality. “The partnership will continue with MSC’s next new vessel, MSC Oscar’s sister ship MSC Oliver, which will be launched in April 2015,” informs MSC Senior VP Pasquale Formisano. i. www.lukoilmarine.com

Alphatron Partners Hoox Privatas, producer of secure communications systems, has appointed Alphatron Marine as global partner for its Hoox encrypted smartphone. The ANSSI-certified smartphone offers secure end-to-end exchange of information via voice, email and text messaging. Because all stored data is encrypted, it is virtually impossible to hack the Hoox with the current state of technology. i. www.alphatronmarine.com

VGP Checks from DNV GL DNV GL’s newly introduced verification service helps ensure Vessel General Permit (VGP) compliance by providing a comprehensive review of procedures and documentation. The service reviews company-wide VGP procedures, including vessel visits to confirm that the vessel is operating within its environmental procedures and VGP requirements. A pilot project was carried out with Wilh. Wilhelmsen’s MV Tarago – the vessel’s ballast water management plan, deck logbook, engine room logbook and VGP logbook were all checked to ensure that all necessary records were present for VGP-related procedures.

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THE YELLOW & FINCH PAGES

ShipBuilding Industry’s Buyers Guide

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

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

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

DBR BV Lelystraat 53 – NL-3364 AH P.O. Box 1039 – NL-3360 BA Sliedrecht – The Netherlands T +31 (0)184 613 200 F +31 (0)184 612 654 E info@dbr-bv.nl I www.dbr-bv.nl Contact: H.J. Hafkamp DBR BV is the Dutch specialist in diesel and gas generator sets up to 4,000kVA, pumps and diesel pump sets up to 2,000kW in the oil and gas, wind farm, dredging and shipping industry worldwide. The well-engineered generator and pump sets are custom-built and assembled by DBR in accordance to high quality offshore standards and marine classification rules.

Emigreen B.V. Parabool 111, 3364 DH Sliedrecht The Netherlands T +31 (0)184 415 317 F +31 (0)184 415 582 E info@emigreen.eu I www.emigreen.eu Contact: Niko J. Dalpis Emission Control Technology Emigreen produces customised, integrated emission control solutions, for, among others, the maritime sector. Emigreen also provides services including design, specification, production, installation instruction, training and aftersales. Emigreen has expertise in emission control technologies, flow dynamics, thermodynamics and noise and vibration control. Emigreen develops and tests components including catalytic converters, particulate filters, selective catalytic reduction systems and related instrumentation. The Emigreen Alfa Alfa burner assisted soot filter system has set the standard for others to beat. All Emigreen solutions are highly efficient, highly reliable and highly controllable, whether designed for an inland barge, shortsea carrier or luxury yacht. Emigreen links science and the market

Gebhard Electro Innovatiepark 14, 4906 AA Oosterhout PB 61, 4900 AB Oosterhout The Netherlands T +31 (0)162 452 888 F +31 (0)162 433 761 E info@gebhard.nl I www.gebhard.nl Contact: Ton Versluis / Richard van de Wiel Gebhard Electro is a globally operating company specialised in the design, production, installation and maintenance of electrical systems for the maritime shipping industry. We collaborate with leading shipyards on every continent. Gebhard Electro has been specialised in the high-tech world of shipbuilding since 1946. Our activities vary greatly:

from just one specific task to the execution of entire projects or the management and co-ordination of all activities of all participating contractors. From our own facility in China we are in a position to deliver at competitive rates. Gebhard Electro, your one-stopshop for development / engineering / production / installation / repair service

HEINEN & HOPMAN Produktieweg 12 3751 LN Spakenburg The Netherlands T +31 (0)33 299 25 00 F +31 (0)33 299 25 99 E pr@heinenhopman.com I www.heinenhopman.com Contact: J.W.E. Hopman Heinen & Hopman Engineering is a world leader in air conditioning, mechanical ventilation,central heating, refrigeration, sanitary systems, fire protection, environmental systems and air duct cleaning. Founded in 1965, the company is renowned for being an innovator in the design, engineering and installation of customised solutions. We work in four specialist areas: – Superyachts. – Commercial shipping. – Offshore industry. – Navy vessels. Our mission is to ensure that the climate ‘indoors’ will perfectly meet the needs of people and products alike, whatever the weather outside. Heinen & Hopman offers a worldwide, 24/7 service via a network of subsidiaries and sales centres. Pantone 354

Pantone 299

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Pantone Uncoated (U) voor uncoated papierdrukwerk, zoals visitekaartjes, briefpapier etc.

Pantone Coated (C) voor coated papierdrukwerk en en andere gecoate ondergronden, zoals stickers etc. Versie 2014-02-18 Edward Newland / en@heinenhopman.com

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 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 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 !

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

yellowpages SBI 9-1.indd 63

Contact: Joris J. Stuip From the early days PTR’s core business has been the manufacture of a full range of rope ladders using wooden, metal-alloy and synthetic steps. Jacobs or Monkey ladders are produced, but the main production is the manufacture of PTR Pilot Ladders to the all-important MED certification. PTR, under the supervision of Bureau Veritas, was one of the first manufacturers to be awarded MED approval for pilot ladders and lifeboat/ embarkation Ladders. Daily, MED approved ladders are shipped locally and by sea and air to users around the world, for other items please visit us at www.ptrholland.com

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

Stone Marine Singapore Pte Ltd 4 Tuas Basin Close Singapore 638797 T +65 6863 2681 F +65 6863 2683 E office@stonemarine.com W www.stonemarine.com Contact: Simon Honeybone (Managing Director), Stephen Yeo (Technical Director) Stone Marine custom design and manufacture high-end propellers and sterngear equipment. We use the latest design and engineering technology, including simulation software and 5-Axis milling machines,

providing accurate and precise propulsion equipment. You can rely on our long established history of delivering high quality propellers, optimised for maximum efficiency, with minimal noise and vibration levels. Stone Marine propellers are produced to all the desired finishes from Class II to Class S for all types of vessels. The maximum propeller diameter we build in Singapore is 4.0m (diameter) with shafts up to 12.0m in length. We are approved by all the major classification societies.

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 Workboats Small Crafts & Service Vessels Ballast Water & Emissions Focus on South Europe

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S BI 2015 | Vo l u me 9 | I s s u e 1 | 6 3

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WORD ON THE SEA

SBI’s Marco Geels Shipyard De Hoop’s board members highlighted some of the key moments in the yard’s history

BIRTHDAY BASH – like his father before him, he has spent most of his Last December Shipyard De Hoop celebrated career with De Hoop. 125 years in the industry. I was happy to be invited to In an informal setting, the three men highlighted the birthday festivities at De Spiegel theatre in Zwolle some of the keys moments in the history of the in the middle of the Netherlands. yard while emphasising the sense of permanence De Hoop is one of the oldest yards in the country and consistency at the company – seen by the large – it is 100 percent owned by CEO Patrick Janssens amount of family members and who joined the company in long-term personnel working 2004 and, in a management there. But as well as looking buy-out in 2007, took over back at the years of tradition, the business. Specialising the board also highlighted in custom vessels, the yard the route ahead, showcasing handles the whole package a healthy order book for the from turnkey shipbuilding and ...as well as looking back coming year. design to repair, maintenance With the talk show over, the and conversion. From its two at the years of tradition, evening continued with food and construction facilities at Lobith the board also highlighted music in a relaxed atmosphere. and Foxhol, the company The evening ended with a delivers up to nine vessels the route ahead... spectacular laser show about the per year – drawing on the history of the yard. experience of almost 200 permanent staff. As the dust was settling after the birthday bash, De Hoop had organised a birthday programme there was another cause for celebration. Less than to commemorate the occasion and to celebrate the one week later, De Hoop won the Dutch National yard’s strong position in the industry. After welcome Business Success Award for the shipbuilding sector. drinks, the invited guests – comprising customers, Congratulations are, once again, in order. Well done suppliers and numerous business contacts as well as employees – were invited into the auditorium for a to all the team at De Hoop. lively ‘talk-show’ style interview. Joining Mr Janssens on stage were De Hoop’s two other board members – Technical Director Fré Drenth and Director of Operations Johan Fasel. Mr Fasel is Marco Geels himself a prime example of the continuity at the yard marco@ynfpublishers.com

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