ShipBuilding Industry, Vol.9 No.2 by Yellow & Finch Publishers

And when the time comes to hand her over to you, we strive for the perfect delivery. Perhaps she’ll be back one day for an overhaul or a conversion… Whatever happens, we’ll remember.

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SB I VOL. 9 ISSUE 2 | 2015

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SBI 2015 | VOLUME 9 | ISSUE 2

DAMEN

CROATIAN KNOW-HOW BRODOSPLIT’S KEY ORDERS

Kroonborg OFFSHORE PIONEER

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Publisher’s

note

Looking for Answers? DURING THE PLANNING STAGES OF THIS ISSUE OF SHIPBUILDING INDUSTRY, ONE OF THE KEY QUESTIONS THAT WE SAW CROPPING UP WAS THE ONE OF: “WHICH is the best strategy? Diversification or specialisation?” I will tell you now – I don’t have the answer. What I do see, though, is that there are numerous yards out there whose strategy involves the decision to diversify. Just looking at Southern Europe, as we do in this issue, as an example. LaNaval’s move into ferries, Palumbo’s inclusion of LNG and Brodosplit’s opening order with Fincantieri are prime examples. Gibdock’s Managing Director, Richard Beards, sums it up succinctly in this magazine by stating his aim: “We will continue to ‘mix it up’, securing business in many different market segments over 2015.” There are, however, arguments in favour of specialisation. Ship owners contract yards to build vessels to perform specific functions – that’s a given. Take that thought a step further and you find yards that purposely choose not to diversify. For them – specialisation is the key. If the client wants a one-off special, then build him one. After all, the client, at the end of the day, is king. I had an interesting chat with a project manager from a large Turkish yard at Europort Istanbul last month. His point was: “Why build a ship that can sing and dance when you only need it to sing.” The subject develops when you look at the global scale of today’s shipbuilding industry. The Asian aspect certainly adds an extra angle to the equation. As the cost of shipbuilding decreases the further east you travel, some European-based yards are resolving the issue by getting the best of both worlds. Construct the hull in the East and fit it out at your home yard in Europe.

MARCO GEELS | CCO MARCO@YNFPUBLISHERS.COM

The industry serves such a diverse array of maritime sectors that no ‘one size fits all’ approach is appropriate. However, this is precisely what makes this such a dynamic industry – constantly advancing to provide the best vessels and the best solutions. And I for one am pleased to be part of it.

MARCO GEELS

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ShipBuilding i n d u s t r y

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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 2

SHIP REPORT

8 Kroonborg – Offshore Pioneer

2015

33 BS Camburi – Combining Form & Function 44 Delta Admiral – De Hoop’s Caribbean-Bound PSV WORKBOATS & SERVICE VESSELS

18 Tag Team – Damen’s Combo Contracts 12 Propulsion Partner – Voith’s Package for Royal Wagenborg 22 Avoiding the Dry Dock – Victaulic’s Couplings 30 Bravo Alpha – Alphatron Gives Technology a Human Touch

BALLAST WATER & EMISSIONS

26 Be Prepared – Is a Global Sulphur Cap Near? 40 A Step Closer – Industry Update from Bio UV

SOUTHERN EUROPE

14 Palumbo – Mediterranean All-Rounder 36 Branching Out – LaNaval Expands Range 42 Gianneschi – Pumps & Blowers 48 Gibdock – A Rock of the Industry 52 QHSE – Issues in the Turkish Shipbuilding Industry 56 Croatian Know-How – Key Orders for Brodosplit

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 In the first time in its history, Brodosplit – Croatia’s largest shipyard – recently supplied the Fincantieri Group with four cruise ship hull sections. Totalling more than 2,000t of steel, the contract also included piping and electric routing works. Read more about Brodosplit’s activities on page 56. S B I 2015 | Vo l u me 9 | I s s u e 2 | 3

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SBI

NEWS IN BRIEF Specialised Rescue Vessels

SBI FEATURE

At Nordic Yards two identical icebreaking rescue and salvage vessels have been ceremonially named Beringov Proliv and Murman. Thanks to their high-tech equipment they can also carry out search and rescue operations as well as emergency towing even in extreme weather conditions. Onboard hospital facilities enable the treatment of people who have been rescued. Each vessel is 88m in length, nearly 19m wide and can accommodate a crew of up to 38. From springtime onwards they will be used by Russia’s maritime rescue services for patrols and rescue operations in the Arctic region.

Damen Boss Wins Industry Award

M E a ve rit n im Ap ril ts e M 22

ar , R i t i m 20 ot 1 t e 5 w e rd & w a O w m ff .m , sh a r the o r e it i m Ne C a Ju ne e o th r e f f erl e r N 2 s h an E or – o r ds v e 5 O Sh , nt ec sl i p 20 ar o, p 1 20 w in 5 e N 15 e w g o r w rw 2 ev .m a 0 e nt es y 15 .n se l/ Ju .n en ne o/ n Se 1 o raw 6 sh So o r – 1 ip 8 ut k I , pi w ha n t 20 ng w m e 1 w p rn 5 . s to a ea n tio w , U na or K l Ju k. 20 ne co 15 El 2 m ec 3 Am t r i – 2 s c 5, w ter & H 20 w d y b 15 w am r .e i l e , th d M ct e a ri N ri Au ca e n g n d the e W M ust h y rla o ar 1 b r nd r l d R int 1 – id s E io e c 1 xp m ar o w de S o 3, in w J u 20 20 w an t h 1 e 15 w .m e A 5 o i a r ro m rl de in , B er Se te r ic xp c s az a pt o. a . il N a co M em co va ar b m l m i e sh An n e r .b 2 o tw M 9 r/ re en w er a i – 20 w p nt O / w , B e n ct 15 .m e a o a r lg n c be r i n ium e W 10 em or , 2 ai ld 0 nt E x 15 en po an 20 ce w 15 or ld ex po .c om /e ng lis

Kommer Damen, Chairman of Damen Shipyards Group, received the award for Industry Leader of the Year at the Offshore Support Journal Conference gala dinner. The award was made based on his vision – of consistently developing new designs that meet customers’ needs and building them in large volumes – that has been at the heart of Damen’s growth in recent years. The judges also noted that, despite expanding into a multinational company, Damen Shipyards Group has never lost its family values or its respect for its maritime heritage.

April

June

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August

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NEWS IN BRIEF Orion’s Electrics

New Chairman for Reintjes Dr Ing Alexander Nürnberg has been a member of the Reintjes board of directors since May 2011. With effect from 1 February, he became chairman of the board. Since 1998 Dr Nürnberg has been active at the German Engineering Association (VDMA). Together with the new Reintjes CEO Klaus Deleroi, he belongs to the Association of Marine Equipment and Systems and took over its management in the year 2003. Furthermore he is chairman of the Center of Maritime Technologies (CMT) in Hamburg.

Piet Brouwer Electrotechnology has received a new assignment from CIG Shipbuilding for a new Windfarm Support Vessel, called Orion. The vessel will offer comfortable accommodation and workspace for 75 persons. The brief specifies a length of 108m and is to be built by CIG on behalf of Acta Marine, a subsidiary of dredging company Van Oord. Piet Brouwer Electrotechnology will fit the electrical system on board Orion as well as supplying the diesel-electric propulsion. Dr Ing Alexander Nürnberg, the new Chairman of Reintjes.

Pushboats for Brazil Uzmar Workboat and Tug Factory have completed six of eight shallow-draft pushboats for Hidrovias do Brasil. The vessels will be used on inland waterways to transfer flotillas comprising up to sixteen fully loaded inland barges, with a total capacity of 40,000dwt. Canadian naval architects Robert Allan Ltd designed the vessels, which will all fly the Paraguayan flag. Each vessel has a length of 45.6m, is 16.5m wide and has a draught of just 2.1m.

>> | Read more on shipbuilding-industry.eu

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SBI

NEWS IN BRIEF Container Power

Expansion for Veth

DBR are currently putting together a 40 foot DNV 2.7-1 container generator set for a vessel owned by Jan De Nul Group. A 16 cylinder Mitsubishi Marine engine and a Newage Stamford generator will provide the power, that will be put into action on offshore trenching operations, while meeting the latest IMO Tier II exhaust regulations. “With its 1.5MW capacity, this genset provides considerable power – exactly what our client is looking for,” says DBR Managing Director Herwin Roodenburg.

At the beginning of February Veth Propulsion celebrated the laying the foundations for its new production facility, which should be fully operational in January 2016. In addition, the company is expanding their worldwide network of agents – recently welcoming Exalto Emirates as Middle East agent, responsible for covering United Arab Emirates, Saudi Arabia, Kuwait, Bahrein and Qatar.

DHR Ready for the Future

Heavy Duty Harbour Tender

Den Haan Rotterdam (DHR), a family company that produces navigation lights, searchlights and air horns, has launched its new website. The site features all the company’s products and is e-commerce ready. User friendliness, readily available information and transparency are the key components for the website’s design. According to the company, combining the products for the shipping industry with consumer products was a difficult task, but worked perfectly with DHR Marine and DHR Decorative. The KRVE has a long history of using and building fast vessels to fit the needs of their mooring activities. With three or four vessel launches per year the company is renewing its fleet constantly, which is why they teamed up with Merwelands Jachtbouw. Together they built a new 10.9m lightweight, heavy-duty, harbour mooring vessel that is capable of light towing duties. Fitted with a John Deere 6068 SFM85 engine, the vessel is capable of achieving over 25 knots and has a 1,5t bollard pull.

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BASTØ FOSEN WILL BE AMONG THE FIRST CUSTOMERS TO OPERATE GE’S IMO TIER III DIESEL ENGINES. FIND OUT MORE IN OUTFITTERS STARTING ON PG 60.

Alewijnse Building Momentum Alewijnse Marine Systems is celebrating the first anniversary of the establishment of two new subsidiaries in South East Asia: Alewijnse Marine Malaysia and Alewijnse Marine Singapore. The new companies have been actively building relationships and winning new business, with nineteen contracts worth over SGD 1 million representing a firm start. Alewijnse has won a series of smaller projects as word has spread regarding the capabilities of the new consortium. In January 2015 alone, four substantial projects were signed, marking an excellent start to the New Year.

Oscar is the Biggest

Photo courtesy of Paul Martens

On 3 March, the MSC Oscar arrived at the APM1 terminal in Rotterdam. With a capacity of 19,224TEU, the 396m long and 59m wide vessel is the largest container ship in the world – in terms of container capacity. CEO of the Port of Rotterdam Authority said, “We are very happy with the MSC Oscar’s arrival. Her shipping schedule confirms that Rotterdam is the perfect port for this class of ships. I hope and expect that the relationship between MSC and Rotterdam will only become stronger in the years to come.”

MSC Reaps Fuel Efficiency Gains MSC will apply Jotun’s Hull Performance Solutions (HPS) on a number of existing and new vessels. To help MSC reduce bunkering fuel costs and associated CO2 emissions, MSC undertook a comprehensive programme to improve fuel efficiency in 2011. During this period, they worked in close cooperation with Jotun to evaluate hull performance and launch a pilot programme to test the impact of antifouling on speed loss. Senior Marine Engineers from MSC’s Technical Office have confirmed that initial results on the MSC Adelaide have been very encouraging.

| Read more on shipbuilding-industry.eu

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SHIP REPORT

Kroonborg OFFSHORE PIONEER

CHRISTENED IN FEBRUARY AT THE PORT OF DELFZIJL IN THE NORTH OF THE NETHERLANDS, ROYAL WAGENBORG’S NEW OFFSHORE MAINTENANCE SUPPORT VESSEL, KROONBORG, IS SET TO PROVIDE MAINTENANCE AND operations support for the North Sea offshore sector. Also known as the Walkto-Work ship, the 79m vessel was designed to provide the offshore industry with multifunctional support – acting as hotel, workspace and storage facility. Furthermore, as the vessel will service several destinations en route, the number of helicopter flights required will be significantly reduced.

Photo courtesy of Royal Wagenborg

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he Kroonborg concept was borne from Nederlandse Aardolie Maatschappij (NAM) and Shell UK awarding Royal Wagenborg a contract for a new type of vessel. Designed and completely built at Royal Niestern Sander shipyard in the Netherlands, the Kroonborg will support offshore operations transporting offshore maintenance and service crews to and from their workplace in the North Sea for an initial period of 10 years.

Oil & Gas Support Many of NAM and Shell UK’s North Sea oil & gas platforms do not have a permanent crew or helicopter pad, which means frequent journeys to and from the platform by ship in order to perform maintenance work. The Kroonborg will play a crucial role maintaining

and servicing NAM and Shell UK’s production platforms in the North Sea. The Kroonborg will provide accommodation for up to 60 people, including 40 maintenance and service personnel. Service crews can work on 14-day shifts and the vessel is able to serve multiple offshore platforms on one route. Theo Klimp, Fleet Director of Royal Wagenborg, explains that the vessel will enable the vessel’s owners to execute work programmes on production platforms “more efficiently, safely and cost-effectively”. NAM and Shell UK anticipate that the vessel, which will provide a workspace, floating hotel and a means of transport to and from offshore platforms, will deliver substantial cost savings.

SPECS Builder Royal Niestern Sander, The Netherlands Owner Royal Wagenborg Length o.a. 79.43m Breadth 15.85m Depth 7m Draught max 5m Deadweight 2,800t Gross tonnage 3,750t Speed 13.5 knots Dynamic positioning DP2 Deck Space 500m2 Accommodation 60 persons Class Notation Bureau Veritas. I+HULL, +MACH, +AUT-UMS, Unrestricted Navigation, Dynapos AM/AT-R, +ALM, Cleanship, In Water Survey, Comf-Noise 3, Comf-Vib 3 www. s h i p b u i l d i n g - i n d ustr y.eu

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SHIP REPORT

Motion Compensation

Photo courtesy of Royal Wagenborg

Providing maintenance personnel living on the vessel access to fixed or floating offshore structures is a motioncompensated offshore gangway, the Ampelmann – from the Dutch company of the same name. This fully integrated access system will also be used to transfer small cargo and equipment. The Ampelmann consists of a self-stabilising hexapod with six hydraulic cylinders, which compensate the motion of waves up to 2.5m. The gangway has a maximum operational length of 22m. Lifting operations to transfer equipment from the deck of the vessel onto a platform can be executed safely with a small and compact 3D-neutral crane – the Barge Master T40. With a 5t @ 20m or 15t @ 10m capacity, the crane compensates roll, pitch and heave motions with a system of five vertically mounted cylinders, which are placed between the vessel and the crane. Designed for minimum downtime in tough North Sea conditions, the Barge Master unit is capable of transferring equipment to and from a platform and the deck of the vessel in wave heights up to 2m. “Active heave compensation is used on many cranes on offshore vessels, but the ability to compensate for pitching and rolling motions in addition to heave will be unique, at least in the offshore oil & gas sector,” highlights Mr Klimp. “Ensuring that the hook is stable in all directions really is new.”

Start Me Up At the heart of the new design is a package of ‘cold start-up’ (CSU) and intervention Photo courtesy of Royal Wagenborg

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SHIP REPORT equipment installed in the vessel that will enable wells to be restarted more efficiently than is currently possible. A special tank installation, containing six different chemicals, will be situated below deck. “The vessel will be certified to carry all of the usual chemicals an offshore vessel might transport, but it will also be able to transport very specialised chemicals used in interventions on a well,” Mr Klimp explains. “It will also have a dedicated area for all the pumps and frequency converters required to supply chemicals to a platform, and it will be certified for working with the very high pressures that a cold start up on a live well entails.” Niestern Sander and Wagenborg turned to PG Marine for the CSU package, which will draw heavily on PG Marine’s experience with similar below-deck solutions for IMR vessels. The below-deck package will include pumping, injection and control systems, in addition to a nitrogen generator, umbilicals and hose-reels. Because the tanks are located below decks, the deck space measures 500m2 offering ample space for other maintenance equipment.

Photo courtesy of Royal Wagenborg

Predictive DP Building a new design is always a question of combining the forces of designer and yard. In Kroonborg’s case, the Netherlandsbased Conoship International supported Royal Niestern Sander with the design. They focused on determining the optimal main dimensions and hull form to minimise the impact on the environment. Designer and yard also teamed up to achieve the best seakeeping behaviour while meeting all stability requirements. The Kroonborg’s hull design and dynamic positioning (DP) system produce a vessel that is unmatched in energy efficiency and makes considerable fuel savings possible. Designed to reduce fuel consumption, Kongsberg’s GreenDP secures the vessel, allowing it to stay within user-defined operational boundaries. This new approach is based on forecasting the vessel’s motion, rather than acting on present conditions, using a method called ‘nonlinear model predictive control’. This optimises the predicted vessel offset against the use of thrusters dramatically lowering peak loads. Studies have shown this minor sacrifice in station-keeping accuracy pays off with a fuel reduction of about 20 percent. Owner Royal Wagenborg calls its new asset a clean and green vessel – something demonstrated further by the fact that by deploying the vessel reduces helicopter

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Crane Focus

Photo courtesy of Royal Wagenborg

transfers by up to 600 flights a year, significantly reducing CO2 emissions. The company also has a strict ‘zero dumping philosophy’. Strengthening the green credentials even further is the fact that the Kroonborg as world’s first offshore vessel sails on GTL fuel, a liquid fuel made of natural gas: resulting in less emissions than conventional fuels for vessels. By combining such sustainable principles with innovative design, Royal Wagenborg’s Kroonborg looks well set to crack on with the task at hand – executing safe and efficient offshore operations for NAM and Shell UK for the decade ahead.

Over the last few months, the Netherlands-based Ship Technics have been busy with the electrical installation of the Kroonborg’s motion compensated crane. “We were brought in to install the crane’s control systems by Lagendijk, the crane manufacturer,” comments Ship Technics Director Daaf Kooman. Although Ship Technics is an established name in marine electrical engineering and automation, this was the first time the company had worked with Bargemaster. “This crane contract was completed smoothly with all three parties enjoying a cooperative working relationship.” Ship Technics started the electrical installation at Lagendijk’s facilities and completed them on board the Kroonborg while the vessel was still at Royal Niestern Sander’s yard in Delfzijl. Mr Kooman says that the feedback received by Royal Wagenborg has been positive: “Although this is a very complex crane, it is still easy to use and it is also very comfortable.” i. www.shiptechnics.nl

i. www.wagenborg.com i. www.niesternsander.com

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WORKBOATS & SERVICE VESSELS

VOITH’S TOTAL PACKAGE FOR ROYAL WAGENBORG

Propulsion Partner FOR THEIR NEW WALK TO WORK VESSEL, ROYAL WAGENBORG SELECTED VOITH TO DESIGN AND DELIVER THE TOTAL PROPULSION PACKAGE COMPRISING VOITH SCHNEIDER PROPELLERS (VSP) AND VOITH INLINE Thrusters (VIT). Low maintenance and operating costs were key factors in the decision – as well as reliability combined with a high degree of comfort. Furthermore, the propulsion system enables accurate dynamic positioning under extremely harsh weather conditions, and roll stabilisation and damping with the vessel at low speeds.

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WORKBOATS & SERVICE VESSELS

Besides that, the thrust and propulsion efficiency are equal in all directions – making rapid and precise thrust changes possible.

First for VIT

The Kroonborg is the first vessel to be equipped with the latest generation of VIT bow thrusters. For offshore use, the VITs were fitted with a central bearing and bronze blades. With a power range of 750kW to 1.5MW, the Kroonborg’s twin thrusters are designed for several thousand operating hours a year under the stresses and strains of offshore use. The VIT’s compact design allows it to be installed further forward in the bow. The larger lever arm makes it possible to compensate any yaw momentum more effectively. In addition, the propulsion system, with its permanently excited synchronous motor, is extremely low in noise and vibration emissions.

in more operational days at sea,” he explains. “This vessel can operate up to 2.5m significant wave heights due to the Voith propulsion system.” This concept also helps to reduce fuel consumption, thus saving costs while at the same time minimising environmental impact. Effective DP capabilities will really come into play during personnel and cargo transfers – using the Ampelmann motion compensated gangway and Barge Master’s T40 motion

compensated crane respectively.

Simulator Training

Prior to delivery, Wagenborg captains received training at Voith’s simulator in Heidenheim. “We have programmed the actual vessel and surroundings in our simulator and train the crew in the unique and fast response of the propulsion system,” concludes Mr Bonsen. i. www.voith.com

The Kroonborg has two Voith Inline Thrusters (VIT) in her bow.

Precise Positioning

“

his vessel is completely propelled by Voith propulsors,” says Edwin Bonsen, Voith Vice President Marine EMEA, Division Power, Oil & Gas. “It is equipped with two VSPs for main propulsion and two VITs as bow thrusters.” The VSP is a specialised marine propulsion system with five vertical blades that can rotate vertically. One crucial feature of the propeller is its stepless control of thrust in terms of magnitude and direction.

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This propulsion set-up is complemented by an electronic control system, Voith Roll Stabilization, which compensates for up to 90 percent of vessel roll to ensure maximum comfort for the vessel crew and service technicians. “Crew comfort will lead to better efficiency of the crew and the maintenance people on board the vessel,” continues Mr Bonsen. The combined Voith package is geared to optimum dynamic positioning, thereby increasing up time while making the vessel more flexible. “The vessel will have excellent DP performance that will result

Voith News Update – the VLJ Not to be found on the Kroonborg but still most certainly worthy of a mention is Voith’s new propulsor – the Voith Linear Jet (VLJ). According to Voith, the VLJ combines the best characteristics of conventional propellers with the best properties of conventional waterjets. This combination makes the VLJ an ideal solution for vessels with mixed operating profiles up to 40 knots. Voith installed and successfully tested the first VLJs on a 21m offshore service catamaran owned by Welsh company Turbine Transfers during sea trials during which the vessel surpassed expectations by reaching 30 knots. “The vessel is achieving more thrust at high speeds while achieving significantly lower noise and vibration levels,” comments Alistair Knowles, Marine Superintendent at Turbine Transfers. “Furthermore it improves our green credentials through substantial fuel and emission savings.” Voith sees faster ferries, yachts, workboats of the offshore industry and coastal protection vessels as potential target markets.

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SOUTHERN EUROPE

PALUMBO GROUP

Mediterranean All-Rounder

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SOUTHERN EUROPE

WITH FOUR MEDITERRANEAN YARDS AND MORE THAN 2KM OF BERTHING FACILITIES, THE PALUMBO GROUP IS UNDOUBTEDLY ONE OF THE MAJOR players in southern Europe – repairing about 400 vessels per year. The company is expanding its core business of repair, refit and conversion to include strategic activities such as LNG maintenance and a heightened position in the offshore and cruise markets. The Group is also reaching into the superyacht sector.

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ounded in 1967, the Palumbo Group started life as a small yard specialising in joinery. Today, with headquarters in Naples, Italy, the group has grown into an international multi-specialist force with additional facilities in Messina, Malta and most recently Marseille. With its 14 docks, Palumbo can cope with all kinds of contracts, ranging from maintenance, repairs and conversions on diverse vessels.

Quality Management

Looking at the amount of repeat orders from existing clients and it’s easy see the client confidence resulting from the Group’s expanding portfolio and increasing abilities.

Palumbo has class-approved facilities with a large skilled workforce using state of the art equipment. The company is strengthened with experienced Marine Engineers and a professional management team. An established quality management set up as well as significant investments to ensure safety and environmental standards conclude the Group’s strategic activities.

Looking to LNG

Demonstrating Palumbo’s strong focus on innovation, diversification and capacity to react flexibly to rapidly changing market conditions, is the Group’s progress in the field of LNG. Over the past year, the Palumbo Malta

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SOUTHERN EUROPE

Shipyard has moved into the LNG Market after being formally awarded as approved shipyard by Gaztransport & Technigaz (GTT). This will result in a steady stream of LNG carrier membrane cargo tank maintenance and repair contracts. Following the agreement, Palumbo personnel will receive training from GTT experts and advisory services for the preparation of each maintenance operation. This will allow the yard to build up all the necessary skills to offer its service for the maintenance of GTT membrane containment systems during dry-dock.

Offshore Markets

Palumbo sees the offshore and cruise markets as a big opportunity. The Group has already successfully completed some prominent maintenance and repair projects – namely on the offshore drilling rigs Noble Paul Romano and Transocean Amirante in addition to a large number of drill-ships, seismic vessels, FPSOs, FSUs, supply and anchor handling vessels. With further orders secured for the near future, the outlook looks positive. Regarding the cruise market, Palumbo’s strong reputation among the major players of this highly demanding sector have led to the company securing orders up to 2017.

Branding Columbus

In addition to the mainstay business concerning ship repair, the Palumbo Group also builds luxury yachts – ranging from 25 to 100m – under the Columbus Yacht brand. The newly constructed Naples

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Palumbo’s Messina yard also specialises in overhauling propulsion systems.

Superyacht shipyard located in the city’s commercial port has three covered sheds for new builds and plans for further development are in progress. The yard has 840m of quayside for commissioning and completion works served by two berth-side cranes, of 7t and 12t capacity, and six telescopic cranes ranging from 20 to 700t capacity. The berths are equipped with all the necessary shore services. Palumbo Malta Superyacht, takes up an area of more than 4.5ha including a 160m graving dock, a covered 140m dock and more than 400m of quay for floating repairs. These facilities are served by shore services, workshops, storage facilities and office for the administration and crew. The docks and quays are served with rail-mounted cranes with a maximum lifting capacity of 50t. Palumbo Marseille Superyachts ITM – the new name for Palumbo’s French superyacht yard – covers an area of about 120ha comprising four large dry docks ranging from 80 up to 126m, a 95m watershed and more than 300m of quays for afloat repairs.

Pole Position

Palumbo has 45 years of experience and know-how, an established competent workforce, comprehensive procurement practices and a large network of top industry suppliers: all in all positioning the Group as one of the most significant players in today’s shipbuilding market. i. www.palumbo.it

News from the Yards Palumbo Malta In the last few weeks, Palumbo’s Maltese yard has carried out dry-docking and maintenance works on two Greek Aframax Oil Tankers, the Eastern Maritime Management-owned Sea Dance and Marine Trust’s Yannis P. The works also included additional of steel work, painting, blasting and mechanical repairs and Mewis Duct installation. Currently under repair are two Ro-Ro passenger vessels, a 129,500m3 LNG vessel and the German tanker Angelica Schulte. Displaying the yard’s healthy order book are two more vessels – a tanker and a general cargo vessel – who are awaiting repair works. Palumbo Messina Two notable projects from the Messina yard are maintenance, repairs and dry-docking for two Micoperi –owned offshore supply vessels: the OSV Remas and the MPSV Mamta. Additional completed contracts include the pusher tug Corona Boreale and the barge Ceti. Messina’s abilities also include overhauling of propulsion systems – the 11,215t vehicle carrier Lemans Express recent underwent extensive repairs that included complete refurbishment of the vessel’s bow and stern thrusters, governors and turbocharger. Palumbo Naples Two passenger ferries – Moby Love and Marmorica – are currently undergoing extensive refits that comprise refurbishment of the interior lounges. The yard is also installing new engines and generators on the Marmorica. The scope of work also involves the hull of the ship – bringing the vessel up to new required standards. Regarding new building projects, the Naples yard is in the process of completing a 40m allaluminium sport hybrid yacht, which is part of the collection as well as a 58m yacht.

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WORKBOATS & SERVICE VESSELS

DAMEN’S COMBO-CONTRACTS

Tag Teams TWO RECENT DAMEN CONTRACTS – EACH ONE A COMBINED ORDER FOR A STAN TUG AND A CUTTER SUCTION DREDGER (CSD) – STAND OUT IN THE DUTCH SHIPBUILDING GROUP’S ORDER book. What is so noteworthy about the orders is that both saw the CSDs transported disassembled, enabling efficient transport to their final destination. The contracts also demonstrate the global approach of Damen’s field service engineers – getting a vessel up and ready in even the remotest of locations. With a round up of all the details is ShipBuilding Industry’s Tom Scott.

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WORKBOATS & SERVICE VESSELS – SA S KI A DE N H ER DER , DAMEN DRE DGI NG EQU IPMENT –

Transport is cheap and practical. We can take them apart, we can transport these dredgers anywhere in the world.

ontinuing the long-term relationship between the two parties, Damen recently completed a twin sale to a Nigerian customer. The vessels, a Stan Tug (STu) 2208 and a cutter suction dredger, type CSD500, will perform on-going tasks at an inland port approximately 40km from the sea. Their main duty is to ensure the accessibility of the port as it is used by a fuel depot. The CSD will perform continuous maintenance dredging on the river, where sand banks threaten safe navigation.

Unrestricted Navigation

The tug, named Pasam, will tow fuel barges and assist during the mooring process of www. s h i p b u i l d i n g - i n d ustr y.eu

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these barges. The STu 2208 was the logical choice of tug as its size and capacity matches that of the barges. Moreover the tug will assist the dredger for relocations, for refuelling and for anchor handling using its hydraulic deck crane. The Pasam has unrestricted navigation class approval and it also serves as a standby fire-fighting vessel – as Damen also fitted her out with a complete FiFi installation.

Going Up River

The CSD500, named Daserah, is a standard Damen CSD dredger fitted out for a maximum dredging depth of 14m. As the Daserah is not self-propelled, she has been

enhanced by a number of option packages, including a spud carriage pontoon, for forward repositioning capabilities, and anchor booms for boosting its efficiency. The anchor booms are used to move the anchors further forward as the dredger advances – negating the need for an assisting multicat vessel. Both options add to the efficiency of the dredger as repositioning during dredging can be done quicker. The contract also included a NAGUARD survey software package – designed for precision dredging. In addition, discharge piping afloat and on land was included in the package delivery.

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WORKBOATS & SERVICE VESSELS

The El Danto, a Damen STU 2608, in Nicaragua and (inset) the Pasam, a Damen STU 2208 in Nigeria.

On arrival in Nigeria, Damen field service engineers commissioned both vessels, which are currently operating at their upriver location alongside a CSD500 delivered by Damen previously.

Increased Pull

The dredger/tug combination is an attractive selling point. During a maritime trade mission to Nicaragua organised last year by the Netherlands Council for Trade, Damen signed a contract with Empresa Portuaria Nacional (EPN), the Nicaraguan port authority, for two new vessels: a Stan Tug 2608 and a Cutter Suction Dredger CSD350. “For the client, the delivery time was the most important factor,” comments Damen Sales Manager Pieter Becker. “Building proven vessels from stock, we’ve been able to meet EPN’s requirements very quickly.” The Stan Tug 2608, named El Danto, was built at Damen Shipyards Gorinchem. She sailed from the Netherlands to Puerto Corinto, Nicaragua’s largest port, at the end of last year. “The port already has smaller Damen tugs in its fleet,” continues Mr Becker. “Now, though, they need a more powerful harbour tug, to work with the

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largest vessels the port handles. The Stan Tug 2608, with a 47t bollard pull, is a perfect fit for the job.”

Overland Journey

Damen built the CSD350 at Damen Dredging Equipment Nijkerk and transported it disassembled to Nicaragua, with loose parts in containers. After arrival and onward transportation to the jobsite at the beginning of February, Damen’s field service engineers assisted the client in assembling it for the first time. “EPN will put the vessel to work on a number of projects,” says Mr Becker. “These include maintenance work in Puerto Corinto, on several rivers and on Lake Managua.” For the overland journey to and from Lake Managua, where she will dredge for maintenance purposes, the dredger can be transported by truck, as disassembly and subsequent assembly is an easy task.

Service Hubs

This set-up is something that Damen is proud of: “Transport is cheap and practical. Because we can take them apart, we can transport these dredgers anywhere in the

world,” explains Saskia den Herder from Damen Dredging Equipment. “We can hoist the pontoons, control cabin, spuds, A-frame, ladder etc. on board the transport vessel as deck load. Or they can be shipped by rail or road.” Once on site, the assembly time depends on various factors. “It can be done in 1 or 2 days,” continues Ms Den Herder. “But in a rainy season, depending on the availability of hoisting gear, it can be more than a week.” The presence of a Damen service hub, such as the one in Nigeria for example, also plays a role in completing the picture. “With the Damen service hub we can offer the client 24/7 full service, training, maintenance and emergency repair service ensuring a trouble free operation with the highest uptime possible,” says Ms Den Herder. “Damen also has a large services department and a warehouse with all necessary spare parts and consumables on stock. Spare parts can be easily ordered through a customised web portal.” i. www.damen.com

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WORKBOATS & SERVICE VESSELS

VICTAULIC COUPLINGS ON THE ROBERT E. MCALLISTER

Avoiding a Date

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WORKBOATS & SERVICE VESSELS

IN THE TOWING SECTOR, BOATS ARE UNDER PERPETUAL REPAIR. A TUGBOAT UNDERGOING MAINTENANCE AND NOT ABLE TO WORK IS A LOST REVENUE OPPORTUNITY SO LIMITING TIME OUT OF SERVICE BY PERFORMING REPAIR AND retrofit services dockside is of critical importance. Using reliable, efficient couplings enabled McAllister Towing & Transportation to accomplish repairs quickly, at a lower cost and more safely than with conventional methods.

cAllister repeatedly experienced leaks in the engine cooling water line on its harbour assist tractor tug, the Robert E. McAllister, when boltedsleeve couplings failed. This type of coupling is a nonrestrained coupling, with nothing to hold it in place on the joint. If maintenance personnel simply tightened the joint there was no guarantee that the seal – or the coupling – would hold. Port Engineer Carlo Parrotta sought a better, long-term solution. Limiting the tug’s time out of service was the most important factor, so complete replacement of the line was not an option.

Before: fuel oil vent line with original threaded joint

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Leaky Couplings

“I was considering welding the pipe,” begins Mr Parrotta. “But the problem was that I didn’t have the luxury to go into the drydock.” Having used Victaulic mechanical pipejoining systems in previous roles throughout his 25-year maritime career, he called in the company to help. Victaulic representatives visited the Baltimore-based vessel to review applications and recommended the Style 99 Plain End Roust-A-Bout Coupling to replace the bolted-sleeve couplings. The Style 99 is a rigid coupling that has integral hardened carbon steel ‘teeth’ that

bite into the outer diameter of each pipe-end, providing steel-to-steel engagement. Positive engagement of the pipe is achieved when the bolts are torqued to specifications, as marked on the coupling housing.

Speedy Solution

Plain-end couplings are advantageous for retrofit and repair services because there is little upfront tooling cost. The lack of extensive pipe-end preparation means the coupling can be installed quickly, reducing downtime. To complete the repair, the bolted-sleeve couplings were disassembled and removed, the pipe was

After: fuel oil vent line rejoined with plain-end coupling

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WORKBOATS & SERVICE VESSELS

The repair was completed dockside in just over an hour.

pulled from the hangers, and the pipe-ends were cleaned where the new couplings would be installed. The pipe was then repositioned and the Style 99 couplings were assembled on the joints. The repair was completed dockside in just over an hour. There was no need to bring in a certified welder and deal with the safety hazards and other considerations welding in the space would have posed. Eliminating welding also meant significant cost savings. Instead of paying a welder for an eight-hour day, the cost was limited to the price of the couplings – with money left in the budget to purchase more units than needed to repair the Robert E. McAllister. As a result, bolted-sleeve couplings on other McAllister tugs are now being replaced with Victaulic Style 99 couplings. And Mr Parrotta is using them for other applications where the cost savings are even more substantial.

Vent Maintenance

When a leak developed at the base of a fuel oil tank vent line on the Robert E. McAllister, the company faced repair costs running to thousands of dollars. The process would typically involve drydocking the boat,

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emptying and cleaning the fuel tank, calling in a marine chemist to confirm it was safe to weld, cutting the pipe and welding to complete the repair. Instead, Mr Parrotta was able to cold-cut the pipe, cap the fuel end, use a torch to remove the remaining portion on the deck and install the new section of prefabricated pipe. Hot works were avoided by completing the on-board connections with Style 99 couplings, and all work was completed dockside. “I saved several thousand dollars on a marine chemist, several thousand dollars on cleaning the tanks, and the grievance of waiting several years until the next drydock,” explains Mr Parotta. “If you add all these costs, conservatively, it would have come to 15,000 dollars – all that, just to weld a little hole. When you’re doing all this, the boat is not available for work. By doing it the way we did, it was a fraction of the cost and it took us three hours, compared to probably a week.”

Time & Money

Now that all pipes on fuel oil vent lines have been cut and rejoined with plain-end couplings, the mechanisms will be quicker and easier to maintain: personnel can

Engine cooling water line with Victaulic couplings

remove the vent for servicing by simply loosening two bolts and removing the coupling from the joint. Reinstallation is as quick as the initial installation. Commenting on the use of the Style 99 Plain End Roust-A-Bout Coupling, Mr Parrotta concludes: “My goal is to do the job as efficiently and safely as possible, and with the least amount of stress and time. If I save time, I save money for the company and reduce the time the tug is not available to do its job. And it’s being done safely with a reliable product.”

The Style 99 Plain End Roust-A-Bout Coupling Specially designed for plain end carbon steel and stainless steel pipe, Victaulic’s Style 99 has multiple IACS type approvals and is Coast Guard approved. ABS type approvals cover fresh water systems; sea water cooling; ballast systems; vents, overflows and sounding pipes; potable water systems; and fire main systems.

i. www.victaulic.com

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BALLAST WATER & EMISSIONS

INDUSTRY SHOULD READY ITSELF FOR GLOBAL SULPHUR CAP

Be Prepared THE INTERNATIONAL CHAMBER OF SHIPPING (ICS) HAS AGREED THAT THE SHIPPING AND BUNKER REFINING INDUSTRIES SHOULD WORK TO THE POSSIBILITY that the global 0.5 percent sulphur in fuel cap, required by the International Maritime Organization (IMO), is more likely to be implemented worldwide from 2020, rather than 2025.

“

hile postponement of the sulphur global cap until 2025 is still a possibility, the shipping and oil refining industries should not assume that this will happen simply because they are unprepared,” said ICS Chairman, Masamichi Morooka, after an ICS Board meeting. “ICS has concluded that, for better or worse, the global cap is very likely to be implemented in 2020, almost regardless of the effect that any lack of availability of compliant fuel may have on the cost of moving world trade by sea.”

Availability Study

ICS members have therefore agreed that they will continue to work with the bunker refiners to help ensure that they will be ready, if necessary, to supply sufficient quantities of compliant fuel by 2020. Annex VI of the IMO MARPOL Convention allows for the possibility that 2 6 | S B I 2 0 1 5 | Vo l um e 9 | Issue 2

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Photo courtesy of Port Pictures.nl

implementation of the global sulphur cap – which, according to ICS, will dramatically increase the cost of marine fuel for the shipping industry worldwide, perhaps by as much as USD 50 billion per year – can be deferred until 2025. This decision is meant to be subject to the results of a fuel availability study that IMO is legally required to complete before the end of 2018. Despite repeated ICS requests, IMO Member States have so far refused to bring forward the conduct of the fuel availability study. If supply problems are identified at the end of 2018 this will be far too late for governments to take action. ICS member national shipowners’ associations have therefore concluded that a political decision may in effect already have been taken, at least by the United States and the European Union, which view the global cap as a public health issue.

Going Global?

ICS’s position is influenced by the fact that the EU has already agreed, regardless of any decision by IMO, to postpone the global cap that a 0.5 percent sulphur limit will apply to international shipping within 200 miles of the coast of all EU Member States. In theory, if the global cap was not implemented until 2025, this would create a narrow corridor along the coast of North Africa in which ships could continue to burn less expensive residual fuel with a sulphur content of 3.5 percent. ICS believes that the EU Member States will be unlikely to permit this and will therefore push hard at IMO for global implementation of the 0.5 percent requirement in 2020. The ICS Board also reviewed implementation of the 0.1 percent sulphur in fuel requirements that have applied in Emission Control Areas, in North America and North

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BALLAST WATER & EMISSIONS

Arctic Emission Control According to a report published by the International Council on Clean Transportation (ICCT), emissions from Arctic shipping traffic could rise by up to 600 percent by 2025. The report begins by stating: “Marine vessels are a large source of greenhouse gas and air pollutant emissions, including CO2, NOx, SOx, particulate matter and black carbon, which impact local air quality, human health, and the global climate.” As Arctic shipping increases, the expansion of emissions control areas and the implementation of low sulphur fuels are both potential solutions to an on-going problem.

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BALLAST WATER & EMISSIONS

Which Technology to Choose?

Photo courtesy of Port Pictures.nl

If supply problems are identified at the end of 2018 this will be far too late for governments to take action.

West Europe, since 1 January. It was agreed that ICS will continue its close liaison with governments and Port State Control authorities in order to ensure a harmonised approach to implementation and enforcement that avoids unfair treatment or market distortion. ICS is particularly concerned by reports that some Port States are charging ships for the analysis of fuel samples.

Data Collection

The ICS Board reviewed the negotiations at the IMO towards the establishment of a global system of data collection on CO2 emissions from international shipping. ICS members expressed deep concern about the European Union’s decision to pre-empt the IMO negotiations by adopting a unilateral regional Regulation on the Monitoring, Reporting and Verification of individual ship emissions, in advance of IMO completing its work. Mr Morooka commented, “The EU Regulation will have major implications for the IMO negotiations on a global data collection system which, until now, have been progressing well. There is a real danger the EU initiative will be seen by non-EU States as an attempt to present them with a fait accompli which includes controversial

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How has the industry reacted to the 1 January SECA deadline? The challenge is twofold – firstly, the are numerous solutions available: low sulphur fuel oil blends, HFO with scrubbers, LNG, methanol and biofuels. Secondly, the issues of financial risk assessment, fuel availability and payback of investment also play a key role. Market consultants, MEC Intelligence, recently reviewed announcements made by a total of 70 companies based in the European SECA – representing a total of approximately 5,000 vessels. The majority of operators seem to be moving towards (low sulphur) marine gas oil. While limited information was available for bulk ships and tankers, their results show that passenger and Ro-Ro categories have decisively moved towards scrubber technology. LNG offers promises for the future; however, reach has been limited to coastal and inland shipping due to bunkering challenges. Growth prospects for other alternates, such as methanol, seem limited at the moment. i. www.mecintelligence.com

elements, such as the publication of individual ship efficiency data, which had previously been rejected, for the moment at least, by the majority of governments at IMO.” ICS members agreed that when the IMO negotiations resume at the IMO Marine Environment Protection Committee in May, it will be vital for EU Member States to explain how the new EU Regulation can be implemented in a way which is compatible with whatever may be agreed by IMO for global application. i. www.ics-shipping.org

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WORKBOATS & SERVICE VESSELS

Photo courtesy of Alphatron Marine

ALPHATRON MARINE’S TUGBOAT BRIDGE CONCEPT GETS OFF TO A FLYING START

Bravo Alpha JRC AND ALPHATRON MARINE’S LATEST OFFERING HIGHLIGHTS ONE OF THEIR PRINCIPLES THAT TUGS ARE NOT ONLY ABOUT PROPULSION AND POWER. THE ALPHABRIDGE IS AN INTEGRATED BRIDGE SOLUTION THAT OFFERS FULL CONTROL FROM A SITTING POSITION AND exceptional all-round visibility through full height windows. Drawing on feedback from some of the biggest tugboat operators in the world, the end result has been called a revolution of design contributing to vessel safety and ergonomics by its first user – Captain of Kotug’s RT Evolution Bas van Hoorn.

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WORKBOATS & SERVICE VESSELS

fter a careful study incorporating experienced tugboat operators like Svitzer, Smit and Kotug, Alphatron Marine introduced a prototype of their customised AlphaBridge tugboat console. During this introduction, which took place at the Europort Exhibition back in 2013, the amount of interest received was encouraging enough to encourage Alphatron Marine to take the concept to the next level with a production model.

Manoeuvrability & Strength

During the design phase, Robert Allan’s design and engineering team visited Alphatron Marine’s Rotterdam offices in order to see the R&D stages for themselves: Concluding that the AlphaBridge tugboat concept was a breakthrough in tugboat handling design. Early 2015 and the time had come – offering

Developing the Concept

The tugboat standardisation concept is based upon minimal usage of space on the bridge. This way the shipyard is able to design a wheelhouse as small as possible to increase visibility around the vessel. Due to the quantity of navigation and communication products required, additional overhead consoles are provided on both sides for the convenience of the captain. As well as increased access to the equipment, visibility is greatly improved for either manoeuvring forwards or backwards. The first operator to emphasise the importance of a more ergonomically designed wheelhouse layout in order to increase safety as well as standardising the operation of their tugboats was the Netherlands-based Kotug with the innovative Rotortug concept. After extensive interaction with the captains of Kotug, a final version was engineered and resulted in a firm order, which was received for no less than six Rotortugs designed by Canada’s Robert Allan Ltd. The feedback from Kotug’s skippers highlighted that they should have the best achievable ergonomic working position at both fore and aft steering positions, a oneman operable bridge system with all the controls in reach and with the all-important maximum visibility. Furthermore the bridge should be of reduced size to be able fit into a small wheelhouse and with reduced minimum actions required for the captain to change from forward to aft position. Based on these principals the tugboat console was designed.

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We are always looking to continuously improve and find ways to give technology a more human touch.

Alphatron Marine CEO, Luuk Vroombout

Photo courtesy of Alphatron Marine

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WORKBOATS & SERVICE VESSELS

Photo courtesy of C. Hoffman

full control from a sitting position and exceptional all-round visibility through full height windows, the Robert Allan-designed ART 80-32 Hybrid tugs RT Evolution and RT Discovery were successfully delivered with the AlphaBridge tugboat console. “I am very pleased with the result of the first month of operation in the port of Rotterdam,” says RT Evolution Captain Bas van Hoorn. “The RT Evolution’s manoeuvrability and strength provides maximum tugboat safety during operations and enhances the operational possibilities enormously. This tugboat bridge concept is not just a nice piece of metal but the fully integrated concept combines various space consuming separate control panels into an ergonomic design within the reach of the comfortable wheelhouse chair.”

Human Touch

“The AlphaBridge comprises two ergo dynamically designed consoles with a central captain’s chair mounted on rails,” says Alphatron Marine Group CEO Luuk Vroombout. “The consoles contain the majority of controls and instruments

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required to operate the tug.” He goes on to say that at each end of both consoles is a semi-retractable screen, one with the radar display, switchable for the river and sea sets, and the other a multi-function screen displaying navigation and other operational data. “The captain’s chair can be turned and positioned to face in either direction and the displays are arranged to ensure that the screen functions are always in the same position,” continues Mr Vroombout. “But our job is never over and we are always looking to continuously improve and find ways to give technology a more human touch.”

Royal Interest

Towards the end of 2014, Queen Maxima of the Netherlands visited Kotug’s facilities. Her visit began with a sailing trip on the RT Evolution. The Queen also visited the new Rotortug-simulator that incorporates the AlphaBridge tugboat concept. Kotug will use this simulator to train its crews and to educate new captains. The JRC and Alphatron Marine’s AlphaBridge concept is gaining increased attention from worldwide tugboat operators resulting in

new additional orders coming from 100t bollard pull escort tugs under construction for tugboat operator KT Marine Services Australia. Those tugs will be employed in a contract for Shell and will service the world’s largest floating liquefied natural gas production platform that is located off Western Australia. Another milestone is an order from USAbased Seacor Holdings, which will result in a full wheelhouse fit for an AlphaBridge tugboat on one of their ASD tugs. Off to a flying start? Hearing the reaction from the RT Evolution’s captain and looking at the order book, it seems that giving serious attention to design and development while also listening to some of the industry’s biggest players really pays off. i. www.alphatronmarine.com

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SHIP REPORT

BS Camburi COMBINING FORM & FUNCTION

BUILT IN BRAZIL BY ARPOADOR ENGENHARIA SHIPYARD FOR OFFSHORE SERVICE PROVIDER BRASIL SUPPLY, THE BS CAMBURI IS A 36M MONOHULL CREWBOAT DESIGNED BY INCAT CROWTHER TO PETROBRAS’ TYPE P2 specification. She will transport up to 60 passengers, along with fuel and fresh water supplies, to offshore facilities. Three Thrustmaster Doen waterjets are responsible for a fully loaded service speed of 17 knots and secure station-keeping characteristics. Impressed by the specs, ShipBuilding Industry’s Tom Scott takes a closer look. PHOTOS COURTESY OF INCAT CROWTHER

ollowing the design of three 48m crewboats for the same owner, Arpoador Engenharia once again brought in the drawing board skills of Incat Crowther. “Brazil Supply opted for the 36m version in compliance with their contract with Petrobras to supply a crewboat meeting the type ‘P2’ requirements,” begins Incat Crowther Marketing Coordinator Zachary Dubois. Local construction is an important point of the Brazilian shipbuilding industry: with local offices in Brazil, Australia-based Incat Crowther is certainly well placed to provide design support. “We assign a project manager who is generally the point of contact for the shipyard – through

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SHIP REPORT

the course of the vessel design, construction and delivery,” continues Mr Dubois. “In the case of the Brasil Supply vessels, our most important relationship is with the shipyard, Arpoador Engenharia, as it is they whom we are contracted with to provide the design.”

Crew & Cargo The vessel’s aft main deck features a large open deck, separated for two main purposes. The aft portion, measuring 60.5m2, is dedicated to a man-riding basket. The forward portion, measuring 28m2, with large cargo rails offering heavy duty protection, can accommodate 50t cargo. “The vessel also has capability to carry 30t of cargo fuel and 30t of cargo water for resupply of offshore platforms,” explains Mr Dubois. The main deck passenger cabin has 60 seats in a mixture of forward-facing and booth style seats and plenty of room for luggage. Although, obviously, the vessel’s speed will decrease when sailing fully loaded, the crew and passengers will not notice the difference: “Generally speaking, there are

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no significant implications to passenger comfort or handling in more heavily loaded conditions,” he says.

Safe Transit The Incat Crowther design includes a bow loading platform: “One of the type P2 requirements is to provide an arrangement that facilitates passenger access from the vessel to a specific type of offshore landing structure,” highlights Mr Dubois. “This required special attention to bow access by the passengers as well as specialised bow fendering to ensure safe transit from vessel to an offshore structure by the passengers.” The bow loading platform is served directly from a large, sheltered door and companionway at the forward end of the passenger cabin, where passengers can disembark in up to sea state 6. Served by a stair tower aft with direct access to all decks, the vessel’s wheelhouse features forward and aft control stations. For the 10-strong crew, there is accommodation in five cabins, alongside a galley, crew mess and bathrooms.

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Power Combined… The BS Camburi is powered by triple Caterpillar C32 ACERT diesel engines coupled to three Thrustmaster Doen DJ290 waterjets. These waterjets provide highspeed efficiency with superior cavitation margins allowing full power application at any load condition and also at zero speed for maximum possible thrust during docking and station-keeping activities at sea. Thrustmaster’s pre-fabricated aluminium intake duct installation combines maximum vessel integrity with simple installation. The centre engine drives a 600m3/h fire pump. Installed with stainless steel pumps fitted with 737mm high volume single stage axial flow impellers, each DJ290 has its own fully integrated hydraulic system providing steering and reverse control. All of the hydraulic equipment, including cylinders and associated hose connections, is completely inboard mounted. All hydraulic pumps are directly driven from the gearbox PTOs. All this power translates to a top speed of 25 knots and a fully loaded service speed of 17 knots.

…With Control Vessel propulsion control is managed using Thrustmaster’s own CAN BUS-Control system – this provides fully integrated multistation waterjet, engine and marine gear control. Configured for triple engine/twin station, the system combines primary control of engine throttle and gear command with the waterjet steering and reverse functions and all necessary monitoring, alarm and back-up control functions. The second (rear facing) station is fitted with Doen’s eDOCK joystick control system. This provides a single joystick lever control that simultaneously actuates and controls waterjets and engines for precise and intuitive low speed manoeuvring control. The waterjets and control system are supplied to DNV Hsclc R2 Cargo B crewboat specifications. The BS Camburi demonstrates the efficient collaboration between yard and designer: “This relationship is one we value very much

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and hope to expand on in the future,” says Mr Dubois. “We also interact with the personnel associated with the vessel owner, Brasil Supply. The involvement of all parties has helped ensure that the vessel meets or exceeds all the requirements defined by Petrobras.” i. www.incatcrowther.com

SPECS Length o.a. Beam Draft Passengers Crew Deck area Deck cargo capacity Fuel Fresh water Fuel (cargo) Fresh water (cargo) Service speed Maximum speed Main engines Propulsion Generators Construction material

36m 7.5m 1.2m 60 10 28m2 50t 15,000l 5,800l 30,000l 30,000l 17 knots 25 knots 3 x Caterpillar C32 3 x Doen DJ290 Waterjets 2 x 60ekW Marine grade aluminium

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SOUTHERN EUROPE

Branching Out LANAVAL SHIPYARD

VISIT LANAVAL SHIPYARD AT THE MOMENT AND YOU WILL SEE A FERRY TAKING SHAPE. IT IS THE 135M TEXELSTROOM THAT IS BOUND FOR DUTCH WATERS. THE VESSEL MARKS TWO IMPORTANT STRATEGIES – not only is she a step forward for sustainable powered passenger travel but the Texelstroom also represents an evolution for LaNaval, after only entering the high tech Ro-Pax ferry market last year. The yard’s traditional markets of oil & gas, offshore wind and dredging vessels are also advancing as LaNaval continues to win substantial contracts with key players in the industry.

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ith her design supported by the Itransfer program for sustainable ferry travel, part of an EU Inter-regional initiative, and more than 700m2 of solar panels providing a degree of independence from conventional fossil fuels the Texelstroom is certainly showing the way to the future.

Continuous Operations

The Texelstroom is equipped with the latest technologies in the market, making a breakthrough in energy consumption and environmental sustainability. Owner Texels Eigen Stoomboot Onderneming (TESO) will be able to choose between diesel-oil or

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SOUTHERN EUROPE

The Texelstroom takes shape in LaNaval’s slipway.

natural gas as principal fuel. Forming an integral part of the advanced energy management system are electric batteries that will help reduce the main engine’s environmental footprint. Because the ferry’s operation involves continuous back and forth transit of passengers and vehicles, a double-ended design for constant lineal transit was chosen. This also means that the Texelstroom has two engine rooms and two wheelhouses. Similarly, the vessel’s power generation, propulsion and ferry control systems show a good level of redundancy crucial for continuous operation.

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The 135m Texelstroom is currently under construction at one of LaNaval’s 290m slipways. The yard is looking at mid-2015 for a possible launch date – with final delivery expected at the beginning of 2016.

Dredgers and…

Establishing a first step in the relationship between the two companies, LaNaval signed contracts at the end of 2014 to build two 17,000m3 trailing hopper suction dredgers (THSD) for Van Oord. The order is part of Van Oord’s strategy to replace its aging fleet of THSDs. The 158m THSDs will be equipped with

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Farewell Emission

“

” 30 % innovation 70 % knowledge 100 % custom build THE ALFA-ALFA SYSTEM

Innovation controlling emission

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EMIGREEN BV | Parabool 111 | 3364 DH Sliedrecht | The Netherlands | T+31(0)184 415 317

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SOUTHERN EUROPE

LaNaval is also currently building for DEME (above) and Van Oord (below).

the latest technologies in the market – two suction pipes with submerged electric driven pumps, two shore discharge pumps, six bottom doors and a total installed power of 23,680kW. They will also have accommodation for 38 persons. “These modern vessels will strengthen the mid-class section of our hopper fleet,” informs Van Oord COO Paul Verheul. “The vessels are characterised by a large deadweight in combination with a shallow draft, which makes them very competitive in various markets.” LaNaval will deliver the vessels, both with Green Passports and Clean Ship Notations, in 2017.

…Cable Layers

Shortly after winning the Van Oord contract, LaNaval scored another significant new build contract – this time with DEME for a multipurpose vessel equipped with a fallpipe and rock installation system. Set to serve the offshore energy market, the vessel, to be named Livingstone, will also be capable of cable and umbilical loading and installation in addition to subsea construction capabilities. Also due for delivery in 2017, the

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Livingstone will also have a Green Passport and a Clean Design notation – demonstrated by the main power supply coming from dual fuel main engines using biodegradable grease and oil and heat recuperation. These measures will allow operations with the lowest possible fuel consumption while keeping CO2, NOx and SOx exhaust levels to the strictest minimum. The above-mentioned projects demonstrate LaNaval’s strategy of not only holding its position in its established markets of dredging and specialised offshore vessels but also simultaneously breaking into new markets such as ferry and RoRo construction. Last but not least, the yard restarted its repair and drydocking activities in 2013 following an important investment in one of its two drydocks. i. www.lanaval.es

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BALLAST WATER & EMISSIONS

Photo courtesy of Port Pictures.nl

THE IMO BALLAST WATER MANAGEMENT CONVENTION NEARS

A Step Closer WITH THE RECENT AGREEMENT OF GEORGIA, A TOTAL OF 44 COUNTRIES HAVE SIGNED THE BALLAST WATER MANAGEMENT (BWM) CONVENTION – REPRESENTING 32.57 percent of the gross tonnage of the world’s merchant fleet. This is tantalisingly close to the 35 percent necessary to make the convention come into effect. ShipBuilding Industry’s Tom Scott spoke to Bio-UV Business Director Xavier Deval about the current state of play. WORDS BY TOM SCOTT

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How do you see the current situation of the BWM Convention progressing? The IMO will be recalculating the tonnage figures for flag states and there is an outside chance that the 35 percent trigger point may be reached or become close enough for just one more signature to be needed.

Around 40,000 ships are expected to be retro-fitted with treatment systems once the Convention is signed. It is no surprise that the implementation of the BWM Convention will be the major challenge to the shipping world, including shipyards, equipment manufacturers and shipowners.

What impact would that one signature have on the industry? That would open the floodgates for a retrofit demand for systems on tens of thousands of ships.

What role do you think the BWT industry should play? Through the latest congresses and maritime exhibitions, the maritime industry has made it very clear that the regulators

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BALLAST WATER & EMISSIONS

The industry still has very serious concerns about the various and specific requirements of the typeapproval process.

Bio-UV Business Director, Xavier Deval.

need to do more to support innovators and manufacturers. With the range of environmental legislation that has come into force in the past recent years or is expected to have an impact in the near future, the need for regulating at the forefront of technology is now indispensable. So you don’t think that it is going to be ‘plain sailing’ then? Indeed the industry still has very serious concerns about the various and specific requirements of the typeapproval process including also a strong financial investment to create new treatment equipment systems according to the BWT regulations. Therefore the need for the convention to enter into force is urgent.

Looking to the future, how important will technological advancements be in providing improved services for the shipbuilding industry? Asked about future prospects, business BWT industrial leaders see untapped and profitable opportunities especially in handling and providing solutions to address shipowners and to promote green consumer choices for shipyards. Overall, developments in waterefficient treatment systems is the opportunity that inspires most confidence among the manufacturers. In this context Bio-Sea is undergoing the process of USCG type approval, in order to provide the American BWT market with retrofit projects, in the modular version and new building projects using the skid version. We are also very glad that the UCSG type-approved Bio-Sea range will be the same product system as the IMO type approved system, which reflects Bio-Sea quality and engineering expertise in providing BWT reliable systems in the long run.

Combining Components Established in 2000, the Bio-UV Group designs, manufactures and markets systems and concepts of disinfection by ultraviolet light for a large number of applications. As the sole ballast water treatment specialist in France, Bio-UV designs and manufactures the complete ballast water treatment system called Bio-Sea. Made with high marine quality components, the system combines mechanical filtration and high UV dose disinfection negating the need for chemical treatment.

Type Approvals Towards the end of 2014, the company also established a strategic partnership agreement with Damen Shipyards to compliment their BWT retrofit services. Also last year, the Bio-Sea system earned Alternate Management System (AMS) acceptance from the United States Coast Guard (USCG). The USCG AMS acceptance is an interim acceptance that is valid for five years after the date where a given vessel must be equipped with a USCG type approved ballast water treatment system. Bio-Sea has also achieved IMO type approval and is currently in the process of attaining USCG type approval.

i. www.ballast-water-treatment.com

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SOUTHERN EUROPE

The self-priming BMA series can be used in large range of applications.

ITALIAN QUALITY FROM GIANNESCHI

Pumps & Blowers SINCE 1969 GIANNESCHI PUMPS AND BLOWERS HAS BEEN A NAME

The ELL Helicoidal Blowers are designed to obtain large quantities of airflow at low pressures.

SEEN ALL OVER THE WORLD. DESIGNED AND MANUFACTURED in Italy, the company’s range of pumps, water pressure systems, blowers, water heaters, engine pumps, compressors and AC-DC motors are found on merchant as well as military vessels.

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SOUTHERN EUROPE The stainless steel homologate fire damper has a variable pitch blade to maximise ‘flow through’.

or the commercial market, the company offers a range of pumps that are designed to meet specific customer demands. The Gigetta Pump was designed to service many applications. Its construction consists of dual impellers – combining a centrifugal impeller, whose characteristics maintain a high dynamic fluid pressure, and a helical impeller, which is designed for ultrafast priming purposes. These properties make the Gigetta an excellent candidate for use as a bilge pump, firefighting pump and ballast pump.

Self Primer

The Gigetta pump’s dual impeller configuration makes it suitable use in bilge, fire-fighting and ballast situations.

With a wider range of functions, the Gianneschi ACB Series also has many different applications for the commercial market. This is a pump that can be used for bilges, fire fighting, salt water feeding, ballast, fresh water, water pressure systems as well as for diesel oil. It is a self-priming enblock pump, with a liquid ring star impeller. This

makes it an extremely fast self-priming pump capable of also operating with liquids that contain air.

Diverse Applications

The BMA series is also a self-priming pump – available in different versions that offer a large range of applications for different uses. The BMA-S provides a large flow of water but at low pressure. For use with clean water only, and not for fuel, this pump is suitable for bilge, fire fighting, ballast, fresh water washing and circulation applications. The BMA-M is best suited as a macerator pump as it is manufactured with an integrated grinder. This self-priming pump combines a centrifugal impeller with a cutting unit – making it excellent for use with discharge water containing fibrous material. This version, therefore, is used as a grey and black water pump. Because it has the ability to refine particles and as it maintains sufficient pressure, it is an excellent candidate for use in pipes of small diameter.

Optimum Airflow

Gianneschi also offers a range of blowers for use on commercial vessels. The company’s Control Fan System uses a touch pad screen and is available in either manual or automatic rpm control modes. The ELL Helicoidal Blowers are designed to obtain large quantities of airflow at low

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pressures. The blowers can be installed horizontally or vertically, thus providing greater operational flexibility. All blowers are reversible – however they do operate optimally when used in their preferential direction. The whole range of blowers is fully customisable to clients’ needs – the size of the blower can be modified or, for example, the airflow can be directed from the impeller to the motor in order to increase the speed of the motor. To complete the portfolio of ventilation systems, Gianneschi delivers a large range of stainless steel fire dampers that are all A0-A60 fire class. To fit the dimensions required by the end user, these can be custom designed. The fire dampers are all RINAapproved to the IMO fire test procedures code and also are approved by the US Coast Guard. Concluding the product range, the company has offered Gianneschi Service for more than a decade now – performing repairs and giving technical assistance in addition to giving product and administrative assistance. i. www.gianneschi.net

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SHIP REPORT

DE HOOP’S CARIBBEAN-BOUND PSV

Delta Admiral BUILT AT DE HOOP’S LOBITH YARD IN THE NETHERLANDS, THE DELTA ADMIRAL IS A DNV GL-CLASSIFIED DP2 PLATFORM SUPPLY VESSEL (PSV) WITH A FIFI 1 NOTATION. HER DESIGN stems from customer and shipbuilder collaboration. Regarding crew comfort, she represents a step forward in terms of luxury. But like the original KISS designs, De Hoop has not altered the location of the main generators – thus still achieving impressive cargo volumes for her size range and efficient access for maintenance.

Photo courtesy of Shipyard De Hoop

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rogress has always been a crucial factor in ship design – Shipyard De Hoop’s last delivery to offshore support service provider Delta Logistics demonstrates how the yard has developed its established KISS-design of PSV. In other words, the Delta Admiral forms the next generation of De Hoop’s PSVs. She is a 70m long PSV with deep water capabilities – her owners have put her to use in offshore supply tasks in the offshore fields surrounding Trinidad and Tobago in the Caribbean Sea.

Delta admiral’s bridge has 360° visibility.

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SHIP REPORT

Photo courtesy of Shipyard De Hoop

Kiss Me Quick Compared with earlier versions of the KISS design, Delta Admiral’s hull form results in decreased power requirements, increased service speed combined with reduced fuel consumption. Capable of eleven knots astern and three knots sideways, the Delta Admiral’s propulsion set up is arranged for dynamic positioning. Veth Propulsion’s input will achieve precision station-keeping characteristics. A key factor is that the generators are positioned in the first superstructure layer meaning that there is considerable space below decks for the vessel’s cargo tanks – intended for dry bulk, brine, fuel oil, drilling water and liquid mud. The 600m2 main deck, with its 5t per m2 loading capacity is also suitable for cargo – pipes or drummed products in particular as well as four tiers of 160 containers. The main deck is also home to the Delta Admiral’s external fire-fighting unit. Classified FiFi1, the aft set up also consists of a self-protection deluge system. Further

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SPECS

safety features are six gravity-launched Viking life rafts, each capable of holding 20 persons. The Delta Admiral also boasts a water jet-propelled Palfinger FRSQ600 fast rescue craft that can be launched from its own davit.

Redundancy is Key PON Power supplied the Delta Admiral with its freshwater-cooled Caterpillar C32 units. Each with a 1,130kVA output, the four diesel alternators take care of the vessel’s power generation. Inherently flexible, the alternators can be used in any combination and it is this characteristic that keeps fuel consumption to a minimum, while maintaining the power when required. To safeguard the system’s redundancy required for DP2 certification, the power distribution set up is divided into two separate systems.

Builder Shipyard De Hoop, the Netherlands Owner Delta Logistics, Trinidad and Tobago Length o.a. 70m Beam 15.77m Maximum service speed 13 knots Accommodation 36 persons Deck area 600m2 Fuel oil capacity 610m3 Fresh water capacity 230m3 Drill water capacity 1,080m3 Liquid mud capacity 675m3 Brine capacity 310m3 Dry bulk capacity 220m3

All Round Vision With the wheelhouse divided into what really can be seen as two bridges, De Hoop’s design encompasses the importance of safe

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GRE PIPE SYSTEMS

MAIN APPLICATIONS

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• Ballast water

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• Cooling water

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• Easy to install

• Jet water

• Sounding & Vent lines

resistance

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SHIP REPORT

Photo courtesy of Shipyard De Hoop

One of four Caterpillar C32 gensets.

Photo courtesy of Shipyard De Hoop

One of two Veth Z-drive thrusters.

and efficient DP operations. The bow facing bridge is used for ‘A to B’ sailing and the stern facing part is optimised for precise DP manoeuvres. Alphatron Marine provided the navigation and communication equipment – all SOLAS and GMDSS compliant for sea area A3. The bridge design also focuses significantly on the Delta Admiral‘s captain and crew. All consoles are ergonomically designed and large windows offer impressive all round 360° vision – including nighttime operations that are aided by remote controlled searchlights.

Caribbean Bound Delta Logistics’ new asset is home to a crew of 36 accommodated in air conditioned cabins ranging from single berths to fourman cabins each with access to the Internet and television, as is expected in a modern vessel. Furthermore, De Hoop’s input during the interior design phase, regarding floors and ceilings in particular, has yielded significantly low sound and vibrations levels. After performing successful sea trials

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towards the end of last year – which were followed closely by final delivery, the Delta Admiral made her way to the Caribbean Sea. She is now mobilised in supply services in the Trinidad and Tobago region. Meanwhile, activity at De Hoop continues with the recent sea trials of the 68m Offshore Supply Vessel Prince Job I that will soon be delivered to owner Awaritse Nigeria Limited. Another milestone was the February launch of yard number 470 – the 65m PSV for the Abu Dhabi National Oil Company, which is the first of ten PSVs for this client. That contract is progressing well – seen by the keel laying of the third vessel in the series in the same month. i. www.dehoop.net

Power Providers Veth Propulsion provided the Delta Admiral’s propulsion system – comprising two azimuthing Z-drive stern thrusters and two bow thrusters. The VZ-1250 Z-drives, each providing 1150kW, use fixed pitch propellers, are powered by 1,150kW e-motors and can provide maximum thrust in all directions. Used mainly during DP operations, the two transverse bow tunnel thrusters, also fixed pitch, are powered by 550kW e-motors. The flexibility of the vessel’s propulsion system is demonstrated by the fact that it can operate at variable speeds and is controlled by a variable frequency converter. Furthermore, the positioning of thrusters in the hull optimise propeller effectiveness by reducing interaction between the thruster and the hull. With an eye on simplifying future maintenance and service, the thrusters can be internally mounted. “The Delta Admiral is a prime example of the cooperative relationship that we have with De Hoop,” says Veth Propulsion Area Sales Manager Bianca Hiati. “This enabled us to efficiently install the vessel’s propulsion system - making it quite a straightforward project for us.”

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SOUTHERN EUROPE

Gibdock A ROCK OF THE MEDITERRANEAN SHIPPING INDUSTRY

GIBRALTAR YARD GIBDOCK HAS SEEN GOOD GROWTH IN ITS BUSINESS OVER THE PAST 5 YEARS, MAINLY DRIVEN BY THE OIL & GAS SECTOR BUT ALSO BY REPAIR AND CONVERSION CONTRACTS TO CONTAINERSHIPS, CRUISE VESSELS and ferries. Here, Gibdock’s Managing Director Richard Beards talks about the creative solutions that the yard has to offer and the importance of building long term client relationships. He also highlights the significance of a proud and professional workforce.

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ibdock has had incremental growth year on year and 2015 looks to be in line with 2014, which was one of the strongest years the yard has seen. “In line with our strategic position at the gateway to the Mediterranean, we will continue to ‘mix it up’, securing business in many different market segments over 2015,” says Mr Beards. In fact, Gibraltar is the Mediterranean’s largest bunker port in terms of sales volume and a popular location for crew changeover. It is home to an extensive range of shipping agents and specialist companies offering every kind of support service to vessels of all sizes and types.

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SOUTHERN EUROPE

Broad Portfolio

The yard’s natural advantage in location terms means it is able to compete for the wide variety of vessels passing by and pass on the many benefits of its convenient location. The temperate weather conditions in the area also benefit the yard with regard to the all-year services it can offer its clients. The yard has three dry docks, ranging in length from 154m to 272m, and these are served by a total of seven dock cranes, with capacities from 8t to 45t. In addition, Gibdock has two alongside repair quays, the 300m long Main Wharf and the 435m long South Mole. With these facilities, Gibdock is

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well equipped to provide repair, maintenance and conversion services to a wide range of ship types, and as a result has been able to take advantage of prevailing market trends in the region. The offshore vessel sector has provided a prime example, with the Mediterranean having become a more popular location for specialist owners and operators to undertake repair and refit work.

Prime Location

Outside of the offshore market, there are a wide range of other smaller, specialist ships that operate in the Mediterranean that tend

to be dry-docked locally. The Mediterranean is home to a multiplicity of ferry services and Gibdock has been able to capitalise on growing local demand. As John Taylor, Gibdock’s Operations Director, points out: “Ferries make up a significant amount of our workload in the first part of the year especially, as regional operators dock their ships for refits and routine maintenance and repairs prior to the summer peak season.” The Mediterranean is also one of the main destinations for cruise ships during the European summer months. As a result passenger ships represent a core element of work for Gibdock. Little deviation required

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from their operating routes is appealing, but it is Gibdock’s ability to complete demanding work programmes within tight deadlines that has made the yard invaluable to the Mediterranean cruise and ferry industries.

Out of the Box – R I C H AR D B EA R D S, G I B D O CK M ANAG I NG D I R EC TO R –

Ship repair jobs are always slightly different to how you think they are going to be and what counts is how the shipyard steps up to the challenge.

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Mr Beards also sees containership work as a key ingredient in the repair and conversion yard’s broad spectrum of work. The yard has enjoyed a very good reputation within the German ship-owning community over recent years and with scheduled dry-docking due for the German fleet in 2015, Gibdock expects to see a large percentage of its work for this year coming from this area. Capitalising on the experience gained delivering complex works within the passenger and offshore sectors, Gibdock offers its clients ‘out of the box’ thinking and creative solutions, including for example pre-fabrication works. Its level of preplanning allows for the most effective use of time in dock and minimises the time out of service for the owner. This proactive approach to the requirements of owners has resulted in the yard developing long-term

client relationships, with almost 70 percent of the yard’s annual business coming from returning customers.

Established Workforce

“More and more companies are finding out that we are a yard that can be trusted to carry out complex repair jobs, on time and to budget,” says Mr Beards. “Ship repair jobs are always slightly different to how you think they are going to be and what counts is how the shipyard steps up to the challenge. What we do differently to other yards is that we don’t sub contract a lot of work; rather we use our own large professional workforce. We have 220 full time staff and by using our own people we retain a lot of control, guaranteeing that safety in the yard is paramount whilst also assuring high quality work. The people of Gibraltar really care about the shipyard. More than half of our employees are local Gibraltarians and there is a lot of passion for the work we do. Gibraltar is a small place and is proud of the yard.” i. www.gibdock.com

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SHIPYARD LAW

HIGHLIGHTING

Health & Safety Issues IN TURKEY’S SHIPBUILDING INDUSTRY

WITH ITS RECENT TRACK RECORD IN MIND, TURKEY IS PROVING THAT IT IS ONE OF THE LEADING NEW BUILDING AND SHIP REPAIR COUNTRIES IN THE REGION – TOTALLING 72 SHIPYARDS WITH A DEADWEIGHT TONNAGE CAPACITY EXCEEDING 4 MILLION TONS. HERE, EXCLUSIVELY FOR SHIPBUILDING INDUSTRY, CAGLAR Coskunsu and Burak Ozdemir from Istanbul-based Cavus & Coskunsu Law Firm discuss the current situation facing the considerable number of subcontractors working in Turkish shipyards and the consequential health and safety issues. They also highlight the role of a strong supporting union and government infrastructure.

shipbuilding countries, China, South Korea and Japan, Turkey may have fewer orders but it can hardly be called idle. Quality and technology have greatly improved over the years. This has led to an increase in building orders for ship repairs and special types of vessels.

Labour Issues

Cavus & Coskunsu Senior Partner Caglar Coskunsu.

urkey is an emerging shipbuilding country; its shipyards have recently won new orders for building conventional container vessels and bulk carriers, as well as for small and medium-sized complex offshore supply vessels, fishing vessels and tankers. When compared to the world’s leading

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Turkish shipyards closely cooperate with the Turkish Navy in developing new generation frigates for national navy vessels. A substantial research and development programme is required to develop these new frigates. New Turkish navy vessel export opportunities abroad may evolve from knowledge gained from this programme. The first generation nationally built navy vessels have already been delivered to the Turkish navy. It’s clear that Turkish shipyards play an important role in the Turkish economy. This column focuses on shipbuilding and ship repair labour issues in Turkey. Due to work incidents in recent years, Turkish shipyards have been in the spotlight. Surprising when you consider Turkish shipyard statistics based on the number of employee working hours show fewer accidents when compared to Chinese, South Korean, Japanese and Singapore shipyards. However, regardless of Turkey’s better record, all shipyards should aim at avoiding any kind of shipyard accident.

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SHIPYARD LAW

Subcontracting Forces

Turkey has ratified most of the International Labour Organisation conventions and recommendations. The Ministry of Labour and Social Security has implemented various rules and regulations concerning workers’ safety in shipyards. It also started a project under the name ‘Work Health and Safety Inspection of Shipyards’ in 2007. So far, as part of this project, Ministry of Labour and Social Security inspectors have carried out regular inspections. It’s possible that as a result of this project new regulations may be introduced. However, the ‘Work Health and Safety Inspection of Shipyards Project’ report by the Ministry of Labour and Social Security states that government shipyard inspections are not sufficient, shipyards and interested parties will have to approach safety as a priority by cooperating together in preventing Turkish shipyard work accidents. Whereas Turkish shipyards are well organised under the Turkish Shipbuilders Association, labour unions are not. Estimates are that only 10 percent of the workers in the shipbuilding and ship repair industry are actually labour union members. However in Turkey, most shipyard workers are subcontracted from third party companies. This large number of subcontractors may limit the possibility of establishing a common ground for the necessary organisation

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or cooperation between interested parties for implementation of regulations regarding workers’ health and safety issues. Labour Unions heavily criticise the existence of subcontractors. However, trends in orders for new building and the shipping industry market in general, mean subcontractors are still required. It would be unacceptable that all work in Turkish shipyards was performed by subcontractors.

Get the Gear On

Although most Turkish shipyards have high internationally recognised standards and are vetted by major classification companies, subcontractors unfortunately may not. Subcontractors should receive the same training and work under the same high health and safety standards as the rest of the Turkish shipbuilding industry. Much research has been done on classifying fatal accidents as well as on the educational level of workers having suffered from occupational hazards. This research alone proves that the shipbuilding and ship repair industry finds accident prevention important. Academic research indicates that employee carelessness is the major cause of accidents. Employees do not always follow health and safety instructions even when protective gear is available.

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Shared Responsibilities

Consequently, it is worth noting that weak labour unions make it harder for shipyards to improve their safety culture. Labour organisations should receive support since they focus on developing safe organisational and operational standards which the shipping industry needs. In the future, when the global shipping market crisis ends, the work now carried out by subcontractors may be taken over by shipyards as long as it falls within the scope of a conventional shipyard organisation. In conclusion, it is fair to say that Turkey maintains high legislative standards and has well-organised shipyards. However, the above suggests that there is room for making work environments even safer. Since labour unions do not yet carry enough weight, it will be up to the Ministry of Labour and Social Security and the Turkish Shipbuilders’ Association to educate and train workers by arranging appropriate seminars. i. www.cavus-coskunsu.com

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SOUTHERN EUROPE

BRODOSPLIT WIDENS ITS PORTFOLIO

Croatian

KNOW-HOW WITH A PORTFOLIO DOMINATED BY BULK CARRIERS AND TANKER BUILDS, CROATIA’S LARGEST SHIPYARD – BRODOSPLIT – HAS DIVERSIFIED IN RECENT YEARS. PASSENGER CRUISE SHIPS, HEAVY LIFT VESSELS, DUAL-FUELLED innovative Green container carriers and naval contracts are now on the list. Editor Tom Scott looks at some notable contracts – including the yard’s first with Italian shipbuilding giant Fincantieri.

stablished after a number of local shipyards merged back in 1922, Brodosplit covers an area of 56ha. From design to delivery, the yard provides the whole shipbuilding package. In fact, over the last 70 years it has delivered more than 420 ships comprising mainly of chemical and oil tankers and bulk carriers. Brodosplit is well known for the P-Max concept – this collaboration between the yard and Sweden-based Concordia Maritime saw the building of a series of tankers for the safer and more efficient transport of oil. These are specially designed vessels that can carry up to 30 percent more cargo than conventional tankers of the same size due to key adaptations in their construction: P-Max vessels are significantly wider and have a divided stern.

Grand Blocks

Take a look at the order book recently and one contract stands out from the rest. In the first time in its history, Brodosplit supplied

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hull sections to the Fincantieri Group. The four sections included a bow structure with three built-in thrusters, bulbous bow, ballast tanks and structures consisting of several decks with built-in equipment. The contract, totalling more than 2,000t of steel, also included piping and electric routing works. Fincantieri will use the hull sections for a 321m cruise ship that they are building at their Monfalcone Shipyard yard.

Naval Contracts

Brodosplit’s shipbuilding abilities also include naval contracts: at the close of 2014, the Croatian Ministry of Defence contracted the yard to build five coastal patrol boats for the Croatian Navy Coast Guard. The 42.75m vessels will have a diverse arsenal comprising automatic machine guns and manually operated anti-aircraft rocket systems. Capable of a top speed of 30 knots, the patrol boats have a large navigational range and can stay at sea for ten days with fourteen crewmembers. The primary

The Jumbo Kinetic represents Brodosplit’s move into the heavy-lift market.

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In its first contract with the Fincantieri Group, Brodosplit delivered hull sections for a cruise ship.

Protecting Venice In addition to shipbuilding activities, Brodosplit is also involved in civil engineering works. 2015 kicked off on a high note when the yard won a EUR 50 million contract to build 41 floodgates that will protect the city of Venice from rising sea levels. The floodgates, to be installed on mouths of Malamocco and Chioggia rivers, will be 6m thick and measure 29 x 24m. The yard will perform construction in proceed in parallel – delivering three floodgates at a time. The floodgates’ design centres on internal reservoirs that can be filled by either air or water. When they are filled with water, they will lie flat on the seabed. When there is a risk of flooding, the reservoirs will be filled with air causing the gate to rise and therefore close the entrance of the river.

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Seawork 2015 193x132 Shipbuilding Ind_Seawork Half Page 06/03/2015 11:46 Page 1

16-18 June 2015 ABP Port of Southampton, UK

COMMERCIAL MARINE & WORKBOAT

EXHIBITION & CONFERENCE

Seawork International is the biggest and fastest growing event for the commercial marine and workboat sectors in Europe, attracting 550 international exhibitors and 7,350 high-calibre visitors from 70 countries ● ● ● ● ● ● ● ●

Provides a one-stop shop for buyers and maritime sector specialists Visitors and exhibitors from underwater surveying and instrumentation companies Dive Tank showcasing products for the commercial underwater industry Walk on and trial more than 60 vessels on the pontoons Learn from industry leading experts in topical seminars Test real products with over 550 international exhibitors in attendance Events and demonstration schedule from true innovators in your industry Network with maritime professionals in numerous restaurants and bars

Contact the team on +44 1329 825335 or info@seawork.com

seawork.com

A Mercator Media event

LAUNCHING AT EUROPORT ROTTERDAM 2015

VISIBILITY is of utmost IMPORTANCE Place a half page company profile for EUR 625 or full page for EUR 925.

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+31 (0)118 473398

+31 (0)118 461150

info@ynfpublishers.com

www.ynfpublishers.com

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SOUTHERN EUROPE

– TO M ISLAV D E B E L JAK , B RO D O SP LI T CEO –

We will provide all our knowledge and skills to make top quality product.

purpose of the boats will be supervision and protection of Croatian interests at sea. Further tasks will include search and rescue operations and supporting Croatia’s island populations. The contract is worth EUR 50 million and will modernise the services provided by the Coast Guard. “Armed forces will receive new capabilities and Croatian Shipyard will get a new product that we could launch further on international markets,” pointed out the Croatian Minister of Defence Ante Kotromanović. “In this way we will stimulate whole Croatian economy.” The delivery of the first vessel is expected in 2016. “We will provide all our knowledge and skills to make top quality product which will later become an export product,” commented Brodosplit CEO Tomislav Debeljak. “We will put together as much Croatian production and know-how as possible.”

covered. The yard utilises the first slipway, for the construction of vessels up to 300m long and 50m wide. Slipway number two is used for building ships up to 250m long and 42m wide. Slipway number three is used for building ships up to 195m long and 26m wide and the fourth, covered, slipway is used for ships up to 60m long and 26m wide. The yard combines its underwater plasma and oxy-acetylene cutting for steel plate and profile cutting – estimating a cutting capacity in mirror mode of 137m of cut per hour. In terms of design, Brodosplit provides full service design using a CAD/CAM system with complete engineering and consulting facilities. Tank testing is performed in cooperation with the Research Institute of Naval Architecture in Zagreb. i. www.brodosplit.hr

Full Facilities

As well as extensive machinery, equipment, resources and facilities, Brodosplit has four modern slipways – one of which is fully

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SBI OUTFITTERS PAGES New Soldo Switchbox

Octopus On Board Amarcon, an ABB Group company, will deliver SEEMP-compliant Octopus Onboard fuel monitoring systems for twelve Handysize bulk carriers. The SEEMP is an operational measure that establishes a mechanism to improve the energy efficiency of a ship in a cost-effective manner. By sending the data to the software, the system makes important fuel consumption indicators available to the vessel’s crew and the onshore operations department – supporting decision-making to optimise the fuel efficiency of the vessel. i. www.abb.nl

Fire Retardant Boards The Soldo Easy Switch hazardous area switchbox for manual valves is designed with minimal moving parts and magnetic switching technology for long-term reliability in the most demanding applications and hostile environments. Available with a rugged polyester powder coated copper-free aluminium or 316L stainless steel housing, the Easy Switch design is adaptable to suit all manual valve types. A choice of hermetically sealed proximity switch options offer dependable performance for a wide range of power ratings at ambient temperatures ranging between -60°C and +105°C. i. www.rotork.com

The Netherlands-based Roemeg is expanding its product range with two new materials: Sterker fire retardant floor panels and Mera fire retardant plywood. Both materials are extremely light-weight compared to other fire retardant boards. “With Mera and Sterker added to our Roelite panels our collection of lightweight fire retardant materials is answering a growing demand in the market,” said Rens Schouwenaars, CEO of Roemeg. Sterker MED certified floor panels are made of Italian poplar plywood. Their tongue and groove connection at four sides makes them easy to install. i. www.roemeg.nl

Speedcast on the Rise

Self-Lubricating Hybrid Bearings

SpeedCast announced the acquisition of Geolink Satellite Services and part of the CETel Group. The acquisition will strengthen SpeedCast’s fast growing services for the energy and maritime sectors, enhance its portfolio of mobile satellite solutions and bolster its capabilities in the African region. SpeedCast will partner with Geolink’s experienced management team and staff to continue to deliver best-in-class services to Geolink’s customers, while enhancing SpeedCast’s own expertise. i. www.speedcast.com.

igus introduced the drylin W hybrid linear system, which combines the advantages of tribopolymer plain and roller bearings to deliver a selflubricating, maintenance free system featuring low driving forces with almost silent operation. The drylin W hybrid carriage is available in a range of sizes, including a compact version measuring only 90mm long. The space-saving technology, requiring only one guide rail, is a simple to use alternative to traditional linear slides. i. www.igus.nl

Tier III Engines Bastø Fosen has chosen GE Marine’s IMO Tier III compliant marine diesel engines for its new and re-powered vessels. Bastø Fosen will be among the first customers in Northern Europe to operate GE’s diesel engines that meet Tier III emissions standards without Selective Catalytic Reduction (SCR) after treatment or urea injection. The company ordered six, 8-cylinder in-line engines for three new ferries and two, 16-cylinder V engines to re-power two existing vessels. i. www.getransportation.com

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SBI OUTFITTERS PAGES Phone Wind Measurement

Retrofitting Bridge Systems

The Vaavud wind measurement system from More Marine is the first anemometer for smartphones. It provides clear visible measurement data and features the possibility to share the data via an app. All the shared data is collected online and provides the most recent measurements on different locations. The Vaavud Mjolnir only measures wind speed, while the Vaavud Sleipnir – the latest model – measures both speed and wind direction. The robust design is based on new wind turbines and is thus very compact. i. www.moremarine.nl

L-3 SAM Electronics’ Danish subsidiary, L-3 Lyngsø Marine, will retrofit navigation facilities on board four double-ended passenger and freight ferries operated by Scandlines. Each vessel will be fitted with L-3’s NACOS Platinum navigation systems on the bow and stern bridges. The retrofit Photo courtesy of Scandlines will include a full set of navigation sensors, including AIS, DGPS, Doppler logs, echosounders and wind/weather navigation aids. All workstations on both bridges will be interconnected by a Turbo Ring Ethernet to deliver a complete level of redundancy. i. www.sam-electronics.de

LNG Bunkering Safety Guidelines

Explosion Proof BWMS A series of eight new 33,000DWT chemical tankers will feature Wärtsilä’s Aquarius UV Ballast Water Management Systems (BWMS), that are certified for use in explosion proof (EX) areas. Wärtsilä has taken a systems approach to the EX validation process and the complete Aquarius UV BWMS module, rather than just the electrical components, is EX-certified. This contract, which was signed in January, is the first EX-system delivery since the Wärtsilä Aquarius UV system was granted EX-certification in spring 2014. i. www.wartsila.com

SGMF has released the first edition of the LNG Bunkering Safety Guidelines. The document’s objective is to provide the bunkering industry with the best practices in order to ensure that gas–fuelled ships are re-fuelled with high levels of safety, integrity and reliability. Mark Bell, General Manager of SGMF, stated this was a critical time for the industry to have reliable guidelines that everyone can follow but also now build upon with experience of operations. He added that the guidelines will become a key reference for the industry to help make that a reality. i. www.sgmf.info

Change for the Bolting Industry Hydraulic bolting equipment manufacturer HTL Worldwide has become a limited company. The organisation plans to maintain its impressive growth, predominantly through developing and manufacturing hydraulic bolting and flange working equipment of the highest quality and globally distributing these products through a network of agents, distributors and satellite offices. “This is an extremely exciting time for HTL Worldwide, we are proud to have our own company identity and form a part of the growing HTL Group,” comments HTL Worldwide Ltd Managing Director Jon Naylor. i. www.htl-worldwide.com

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THE YELLOW & FINCH PAGES

ShipBuilding Industry’s Buyers Guide

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

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

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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

Black K=100%

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

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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 Ship Refit, Repair & Conversion Shipboard Automation & Marine Electronics Focus on Scandanavia Nor-Shipping 2015 Electric & Hybrid Marine World Expo 2015 Ship report: Blue Queen – Ulstein Verft

Deadlines Copy deadline Please contact us for availability Advertisement deadline 24 April 2015 Subjects can be changed without prior notice. S BI 2015 | Vo l u me 9 | I s s u e 2 | 6 3

16-03-15 15:28

WORD ON THE SEA

SBI’s Tom Scott

Get ready for refit Now – I have seen a few refit projects in my In my role as Editor for ShipBuilding Industry here time but, in terms of scope of work, this one tops at Yellow & Finch Publishers, I often get invited to vessel christenings and launches. Impressive to watch them all. I toured the vessel in awe. The deck, the but the day-to-day activity of a yard is hidden behind a piping, the electrics, the hole in the hull for the new engines. I could go on. I am currently working show of so many balloons. on a comprehensive article – highlighting Damen’s Visiting a ‘work-in-progress’, be it a new build role in the refit sector and the or a refit, is another matter. dedication and passion behind Things are happening, cranes their project management team. are moving and the workers Read the full story in the next are working. All in all, it’s a issue of ShipBuilding Industry – very dynamic and educational out at the end of May. experience. I also added a couple of So, after hearing that I have seen a few refit great new words to my Dutch Damen Shiprepair Vlissingen vocabulary. The first is ‘wirwar’ was busy with a major refit of projects in my time, – used to describe the tangle of a well known well intervention but this one tops them all. electrical cables that I saw the vessel, I managed to get Alewijnse team busy with in the myself invited to meet the switchboard room. The second project managers and have a word? ‘Snert’ – meaning a thick, richly filled pea soup look at the on-going work they were performing. that awaited me in the canteen. A tasty way to end I was met by Edwin Ruppert – Damen’s Area the morning – and not a balloon in sight. Manager involved with this particular contract. After getting more details from him and Project Managers Ron Brusket and Wim van de Velde, I watched a short safety film before going on board. However, it’s not just Damen who are busy at the yard. Numerous subcontracting companies are there carrying out a significant part of the work. PBC, ZMC, Den Breejen, Alewijnse and Hertel are just some of Tom Scott the companies whose presence is so strong that they tom@ynfpublishers.com have permanent offices at the yard.

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19-03-15 13:14

And when the time comes to hand her over to you, we strive for the perfect delivery. Perhaps she’ll be back one day for an overhaul or a conversion… Whatever happens, we’ll remember.

stainable ship su a u yo g in ild bu in e id pr ke We ta The Damen family CRAG07

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A B O AT. A S H I P. A V E S S E L . W H AT E V E R H E R J O B , W H AT E V E R H E R P U R P O S E , W E TA K E P R I D E I N B U I L D I N G YOU SOMETHING USEFUL, SOMETHING GOOD

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SBI 2015 | VOLUME 9 | ISSUE 2

DAMEN

CROATIAN KNOW-HOW BRODOSPLIT’S KEY ORDERS

Kroonborg OFFSHORE PIONEER

BRAVO ALPHA GIVING TECHNOLOGY A HUMAN TOUCH

19-03-15 13:13