N O. 4 | 2 0 1 8
Maritime Holland
Special
Propulsion Arie Koedood
Understanding the engine market
Conwenna Volt Processor
Dutch maritime sector recovers after difficult years
Contents REPORT
16
THE VISION OF
Arie Koedood
20
Dutch maritime sector recovers after difficult years THINKING GREEN
28
VOLT PROCESSOR
36
Seabubbles CONWENNA
44
SPECIAL
Propulsion
What else 3 Editor’s note
54 News & Innovations
5 Guest column
63 Events
7 Good to know
64 Business directory
26 The launch of the Brigadoon
66 Deliveries
32 Industry’s view
67 Next issues
48 The future of marine fuel
68 Colophon
52 Volvo Penta works on electric power
68 Advertisers’ index
48
Holland Pavilion at SMM 2018 These companies are looking forward to welcoming you at the Holland Pavilion hall B7 - stand number 500
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www.maritimetechnology.nl
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Photo by Milan Rinck, Deal Drecht Cities
Editor’s
Note It was a sunny day when a futuristic vessel lifted herself above the waterline and sailed smoothly to the horizon. The vessel is called the Bubble Taxi and the team behind it was invited by Deal Drecht Cities to do some trials in the river near Dordrecht and meet some local maritime companies. The Bubble Taxi is a water taxi that transports
Netherlands, with all our water, has the ideal
people in our busy cities. At the moment she
infrastructure for new developments in marine
is a prototype, but the idea is to create an app
transportation. He also praised the expertise of
like Uber that you can use to order a water taxi
our maritime cluster. Let´s hope that this trend
whenever you need one. As cities grow, trans-
can bring business to our industry.
portation is getting more difficult. Roads are getting more and more congested and it is costly
In that perspective, I would like to bring to the
to expand metro lines.
attention our Maritime Holland Business Guide.
But most cities are located next to a river.
er that are of importance of our fine industry.
Waterways are often overlooked when urban
Please mail me if you want more information!
planners are looking for manners to move peo-
Enjoy this issue!
This publication brings all the companies togeth-
all those cities located next to rivers? Because
Feel free to e-mail me if you have suggestions
traditionally rivers are used to move goods and
for the magazine. Or follow us on twitter:
people into the city.
@MH_magazine.
As cities grow, transport over water will be
Jaap Proost
more important. Anders Bringdal, the CEO of
Editor-in-Chief
the company behind the water taxi said that the
JP@NAVINGO.COM
MARITIME HOLL AND | NO. 4 | 2018
ple around. That is a bit silly, because why are
Any challenge, any time!
We are an inventive, dynamic and passionate group of companies that take pride in facing challenges with you, and solving them. With all-round in-house capabilities and close cooperation with trusted subcontractors, we deal with a wide varietyof challenging projects. Still we maintain extremely short leadtimes, high quality levels and competitive prices.With these qualities and continuous focus on our QHSE systems, Holland Shipyards Group gives you the possibilities to act within a time frame that is not possible otherwise.
www.holland-shipyards.com
Guest Column Pushing it forward The theme of this edition of the Maritime Holland magazine is ‘Propulsion’. According to the Cambridge Dictionary ‘propulsion’ can be defined as a force that pushes something forward. Of course, the engines and propellers we sell and/or service at Bolier literally push a vessel forward: technology at its core. Though, there are also many forces pushing forward the maritime market right now. GERTJAN BOER
One of these is the announcement of the IMO that carbon
I like these concrete requests and am positive that Bolier or
emissions from global shipping have to be halved by 2050.
other related Pon companies can support by making the right
A challenging but necessary agreement to tackle climate
decisions, or make joint experiments. So see this as an invitation
change. Next to the cut in carbon emissions, an agreement
to challenge us.
was already made on SOx and NOx emissions. But how are we and the market going to respond? Is this the beginning of the
Another development I want to touch upon is the switch we
end of fossil fuels? Like everyone in this industry, a question
notice towards from being a supplier only to being a partner.
we are trying to answer.
We for example recently signed our first MaK Power by the Hour maintenance agreement with Van Oord. It is not so much the
Recently I attended a gathering organised by the government
contract that I like, but the dialogue on the joined targets that
to close a ‘green deal’ with the industry. I was positively
we have had in the design process. It is my aim that we redesign
surprised by the fact that it was not only about all legislations
our service cooperation with our customer to achieve joined
as such; the goal was to come to practical implications of the
targets. Whereas in the old system there could be conflicting
European climate & IMO goals with regards to CO2. What
targets. As follow-up of the announcement of this contract we
stands out and was confirmed: the technology is available.
had various discussions on these new types of cooperation,
Though, why is it still difficult for the industry to take position?
which bring a new flavor to the cooperation. Feel free to have a discussion with us about this.
A short sea shipping company and a freighter brought up a The digital world is the last big trend we are following within
model. The result? The industry has a concrete task and case
Bolier. Shipping is a 24/7 business so the digitalisation offers
to take action upon. It gave me, and the group, the energy to
many new opportunities to allow for a seamless 24/7 service.
take a step and find solutions. It is a concrete call to action
Next to the remote monitoring and asset intelligence solutions
that brings people into motion. And that is when I again
we are redesigning part of our business model, to be continued
realised that the technology is not the bottleneck, maybe not
by the end of 2018. The future is interesting and we will keep it
even the financing issue, but it is the absence of a market
pushing forward!
majority to choose direction. A positive example is the cruise industry, where the majority of new builds are LNG propelled
Gertjan Boer
vessels.
Managing Director Bolier
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MARITIME HOLL AND | NO. 4 | 2018
concrete request for a solution that would fit in their business
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Goodto know
NEW ORDERS
Van Oord orders two LNG trailing suction hopper dredgers
COMPANY NEWS
Van Oord has ordered two trailing suction hopper dredgers that will be
Keel laid for second Bibby Wavemaster
fitted with an LNG installation. Keppel Singmarine Pte Ltd will build the
The keel-laying ceremony for Bibby Marine Services’ second Damen SOV
138 metres in length and 28 metres across the beam. The vessels will be
(Service Operations Vessel) 9020 WaveMaster vessel recently took place
equipped with one suction pipe with submerged e-driven dredge pump,
at Damen Shipyards Galati, in Romania. This event takes place less than
two shore discharge dredge pumps, five bottom doors, and a total installed
a year after Bibby Marine Services took delivery of its sister-ship Bibby
power of 14,500 kW. They will have accommodation for 22 persons.
vessels at its yard in Singapore. The new hoppers will replace existing vessels and fit in with Van Oord’s aim of making its fleet more economical and energy efficient. Both vessels will be delivered in 2021. Each one has a hopper capacity of approximately 10,500 cubic metres and measures
Wavemaster 1. The new vessel is due for delivery in August 2019 and has been contracted by Siemens Gamesa Renewable Energy and EnBW for maintenance operations on two windfarms in German waters. The SOV 9020 is a new class of purpose-built Service Operations Vessels (SOV) with Walk-to-Work (W2W) capability developed by Damen in consultation with the offshore renewables industry. The design is an entirely new concept from the ground up, combining DP-2 capability, a new motion-compensated gangway, innovative hull design, a revolutionary internal layout, and a comprehensive range of additional innovations designed to increase efficiencies and reduce costs.
MANAGEMENT CHANGES
Timmerman appointed as CEO at Royal Huisman
65,000
Royal Huisman has appointed Jan Timmerman as CEO commencing record as Managing Director and President of international businesses. Jan Willem Doeksen, on behalf of shareholders and supervisory board: “We are very pleased to get such an experienced, international and qualified CEO onboard”.
The square kilometres of high-resolution data Fugro has donated for the Seabed 2030 Project, a global initiative to map the world’s oceans by the year 2030.
Jan Timmerman: ”I am very much looking forward to maintaining and expanding the success of Royal Huisman through blending 21st century technology and innovation, traditional craftsmanship and timeless values”.
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MARITIME HOLL AND | NO. 4 | 2018
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GOOD TO KNOW COMPANY NEWS
COMPANY NEWS
RH Marine collaborates with ASEA Power Systems MCE Marine Group has named RH Marine its sales representative and authorised service provider for ASEA Power Systems in northern Europe. RH Marine will carry the full line of ASEA shore power voltage, frequency and phase converters, with levels ranging from 250VA to 1MW. David Brown, MCE Marine Group president, made the announcement. “We are pleased to collaborate with RH Marine to offer our European customers ASEA products,” said Brown. “They’re a well-established company with a stellar reputation within the many markets they serve.”
CSMART recognised as Center of Safety Excellence
RECTIFICATION
The Center for Simulator Maritime Training (CSMART) Academy in Almere Photo by Ton de Bruin
has been recognised as the world’s first Center of Safety Excellence by DNV GL, the world’s leading classification society and a recognised advisor for the maritime industry. CSMART Academy is owned by the Carnival Corporation and is a world-renowned maritime training, professional development and research facility that is part of the seven-acre Arison Maritime Center. Founded in 2009 and staffed with one of the world’s most experienced maritime training faculties, the CSMART Academy provides rigorous annual safety training for nearly 7,000 bridge and engineering officers responsible for the navigation and operation of the world’s largest fleet of cruise ships from the corporation’s nine cruise line brands - Carnival Cruise Line, Princess Cruises, Holland America
Rectification article Werkendam
Line, Seabourn, P&O Cruises (Australia), Costa Cruises, AIDA Cruises, P&O Cruises (UK) and Cunard. “We are honored by this recognition of our relentless commitment to the
In issue 3 of Maritime Holland there was an unfortunate mix up in the list of
safety and comfort of our guests as the top priority for all of Carnival Corpora-
principal particulars in the article about the vessel Werkendam. The correct list
tion’s cruise line brands,” said Captain Hans Hederström, managing director of
is printed below:
the CSMART Academy. “Our CSMART Academy faculty and staff include some
Builder: Owner:
of the world’s top maritime experts, and we are privileged to support the ongoing training of the bridge and engineering officers from each of our nine
Neptune Shipyards, Hardinxveld-Giessendam, the Netherlands Van Oord, Rotterdam, the Netherlands
Length o.a Beam mld. Design Draft Depth Hopper volume Dredge Crane Dredge crane boom
cruise line brands.”
009
Generators Backup Generator Propulsion Propulsion Max speed
3 x Man Rollo of 476 ekW each 1 x Caterpillar of 830 ekW 2 x Veth 550 eKW thrusterax speed 2 x Veth 550 eKW thruster Approx. 19 km/h
Capacity Crew Cabins LNG tanks Fuel oil tanks Fresh water tanks Sewage tanks Ballast water tanks Hold
4 4 37 m3 15 m3 18 m3 20 m3 270 m3 700 m3
MARITIME HOLL AND | NO. 4 | 2018
Heinen & Hopman @HeinenHopman - 7 june We are proud to announce Heinen & Hopman Russia has secured the contract to supply the HVAC for a crab catching vessel for Antey Group.
68.4 m 11.4 m 2.5 m 3.3 m 700 m3 400 tm 32 m
GOOD TO KNOW MANAGEMENT CHANGES
Sylvia Boer president of Dutch chapter WISTA
COMPANY NEWS
Heesen appoints BehneMar as its Middle East agent Heesen has appointed BehneMar as its agent for the Middle East. The company will represent the shipyard in United Arab Emirates, Kingdom of Bahrain, State of Kuwait, Sultanate of Oman, State of Qatar, Kingdom of Saudi Arabia, and Lebanese Republic. Heesen has entered a partnership with the Gulf’s leading luxury yacht consultant following an increase in demand for superyachts in the region.
Damen’s Head of Communications, Sylvia Boer, has been appointed President of the Netherlands chapter of WISTA - the Women’s International Shipping and Trading Association. WISTA the Netherlands was founded in 2000 and currently has 140 members from across the maritime industry. Sylvia Boer, who has been a WISTA member since 2008 and joined the organisation’s board in 2013, said, “I am honoured to take up this position as President of WISTA in the Netherlands. Within the role I will strive to connect women in the maritime industry, helping them to expand their networks and skills, encouraging them to inspire each other in their careers by sharing thoughts and advice - to make a difference with a feminine touch in a man’s world!”
COMPANY NEWS
NEW PRODUCTS
New GustoMSC crane on Maersk Invincible Maersk Drilling awarded GustoMSC the first order for the uniquely designed crane Chela. The crane will be installed on Maersk Invincible. Chela will improves safe handling underneath the cantilever and it will reduce total time spend on wells. Due to its crablike motion characteristics, it can reach below the cantilever as well as elevate towards the main deck, providing crane access to an area traditionally blocked by the cantilever when drilling. “We are grateful that Maersk Drilling is putting its trust in Chela and further expanding our cooperation, which allows us to get closer to that ultimate and mutual goal: the highest level of safety and efficiency at sea”, says Rutger
Sea Installer completes eightday stopover at Damen Shiprepair Dunkerque
Baan, Commercial Director GustoMSC. GustoMSC commenced fabrication of the first Chela earlier last month. Since the project schedule is to fit into a planned rig mobilization in Q4 2018, the engineering and fabrication process started the day after an LOI was signed.
MARITIME HOLL AND | NO. 4 | 2018
Damen Shiprepair Dunkerque has completed an eight-day refurbishment project for the 132-metre DP2, self-propelled, jack-up vessel Sea Installer. Operated by A2SEA, the Sea Installer was purpose-built in 2012 for installing the next generation of large wind turbines off the coast of Europe. The primary task was the fitting of new spud can shoes to the vessel’s four columnar legs. These massive pieces of steelwork, weighing 160 tonnes each, required the deployment of specialist logistics including the use of self-propelled modular transporters to move them into position and a 700-tonne crawler crane.
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GOOD TO KNOW NEW PRODUCTS
COMPANY NEWS
Maritime projects for Piet Brouwer Electrotechnology Piet Brouwer Electrotechnology is currently busy with a range of maritime projects, including the first of three MPV-30 hybrid hi-tech working vessels for the Bijlsma Wartena shipyard from Friesland and new coasters for Ferus Smit in Leer (Germany).
CMM and Damen join forces for Fast Marine Access
The company is also involved in various trawler projects, such as the UK-150 for
Compagnie Maritime Monégasque (CMM) and Damen Shipyards Group
the TX-14, the ZK-5, the HD-42 and the TX-65, as well as the support and crew
(Damen) have joined forces to introduce a Fast Marine Access crew change
tender vessel Guardian for Braveheart Shipping. Piet Brouwer was also recently
solution for the Brazilian market using a Damen FCS 7011. The solution looks to
commissioned by Royal Bodewes from Hoogezand to supply the complete
transfer personnel between shore and the ever more distant deep sea offshore
electrical system on board four new Bodewes Trader Dry Cargo vessels.
Quotter BV, the SC 10 for SFB Hecht GmbH, and the TX-14 Grietje belonging to the Trap family - built in Urk in 1992, this vessel is presently undergoing a thorough refit on Urk. Other current trawler projects include the HD-36, the TX-94,
platforms and flotels. The FCS 7011 focuses on increased safety, cost reduction and comfort, while offering a high speed solution to complement existing helicopter transfers. CMM is a market leader in Fast Offshore Support vessels and
NEW CONTRACTS
operates a fleet of Damen Sea Axe fast oil spill response vessels in Brazil.
Blue Orange Wave reseller XVR Simulation
NEW PRODUCTS
MeteoGroup introduces new version of weather routing solution
XVR Simulation has chosen maritime services provider Blue Orange Wave as preferred reseller for the maritime and offshore markets. In this role, Blue Orange Wave will be responsible for all global sales and support efforts of the XVR Platform in these designated markets.
MeteoGroup, introduces a new version of its weather routing solution SPOS
XVR Simulation CEO Joost Beerthuis is excited about the newly formed part-
(Ship Performance Optimization System). The new version, SPOS9, enables
nership. “The people behind Blue Orange Wave have years of experience in
captains to safely navigate the globe with minimal fuel consumption and
the maritime and offshore market, enabling them to offer sound advice and
emissions, by calculating and recalculating optimum routes and anticipating
tailor made solutions to users.”
oncoming weather and sea conditions. “Blue Orange Wave and XVR Simulation share a common mission to enhance Variable speed algorithm allows captains to effectively bypass severe weather,
the knowledge and expertise of maritime safety and security professionals
reduces downtime, prevents damage to the ship and its cargo and improves
to improve their preparedness for any incident or disaster”, says Tim Lodder,
crew safety. SPOS9 optimizes shipping routes by taking into consideration vari-
CEO of Blue Orange Wave.
ous sea conditions, such as wind, waves and swell, currents and other weather elements. Timely weather updates and forecasts ensure crews are continuous-
The years that Lloyd’s Register is present in the Netherlands. 011
MARITIME HOLL AND | NO. 4 | 2018
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GOOD TO KNOW COMPANY NEWS
NEW CONTRACTS
Damen delivers 19-vessel order to Combi Lift Damen has delivered on-time a complete 19-vessel order to AAS Amur Assets Shipping Limited, a joint venture set up by Combi Lift GmbH to support its role in the construction of the Amur Gas Processing Plant ‘Gazprom’ 150 kilometres from Russia’s border with China. The order is comprised of four Multi Cat 2608SD workboats, four Pusher Tugs 2612SD, seven Stan Pontoons
All the vessels have been customised to enable them to navigate the very
Wärtsilä delivers supply for sustainable dredger
shallow inland waters in which they will operate, especially the Zeya River.
Wärtsilä will provide the engines, propellers, and control system for a new,
Reducing the weight where possible and stretching the length and beam has
large-size hopper dredger being built by Damen Shipyards Group. The vessel
increased buoyancy and reduced draught, while raisable wheelhouses on the
has been ordered by Cemex UK, a leading supplier of building materials.
8916SD and four Side Floaters 8605SD.
tugs will ensure clear views over extra-large cargos. Wärtsilä will prepare the engines ready for use with selective catalytic reduction (SCR) technology to reduce emissions, making the vessel compliant with the International Maritime Organization’s Tier III regulations. When delivered, the 103-metre long, 4975 gross tonnage dredger will be one of the most environmentally sustainable ships of its type in operation. “We are pleased and honoured to be working with Damen in making this new ship as efficient and environmentally friendly as possible. Wärtsilä has a depth of experience in providing solutions for dredging operations, and the propulsion equipment selected is the best fit for this vessel,” says Dick Heidelberg. “Wärtsilä’s full scope of supply includes two Wärtsilä 26 engines, two Wärtsilä
NEW CONTRACTS
4D775 controllable pitch propellers (CPP), and the Wärtsilä ProTouch control system. The Wärtsilä 26 engine is widely used in the dredger market, while the 4D775 CPP is a new and advanced offering. The Wärtsilä ProTouch system is a
Work for Jumbo in the Gulf of Mexico
state-of-the-art response to market demands for a modern, compact control device. The equipment is scheduled to be delivered to the yard commencing at the end of 2018. The ship is expected to commence operations in the North Sea during the latter part of 2019.
Jumbo has been awarded the installation contract for the Shell deep-water Vito development in the US Gulf of Mexico. The Vito development is located in the Mississippi Canyon, approximately 150 miles south of New Orleans, Louisiana, USA, in water depth of more than 4,000 feet. Jumbo’s installation contract involves the initial pre-lay of the mooring system as well as the subsequent tow and hook-up of the Floating Production Structure (FPS).
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MARITIME HOLL AND | NO. 4 | 2018
Feadship @Feadship - 6 june Ever wondered what a 110m looks like from #birdview? Well here she is: #Project1007 from above.
GOOD TO KNOW NEW PRODUCTS
NEW PRODUCTS
Going low with the new AlphaBridge Inland JRC and Alphatron Marine have launched the AlphaBridge Inland, targeted at ships sailing on the inland waterways that require to lower the wheelhouse when passing one of the many low bridges on the rivers and canals.
Damen Dredging Equipment launches new DOP Dredger Series
This innovative bridge solution suitable for passenger ships, tankers, cargo and other inland vessel enables the captain not to be in an uncomfortable situation when passing a low bridge. Instead, with the wheelhouse lowering, the control panels can also be electronically shifted down to a lower level providing undistracted focus and seamless operation. With the ability for the captain to move to the feet rest gives an unseen and unique flexibility to fully
Damen Dredging Equipment has launched a new DOP Dredger Series
control and guide the vessel.
following the success of the DOP submersible dredge pump. The new series makes use of the standard DOP 150, 200, 250 and 350, which have
The design approach enables optimized viewing in the wheelhouse and full
a mixture capacity ranging from 600m3/h to 2,400 m3/h. Due to the use
control from a sitting position - facilitating a height difference of up to 50
of a submerged dredge pump, the DOP Dredger is simply able to reach
centimetres.
depths other dredgers cannot, with an ability to dredge to 100 metres.
NEW CONTRACTS
Fast mobilisation of SMST gangway on Eurus Express Only seven days were needed for A1 Offshore Solutions ApS and SMST between contract signing and mobilization of the SMST motion compensated gangway on board the Eurus Express. The Platform Supply Vessel (PSV) is now equipped to safely transfer technicians from vessel to transition piece in the Hornsea Project One offshore wind farm. The PSV Eurus Express, with Grimsby as home port, is contracted by GeoSea
COMPANY NEWS
to support the installation of transition pieces in the offshore wind farm located 120km off the Yorkshire coast.
Intercity Barge in Port of Rotterdam
The SMST modular gangway M-series is suitable for a variety of vessels and operational situations. It is transportable by normal container truck and can be mobilized quickly in one lift. The system is remotely controlled by vessel’s crew and doesn’t need large generators MARITIME HOLL AND | NO. 4 | 2018
European Gateway Services (EGS) and Danser Group will start operating the new ‘Intercity Barge’ connection. For the time being, the partners have scheduled three inland shuttles per week between the ECT terminals on Maasvlakte and other terminals and depots in the Waal- and Eemhaven area, Merwehaven, Botlek, Alblasserdam and Ridderkerk. By expediting the handling of containers, the Intercity Barge is able to improve the competitive edge of the inland shipping sector. Every year, over 12 million container units are put through Rotterdam, of which over 3 million are moved in and out of the port by inland vessels.
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GOOD TO KNOW COMPANY NEWS
NEW CONTRACTS
Huisman and RAMLAB join forces to print hook Huisman and RAMLAB have initiated a project to produce a large offshore crane hook using the 3D printing technique ‘Wire & Arc Additive Manufacturing’ (WAAM). The hook, which is based on a Huisman 4-prong hook design, will employ 3D printing benefits such that the product will be hollow, significantly saving on material usage and production lead time. The hook will measure over 1 by 1 metres in outer dimensions and weigh close to 1000 kilogrammes, making it the world’s largest 3D printed steel product in terms of weight.
ABB improves floating hotel safety ABB has won a contract to supply the innovative Octopus marine software for the 600-person accommodation vessel Edda Fides. The system will provide advice on how to operate the gangway to ensure safe crew and offshore personnel transfers between two free-floating vessels. The system will calculate hydrodynamic parameters and their impact on vessel responses, as well as give insights into maximizing operational uptime within critical motion and acceleration limits. In addition to enhancing the crew and passenger transfer safety, Octopus will optimise the overall operational performance of Edda Fides. Alarms will provide onboard warnings if pre-set limits are exceeded, while the Octopus Fleet Portal will
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enable the shoreside operating staff to monitor vessel performance indicators.
pro du
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RELIABLE Picture © Ferus Smit
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MARITIME HOLL AND | NO. 4 | 2018
Right: Symphony Sky (ex Nordana Sky) General Cargo Vessel • built 2015 LOA 122.5 m • 10,500 DWT Becker Schilling® TT Rudder
MARITIME HOLL AND | NO. 4 | 2018
Dutch maritime sector recovers after difficult years A cautious recovery became apparent in the global shipbuilding industry in 2017, especially over the final months of the year. Also the Dutch maritime cluster sees a positive change. “We can be proud of the many orders that our industry has taken in 2017, despite the many challenges faced,� says Bas Ort, chair of the Netherlands Maritime Technology (NMT) trade association.
016
Despite the beginnings of a recovery that became apparent
of a fleet of fishing boats. The number of orders for inland
in 2017, turnover still decreased by some five per cent during
vessels has also seen a brisk increase.” At the end of 2017, the
the year, from 7.3 to 6.9 billion euro for yards and suppliers
combined Dutch order book counted 93 vessels with a total
collectively. The total workforce decreased by a little over
tonnage of 437,000 CGT.
three per cent, from nearly 29,000 FTE’s in 2016 to 28,000 The cautious recovery in the final months of the year was very
have levelled off.
welcome after the disappointing figures of 2016. However, even though the new orders made in 2017 accounted for
Ort: “Over the past year we received one of the few large
more than twice as large a tonnage as in 2016, this was not
orders made by the global offshore market plus orders for the
nearly enough to provide work for all the world’s yards. As a
most powerful cutter suction dredger built to date, several
result, the global order books decreased even more, and a
other dredgers, and the first seagoing cruise vessel to be com-
number of yards found themselves in difficulties. The ef-
missioned in years. Moreover, in 2017 we launched several
fects were especially visible in China and South Korea, while
record-breaking superyachts and dozens of smaller cutter
European shipbuilders were the only ones to experience an
suction dredgers for export, while also starting construction
increase in the order books.
017
MARITIME HOLL AND | NO. 4 | 2018
FTE’ s in 2017. The decline in both figures now appears to
REPORT
“The only way for the global shipbuilding industry to survive is
suppliers was 16,413 FTEs in 2017 (16,838 in 2016). Addition-
constant innovation and a focus on fair international compe-
ally, they employed an average of 1,460 FTE’s of temporary
tition,” Bas Ort says. “This is why NMT continued its efforts
workers during 2017.
to once again get a subsidy for innovations in new vessels up and running in 2017. We remain committed to a level playing
Seagoing vessels
field, both outside and within Europe. Meanwhile, more and
A total of 58 seagoing vessels were delivered in 2017 (com-
more companies are also seeing that the Netherlands is in a
pared to 42 in 2016). 56 new vessels were ordered in 2017 (42
position to become one of the international leaders in making
in 2016) with a value of 1,143 million euro (642 million euro in
shipping more sustainable.”
2016). The export share was 57 per cent (79 per cent in 2016).
A strong Green Deal between the sector and the national
Shiprepair
government (as announced in the Dutch coalition agreement
Turnover in 2017 was 381 million euro (442 million euro in
in 2017) should help in this context. “The coming years will
2016). Total employment was 1,710 FTE’s (2,020 in 2016).
see all kinds of environmental regulations come into force that affect shipping. Our yards and maritime suppliers have
Smaller vessels
the innovative solutions required to supply vessels, and tech-
There were 155 inland shipping, fisheries and small seagoing
nologies that meet the most stringent requirements. Public
vessels delivered in 2017 (116 in 2016). The order book con-
authorities, vessel owners and maritime suppliers will have to
tained 198 vessels on 31 December 2017 (126 in 2016).
work together to fulfil our stated ambition of maintaining a level playing field in this context too.” Netherlands Maritime
Superyachts
Technology has published a position paper in which the trade
Twenty-five superyachts were delivered in 2017 (19 in 2016),
association sum up their recommendations.
with a value of 1.2 billion euro (1 billion euro in 2016) and 18 new commissions were received (17 in 2016) worth almost
Suppliers
1.2 billion euro (1.3 billion euro in 2016). The order portfolio
The turnover of the approximately 800 maritime suppliers in
at the end of December contained 57 superyachts (66 in
the Netherlands amounted to 3.4 billion euro in 2017 (3.8 bil-
2016) with a value of almost 4.5 billion euro (4.6 billion euro
lion euro in 2016). Total employment among Dutch maritime
in 2016).
Photo by Royal Bodewes
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MARITIME HOLL AND | NO. 4 | 2018
CARROUSEL RAVE TUG An Efficient and Safe Way to Increase the Capacity of a Harbour
The vision of
Arie Koedood
A stepping stone between the market and engine manufacturer
When it comes to engines - especially in the inland shipping sector - the company Koedood is a household name in the Dutch maritime industry. Owner Arie Koedood believes in clean shipping, but he does not think that we are going to step away from fossil energy anywhere soon.
THE VISION OF
Engines are the heart of a vessel. Engines
coming up, R&D departments are working
transformed the shipping industry into the
hard to make engines cleaner.
reliable form of transportation as we know it. Over the years engines have developed
Dealership
into efficient machines. But this process
Koedood from Hendrik-Ido-Ambacht is an
far from over. With emission regulations
example of this. Since 1961 they have kept things running when it comes to engines. The company started as an all-round service station for marine engine repair, but when the oldest son Arie Koedood started working at the company his father founded, his ambition was to form a dealership with a big name in the engine industry. “That worked out,” says Arie Koedood. “When people in our sector hear the name Koedood, they think of Mitsubishi.” They is so intertwined with the Japanese company that they even based their logo on the three-diamond emblem of the engine manufacturer. The three diamonds are rearranged so they form the letter ‘k’. “We are the biggest distributor of Mitsubishi maritime engines in the world. Koedood
Name: Arie Koedood
has a special relationship with Mitsubishi and they value our expertise. We know what the market wants.”
Date of birth: 10 April 1957
Inland shipping
Family: married
shipping sector. “We really know their needs when it comes to engines.” The good connections are not only formed during the sales process, but more so when the engine is put in place. “The installation of a engine involves a lot of work. It is the same with maintenance work, sometimes
IS THE SOLUTION AT THE MOMENT’
021
Leisure time: reading, gardening, bicycling and sailing Education: V.W.O. and mechanical engineering Professional experience: 40 years MARITIME HOLL AND | NO. 4 | 2018
‘AFTER-TREATMENT
P a s s p o r t
The company serves mainly the inland
THE VISION OF
‘RESEARCH AND
ly.” It uses no natural gas, but geothermal
niques to reduce emissions and increase
energy to heat the building and solar pan-
fuel efficiency. “We are a family-owned
DEVELOPMENT IS
els will generate energy. As a result, the of-
business, so we can easily change our
fice received a BREEAM certificate to prove
course. We have no stakeholders to hold us
that is sustainable. “We put a lot of effort
accountable. Because we stepped in at an
in making our new office environmentally
early stage, the investments payed off. Peo-
friendly, because we think it is important to
ple now know that we have a lot expertise
practice what you preach.”
in this area.”
NOT ONLY TAKING PLACE IN JAPAN’
Long term vision
Clean shipping
it takes weeks. All that time the vessel is
Highlighting the focus of the company,
When it comes to clean shipping, there
moored here at the quay. And the owner
he goes on to say: “Seven years ago we
is no ‘one size fits all’. “If a client wants a
and his family live on the vessel, so we see
decided to shift our focus. Until then we
cleaner vessel, we really need an insight
them all the time. Because they are living
were more or less a traditional company.
on how the vessel is used.” Although
here, you get to know each other,” says
We decided that investing in steady growth
there are different solutions, key aspects
Arie Koedood.
was not enough anymore. We needed a
in this process are the running hours and
new long term vision and because of all the
what maximum power the engine has to
He runs the company with his brother Bert.
upcoming environmental regulations we
produce. “For instance, if an engine makes
Together they own Koedood. Arie focuses
decided that sustainable shipping was going
long running hours it is better to choose
on the sales and installation of the engines,
to be the future. And to become more sus-
LNG than electric propulsion.” At the mo-
while Bert is in control of the service and
tainable, shipping needs cleaner engines.”
ment Koedood is diversifying its portfolio
spare parts. At the moment they are in-
with dual fuel LNG, gas/LNG electric, diesel
volved in building a new office that is being
In the middle of the recension, the compa-
electric, diesel with after treatment and
constructed nearby the repair shop. “We
ny still made money available for research
hybrid solutions and in the future with fuel
want to build something that is ecofriend-
and development into innovative tech-
cell and batteries solutions.
The Mitsubishi engine on the trailing suction hopper dredger Charlock, supplied and installed by Koedood Dieselservice
THE VISION OF
The Mitsubishi engine on the Tug Telstar, supplied and installed by Koedood Dieselservice
Because of their experience, Koedood has
looking into the upcoming Stage V regula-
According to Koedood, the goal that the
ideas on how to develop cleaner engines,
tions. The team is led by the Expertise and
transport sector can operate without
but he admits that he does not see a new
Innovation Centre Inland Barging and the
emissions is ambitious. “Theoretically it is
type of engine entering the market in the
VIV, that is the branche organisation of the
possible, but it is not very likely that in the
foreseeable future. “The problem is not
engine sector. This is an independent or-
near future we can go on with our daily
the technology. There are plenty of ideas to
ganisation that stimulates innovation in the
operations without the use of fossil energy.
improve the engine, but the real problem is
inland shipping sector. “In the workgroup I
You can have a vessel with electrical
the certification process.” Koedood explains
am a representative of the engine industry.
propulsion, but when the batteries are
that before any type of new engine earns
Together we look at what is possible and
charged with energy from a coal plant, you
it product certificate, it has to pass perfor-
give advice to the regulators.”
are just moving the problem. The future of
mance tests and quality assurance tests.
propulsion will be a mix between fossil fuel
After-treatment
and renewable energy.”
Koedood believes that the solution for
Those tests have to be perfomed in a
the maritime industry at the moment is
Maritime landscape
controlled environment. Because the
after-treatment of the emissions of existing
Diesel engines will continue to be part of
prototypes have to run for a long time the
engines. “Think of soot filters and catalytic
the maritime landscape. “We just have to
fuel costs are high. And because of that the
converters. With those applications we can
do our very best to make them as clean
manufacturers are hesitant to develop new
comply with upcoming regulations. We
and efficient as possible.” Because Koedood
types of engines. Therefor it could be an
have to keep in mind that this is a small
has a lot of experience and focuses on the
idea if the performance tests can take place
market compared with the automotive
on existing vessels. If you can make money
industry. Because of the difference in scale,
during the tests, it makes more sense
developments go at a different speed.”
economically.
Koedood is also owner of a company called Emigreen which specialises in after
Because of his expertise and knowledge
treatment solutions with catalysts and soot
Arie Koedood is part of a workgroup that is
filters.
023
‘CUSTOMISATION IS THE KEY’
MARITIME HOLL AND | NO. 4 | 2018
Prototypes
THE VISION OF
An artist impression of the new office of Koedood
inland shipping market in Europe with its
The company is also working together with
“Next to clean engines, we will specialize in
strict environmental regulations, they are
Wärtsilä to offer clients LNG engines and is
bigger engines for sea-going vessels. We al-
tweaking engines to make them better.
also looking into fully electric propulsion.
ready completed a big order for Royal IHC.
“We have a good relationship with Mitsub-
But Koedood believes that marine diesel
With that broad portfolio, our expertise
ishi and they are interested in what we do
electric propulsion will be the answer for
and new offices we see a bright future for
with their engines. Research and develop-
many clients. “With that solution you can
Koedood.”
ment is not only taking place in Japan,” says
meet your objectives for clean, efficient
Koedood with a smile.
and flexible propulsion.”
The trailing suction hopper dredger Charlock, with a Mitsubishi engine, in action. Photo by Flying Focus
Jaap Proost
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The Brigadoon is lowered into the water at the shipyard in ‘s-Hertogenbosch. Photo by Moonen Shipyards
MARITIME HOLL AND | NO. 4 | 2018
Brigadoon launched at Moonen Shipyards A special yacht was launched on 7 June at Moonen Shipyards in ‘s-Hertogenbosch. She is christened Brigadoon as she was lowered into the water by crane. “There are certain milestone moments in the building process of a yacht and the launch is obviously a crucial one. What is more exciting than watching a yacht descend out of the construction hall and glide into her natural environment?” says project manager Nicky van Zon on the website of the company.
026
‘THE HULL IS MADE OF HIGH TENSILE STEEL’ The yacht features a remarkable amount of space for her length thanks to a wide-body superstructure with the same beam as the hull. A good example of the benefits this offers, is found in the large owners’ suite. The windows are directly on the outer range of the boat looking forward and that provides panoramic views. The main deck aft is an open area with low bulwarks and a direct connection to the swimming platform. Another special spot on the yacht is the ‘open-air’ bridge deck lounge. “You can close the sliding windows and use the air conditioning to control the climate or just open everything up and sit outside with a nice rooftop. The finish inside is similar to the rest of the interior along with a lovely teak decked floor. Several people have described it as a winter garden,” says Zon. The 36-metre superyacht is the first to feature a hull made of high tensile steel. The innovative use of high tensile steel ensures
“We allow owners exceptional leeway when it comes to the
that the yacht is lightweight, which increases speed further
superstructure, interior design, layout and onboard facilities and
and reduces draft considerably. This makes the yacht ideal for
equipment,” says Moonen Shipyards CEO Johan Dubbelman.
sailing in the Caribbean, especially shallow drafts places like the
“No other premium quality yard within our size range of 30 to 50
Bahama’s. Because of the features of the high-tensile steel hull,
metres can offer such a bespoke approach based on a proven hull
Brigadoon will also be fuel efficient.
and performance. Moreover, Moonen is going to ensure that our
Designed by René van der Velden, Brigadoon has her origins in
the market in terms of the onboard lifestyle people enjoy.”
the Moonen Martinique line, part of the Moonen Caribbean design family. The yacht has a top speed of 17 knots and a range
After the owners of Brigadoon have enjoyed two months of
of 4,000 nautical miles. The naval architect of the Brigadoon is Di-
cruising, they have agreed to give a public debut to their ground-
ana Yacht Design and the interior design is done by Nauta Design
breaking yacht at the Cannes and Monaco boat shows in Septem-
Italy. The overall length is 36.3 metres and the waterline length
ber. In other news, the hull for a sister ship to Brigadoon in the
is 34 metres. The maximum beam is 8 metres and maximum
Moonen Martinique line has been started. Delivery is scheduled
draught is 2.1 metres.
for early 2020.
027
MARITIME HOLL AND | NO. 4 | 2018
designs even more closely reflect the very latest demands from
THINKING GREEN
Seabubbles wants to make cities flow again What do cities like London, Paris, Cairo, Rotterdam and Hamburg have in common? They are situated on the banks of a river. The vast majority of cities in the world are connected to large bodies of water. This is not because of the nice views. It is because traditionally water plays a vital role in transportation.
Photo by Milan Rinck, Deal Drecht Cities
THINKING GREEN
“We have forgotten to make use of water. Especially when
On a sunny day in May, the Bubble Taxi made her first trip
it comes to transporting people”, says Anders Bringdal. He
in Dutch waters. The company was visiting the Netherlands
is the founder and CEO of the company Seabubbles and a
because they were invited by Deal Drecht Cities. This organ-
two-time windsurf world champion. Together with his com-
isation is the central marketing and promotion agency of
panion Alain Thebault, a professional sailor that invented
the seven Drecht Cities, the economic development com-
new sailing boats, he developed the Bubble Taxi, a futuristic
pany ROM-D and the Port of Rotterdam. Looking out of the
water taxi. The Bubble Taxi uses hydro foiling technology to
window at his office in Hendrik-Ido-Ambacht, director Martin
sail and the propulsion of the vessel is electric.
Bloem sees the river De Noord. “We have so many waterways in the Netherlands, a company like Seabubbles has a lot
At the moment the company is testing a prototype and they
of opportunities. We try to help them find their way here.”
have high ambitions. According to Anders the Bubble Taxi will have a big impact on urban life. “In five years we will
The company Seabubbles was founded in 2016. The first
operate in several major cities. Our vessels are going to be
official test were held in Saint Tropez and Geneva. But
part of the transportation systems, and will change people’s
Seabubbles wanted to test their vessel in a busy waterway
daily habits.”
with considerable bow waves. The tidal river De Noord is a
THINKING GREEN
Foto by Van der Kloet Foto & Videoproducties
perfect location to do that. It is a junction for inland vessels.
Wave Piercer and a Bus Foil. All these vessels have electrical
The test rounds in front of the office of Deal Drecht Cities
propulsion and use hydro foiling technology. “We want to
were successful.
construct a vessel that can transport up to 110 persons and we want to do this before 2021.”
The water taxi company has developed an online booking solution that works like Uber. People can order a Bubble Taxi
Also public parties in the Netherlands are involved in the
with their phones. The docking stations on the river banks
project. Deal Drecht Cities has a large network of maritime
where passengers can catch a Bubble Taxi, will also function
companies. Anders Bringdal and his team visited compa-
as charging stations. These docking stations are designed
nies in the region, among which Damen. “We have political
with a solar cover to generate electricity.
and business connections and there is a demand for their services in this region. We hope that Seabubbles is going to
There are three stages in the ‘flight’ of the Bubble Taxi.
develop their products here and that the maritime cluster in
Under five knots the Bubble has no lift. Between five and six
the region can benefit from that,” says Martin Bloem.
knots, the vessel is in transition mode and above six knots the Bubble flies. The lift reduces the drag with forty per cent.
ZERO NOISE ZERO EMISSION
Sailing goes smoothly, because the vessel cuts through the waves. A passengers does not feel the lift and once in the air, the vessel is not shaken by waves. Seasickness is not an issue. During their visit local politicians could also travel with the Bubble Taxi. They were invited because a lot of the cities in
MARITIME HOLL AND | NO. 4 | 2018
the region, like Dordrecht and Papendrecht are separated
Minze Walvius is a Dutch representative for the French
by rivers. Using a water taxi reduces the travel time. Taking
company. Walvius works for Advier, an organisation that
turns, the politicians got to experience the water taxi. The
specialises in mobility issues. He is involved with Seabubbles
government officials were also invited for another reason.
because he believes that the company has a bright future
If the tests in the Dutch waters will result in a pilot project,
in the Netherlands. “Passenger transportation will certainly
regulations will be a challenge. So it helps if public stakehold-
increase on waterways. The Netherlands, with all the rivers
ers believe in the project too.
and canals and maritime tradition, will be a testing ground when it comes to this trend. I believe the vessels of Seabub-
The Bubble Taxi can transport five persons. But Bringdal and
bles are going be part of it.”
Thebault have also developed larger vessels that can transport more people. There are ideas for a Bubble Jet, a Bus
Jaap Proost
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031
INDUSTRY’S VIEW
?
Sustainable propulsion MARIN has set a new course in her technology plan to sustain the necessary energy transition that must and will occur in maritime transport. Even if the traditional approach of reducing hull MARITIME HOLL AND | NO. 4 | 2018
resistance and obtaining optimum propulsive efficiency remains a must-do step in ship design, this expertise alone will not bring us to our ultimate goal of zero emission transport. The state of the art expertise on that level are close to reaching a plateau in terms of further improvement. This is the reasons why our research themes will also cover
Knowledge of expected operational conditions of the ships are
design for service conditions, zero emission shipping through
of great importance. Onboard monitoring of actual ships in
non-fossil power sources and their integration in the ships
service and the use of the measured information, gathered in
design.
the commonly used big data terminology, will certainly help de-
032
methods to support the choices that will be made at a concept level. Smart data will take the lead on big data in that respect. Shipping goods around the world with zero emission will need however more than optimum designs. This change requires additional expertise and disruptive solutions. The end of fossil fuels in shipping is possible, with the use of electric engines powered by renewable electricity for example. The carrier of electricity will come in the form of hydrogen, batteries or new synthetic fuels, but certainly multiple and hybrid integrated solutions. Using a new type of engine and new source of energy is going to influence the way we design ships and the way we operate them. Different hard points in the design constraints will certainly impact the design and operations of future ships. Such as increased possibilities in the weight distribution and internal arrangement. Or for example logistics aspects related to new type of infrastructures for bunkering. Zero emission shipping will be covered in our upcoming research by the development of an hydro-system integration lab, in order to accompany the maritime industry in this extraordinary transition. This lab will integrate the power train and all related controls together with the hydrodynamic aspects of propulsion systems. Even though new carbon-free energy sources will be brought onboard, it will remain important to use as less energy as possible onboard. Obviously to always improve the range of ships . Use of wind energy, as an alternative propulsion source, is one of those possibilities. Efficient and modern sail devices (rigid profiles, Flettner rotor or alternative suction profile) allow us to harness the power which is freely available in the oceans. Using it to simply assist ship propulsion, is an obvious way forward to minimize energy required onboard. Reduction of power use fining what ships are really meant to do. Understanding which
within 5 to 40 per cent, depending on the area of operations
design parameters will make ships more competitive or safer
and ship types, is simply possible. Which is by far better than
will also help introduce innovative solutions that will be tested
any expected further actual improvement of hydrodynamic per-
virtually onboard digital twins of the given design.
formances. The future of shipping will be made out of designs optimised for service conditions, driven by renewable energy sources and making smart use of environmental forces such as
generated by an always increasing amount of potential design
wind. MARIN will hopefully support the maritime sector in this
solutions. It is possible today to generate a few hundred hull
great opportunity to make better ships.
forms, to calculate many combinations of trim, sinkage and speed profile, within a decent amount of time. Added resistance
Guilhem Gaillarde
in waves and minimum power requirements to sail safely can
Manager Ships
also be brought into concept advice. But, all of this creates quite
MARIN (Maritime Research Institute Netherlands)
a challenge to find out what is the best design choice after all. The amount of data generated urges us to better select the data
Industry’s view is provided by one of the firms affiliated with the Dutch
we want to gather and to also develop smart algorithms and
maritime network organisation Maritime by Holland.
033
MARITIME HOLL AND | NO. 4 | 2018
But, who says more information, says also more choices that are
Subsea rock installation (SRI) vessel Bravenes, the latest addition to the Van Oord fleet, was christened in Rotterdam by Yvon van Oord-Barbier, the wife of CEO Pieter van Oord. The christening ceremony marked the start of a two-day event celebrating Van Oords 150th anniversary. The innovative Bravenes is the third vessel to join Van Oord’s SRI fleet. These type of vessels stabilise and protect subsea pipelines, cables and other structures at depths down to 1,500 metres
VOLT PROCESSOR
Damen Shipyard Group’s first dedicated newbuild for the aquaculture business started with a small booth on the Aquanor trade fair back in 2013. The group had some concepts it wanted to present, but noted that several of its vessels were actually already in use in the aquaculture industry. Damen’s Multi Cat self-propelled pontoons and standalone pontoons have previously been fitted out for assistance to fish farms, such as delousing. MARITIME HOLL AND | NO. 4 | 2018
The aquaculture industry, which is predicted
No-frills concept
to turn over 200 billion dollars by 2020,
Product Director for Workboats at Damen
was - as it still is - firmly dominated by the
Lodewijk van Os explains: “When an existing
Norwegians. Inspired by the potential of this
Norwegian customer of Damen Shipyards,
market, Damen set out on an extensive mar-
Remøy Management, decided to establish
ket consultation over the following years,
a daughter company, Volt Service A.S., to
talking with vessel owners and operators to
enter the aquaculture business, we pro-
understand their specific needs.
posed a new no-frills concept, the Damen
036
Damen builds aquaculture support vessel for Norwegian fish farms
With Norwegian aquaculture responsible
The main task for Damen was to build a
for 8 per cent of the country’s exports, the
vessel with a large unobstructed working
sea lice have become an economic threat.
deck, comfortable accommodation and
A new regulation in 2017 has forced fish
good seakeeping.
farms to control the lice problem before
Utility Vessel 4312. They were so enthusias-
output can be increased. Various solutions
Design
have been proposed for delousing farmed
To reduce stress impact on the fish (stress
fish. Until recently this was done by using
can cause a percentage of the fish to die),
hydrogen peroxide, but the lice have be-
the freeboard of the working deck was
come resistant to this solution and there are
kept as low as possible. This reduces the
environmental concerns regarding this treat-
pumping height for the fish, and also makes
ment method. Newly proposed solutions
working over the side easier for the crew.
include the introduction of lice-eating fish in
To ensure good seakeeping and avoid green
the pens, letting the fish swim in freshwater
water on deck when passing from one fjord
for some time aboard a live fish carrier,
to the other through the North Sea, the bow
mechanically brushing each fish, killing each
has a high forecastle, with Damen’s signa-
lice with laser guns and pressure washing
ture vertical bow. As the power was capped
each fish.
to 750 kW to comply with local regulations,
tic about the design that it eventually led to
Damen optimised the ship to get maximum On Volt Processor, the fish are deloused by
efficiency and speed with that available
support vessel.”
letting them pass briefly through a basin
power. A very important consideration was
with seawater heated at a temperature of
that the vessel should be easily adaptable
Sea lice
34 degrees Celsius, which make the lice re-
to other tasks, such as buoy laying, dive-
The main task for the new vessel – named
lease from the fish. The lice is then collected
and ROV support or other offshore oil,
Volt Processor – will be the delousing of
through a special filtration system on board
gas or wind operations. A very important
fish in fish farms. Sea lice are parasites that
and delivered for animal feed applications.
consideration was that the vessel should
consume the skin, muscle and fat of the fish,
be easily adaptable to other tasks, such
making them vulnerable to infections. The
as buoy-laying, dive and ROV support and
appearance of lice on the fish is a recurrent
other offshore oil, gas or wind operations.
problem in fish farms and has even contributed to a significant decline in wild salmon. Lice plagues also severely impacted the output of fish farms which has declined as
VERSATILE PLATFORM
a result.
This versatility gives it operational value through the winter months when fish farming activity stops for a few months, ensures the vessel of a high resale value and gives it a degree of future-proofing.
037
MARITIME HOLL AND | NO. 4 | 2018
our first order for a dedicated aquaculture
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038
On topic
Responsive design
V O LT P R O C E S S O R
Volt Processor was built at Damen Shipyards’ head office in Gorinchem
Diesel-electric
reduce the propeller diameter, increasing
Permanent magnet motors
The vessel has three main operational
resistance and making the propulsion less
Eric Veth, managing director of Veth Propul-
modes. Free sailing, moored alongside the
efficient. Alternatively the electric motors
sion: “We developed the Veth Integrated
farms and station keeping. As the energy
can be placed horizontally, but this results
L-drive specifically for these applications.
consumption for each mode is very similar
in an extra gear and extra installation- and
Superyachts for example want a beach club
(either propulsion power or power for the
alignment hours. The solution was found in a
or tender garage in the aft, and they are
deck and delousing equipment) the ship
new type of thrusters from Veth Propulsion,
not too pleased with a huge electric motor
design called for a diesel-electric propulsion
which were specifically developed for ships
sticking through the floor in this area. At the
installation. Electric power (AC) is generat-
with limited space in the aft compartment.
same time, the efficiency and maneuvera-
ed in three diesel generators of 470 ekW each and one of 139 ekW, managed by a
The ship provides a versatile platform, also usable outside aquaculture season
power management system. The need for maneuverability and station-keeping with dynamic positioning favored propulsion with azimuthing thrusters, but conventional thrusters have a high space requirement between the ship’s bottom and the deck, due to the size of the electric motor if vertically mounted. The Volt Processor has limited height in the hull at the location of the thrusters. Submerging the aft part of the hull deeper would make the hull less efficient and MARITIME HOLL AND | NO. 4 | 2018
COSTEFFECTIVE AQUACULTURE
Veth Integrated L-drive The most compact electrical thruster ever
S AT VISIT U BURG M A SMM H TEMBER 4-7 SEP A4.414 BOOTH
Extremely low mounting requirements, high efficiency,
Courtesy of Damen Shipyards
minimal noise production
www.vethpropulsion.com
T +3178 615 22 66
VETH_Adv Volt L-Drive 126x182 (Mei18) Button.indd 1
08-05-18 13:57
Official distributor for The Netherlands of Azcue pumps, Gefico, Headway and Ueberall. visit reikon.nl
MARITIME HOLL AND | NO. 4 | 2018
500 pumps on stock
040
V O LT P R O C E S S O R
Thrusters were chosen for their excellent manoeuvrability
bility of a thruster are very desirable.� The
pellers. Volt Processor is the first ship to be
propellers. Rudder propellers are a new
company started the new design for this
launched with the Integrated L-Drive, but
thing to Norwegian aquaculture, and expe-
thruster with a clean slate and worked with
two superyachts are also under construction
rience will show whether these precautions
Visedo (Finland) to integrate a permanent
with the system. Following delivery of the
were necessary. A further advantage of the
magnet (PM) motor.
thrusters to Damen they were simply hoist-
electric thrusters is that their precise speed
ed and thereafter bolted into place.
control by variable frequency drives and
The large-diameter PM is more efficient
ability to optimally direct thrust reduces
than a smaller diameter asynchronous
Cameras
the amount of propeller wash compared
motor, especially at partial loads, where
A specific detail is found in the keel of Volt
to straight shaftlines with rudders. The
it maintains its 96-97 per cent efficiency.
Processor. Two tubes are welded in at an
hydraulic oil used in the deck equipment is
Because of the permanent magnets, there is
angle, providing space for a camera facing
biodegradable to reduce the effects of a spill
less heat loss. To keep the mounting height
each thruster. This allows the captain to
on deck.
limited, the flexible coupling is located in a
keep an eye on the thrusters when loose
recess in the lower part of the motor and
lines or nets are nearby. A frame structure
The bow thruster was also supplied by Veth
the tooth rim for steering has been brought
has been built around the thrusters out
and is a conventional tunnel thruster, but it’s
to the outside. Due to the large diameter,
of square tubing to prevent as much as
driven also by a very compact permanent
a single bearing is enough to take up the
possible anything from being caught in the
magnet motor. The vessel has a dynamic
thrust force in all directions, contrary to the upper and lower bearing on conventional thrusters. In all, the inboard mounting
The Veth Integrated L-drive has a very low inboard height due to its permanent-magnet motor
height has been reduced to only 410 millimetres for a 500 kW thruster, and the water cooling system for the motor also leads to less need for ventilation and less noise. Having the motor inboard rather than in MARITIME HOLL AND | NO. 4 | 2018
the propeller hub allows the thruster to be better optimized hydrodynamically. There is only one angled gear in the thruster, reducing the gear losses. On Volt Processor, the thruster has a single propeller with a nozzle to improve the bollard pull, but the Integrated L-drive is also available with counter-rotating pro-
041
V O LT P R O C E S S O R
positioning system of class DP-1 from Norwegian supplier Kongsberg, allowing joystick maneuvering and station-keeping.
Ballast To bring the working deck as close to the waterline as possible, the vessel has a substantial amount of ballast water capacity. A ballast water treatment system is installed to prevent the transfer of invasive species, even though the sailing area will be fairly limited when used in delousing activities. As a late add-on, the owner specified an ozone generator which is fitted in the cargo hold. The ozone gas is injected into freshwater to disinfect the decks and all working equip-
The diesel-electric power plant is efficient both for propulsion and pumping loads
ment which may come into contact with the fish. To reduce the noise on the working deck, the engine room ventilation passes through a well-insulated void space before going upwards to the working deck.
Modular approach A number of container fittings on deck allow for the easy mounting of all deck equipment at the start of the aquaculture and delousing season. Another advantage of this modular approach is that the vessel can very easily be adapted to new technology for delousing when this becomes available. A lot of development is going on in this segment. The level of integration was deliberately kept low for this reason, with the vessel mainly supplying electric power, hydraulic oil, sea water, fuel oil and compressed air The bow thruster is also driven by a compact permanent-magnet motor
through penetrations on deck. There is a void between the tanks and the deck, allowing certain things to be welded onto the deck without damage to tank coatings. The deck gear includes four knuckle boom cranes, two on each side, which are used to handle the hoses and the nets of the fishfarms. Sometimes, the fish are deposited in a different pen, or alter-
MARITIME HOLL AND | NO. 4 | 2018
natively a pen is divided in two halves with an additional net. The warm water for the delousing basin is heated with a diesel-fired boiler on deck.
Well-being The accommodation has the same standard as applied on Damen’s Offshore Supply Vessels. This includes floors with imitaA rescue boat is stored behind the deckhouse
042
V O LT P R O C E S S O R
tion wood, floor heating and a complete
a concept to carry out the fish processing
preferred over tradition. The Volt Processor
stainless-steel galley. The mess room has
offshore rather than onshore, which is now
builds upon the experience of Damen with
been placed on the forecastle deck and has
the case. This would help Damen’s clients to
workboats whilst incorporating the latest
large windows offering panoramic views. All
reduce the cost of their operations.
thinking in aquaculture to help this business grow. In the fish farming business, ‘seeing
working areas are designed for low maintenance costs, including an abundant use of
Damen has built vessels for fish-related
is believing’, and therefore Damen expects
stainless steel on deck.
industries for many years, but there are dif-
Volt Processor to lead to repeat orders when
ferences between fishing and aquaculture.
she’s been in service for a while.
Portfolio
The developing nature of the aquaculture
Volt Processor is a one-off ship, but the
business means pragmatic solutions are
Bruno Bouckaert
platform is so versatile and offers so many possibilities on a small footprint that it could easily become the first of a series. Other operators are eagerly awaiting the feedback from this first ship. Damen is also looking into other segments of the booming aquaculture market, which has spread far from Norway with amongst others Scotland, Peru, Chili and South-East Asia as hotspots. The shipyard group’s portfolio now also includes live fish carriers, which can be conversion projects based on laid-up platform supply vessels. The company is working on
Builder Damen Shipyards, Gorinchem, the Netherlands
Principal particulars
Owner Volt Service A.S., Fosnavåg, Norway Length o.a. Beam mld. Design Draft Depth Deadweight Gross tonnage
43.30 m 12.20 m 2.7 m 3.5 m 460 t 499 GT
Generators 3 x Volvo D16 of 470 ekW each Harbour Generator 1 x Volvo D7 of 139 ekW Propulsion 2 x Veth 375 eKW thruster Max speed 8.6 kn Bollard Pull 15.1 t Capacity Crew Cabins Fuel tanks Fresh water tanks Sewage tanks Bilge water tanks Ballast water tanks Hold Containers
10 6 145 m3 35 m3 5 m3 3.0 m3 210 m3 46.8 m2 12 TEU
Subcontractors and suppliers of equipment fitted on board the Volt Processor, YN 573104 Atlas Copco Nederland, Zwijndrecht: air compressor; Axces, Poland: exhaust silencers; Chubb Fire & Security, Barendrecht: fire extinguishers; Damen Shipyards Galati, Romania: piping system; Damen Anchor & Chain Factory, Schiedam: anchors and anchor chain; Damen Green Solutions, Gorinchem: LoFlo ballast water treatment ; Damen Shipyards Group, Gorinchem: noise and vibrations consultancy; Danfoss, Denmark: Vacon propulsion frequency drives, Visedo electrical propulsion motors; De Wolf Maritime Safety, Yerseke: MOB boat; Den Breejen, Sliedracht: painting; Den Haan Rotterdam, Capelle aan den IJssel: navigation lights; Dijkhof, Borne: steps; DMT, Romania: anchorwinch and capstans; Doedijns, Waddinxveen: hydraulic power units; Econosto Nederland, Capelle aan den IJssel: valves, gauges; Eriks, Capelle aan den IJssel: fibreglass gratings; Esbi, Bleskensgraaf: lettering; Famos, Poland: furniture; GEA Westfalia Separators Nederland, Cuijk: fuel oil separator unit; Gebhard, Oosterhout: electrical installation; Heinen & Hopman, Bunschoten: HVAC system; Helder & May, Rotterdam: A-60 Nautec floors IMO; Herculan polyurethane floors IMO; HGK Pijpleidingen, Alblasserdam: piping system; HS Marine, Italy: deck cranes (knuckle and telescopic boom cranes); International Paint (Nederland), Rhoon: paint system; Isolatiebedrijf Merwede, Vuren: insulation; Kongsberg, Norway: DP-1 system; Lankhorst Ropes, Sneek: Tipto Twelve mooring purposes; Lloyd’s Register Nederland, Rotterdam: classification; Luitec, Alphen aan den Rijn: aircompressor and dryer; Nicoverken, Schiedam: Blucher scuppers and drains; Niron Staal, Amsterdam: hull construction; NRF, Mill: boxcoolers; P. Hoenderop, Ridderkerk: Norsap navigation chairs; Palfinger Nederland, Zoeterwoude: MOB davit; PECOFacet (Holland), Almere: bilgewater separator; Praxis Automation Technology, Leiderdorp: alarm and monitoring system; Pronomar, Hendrik-Ido-Ambacht: dry system; Reikon, Spijkenisse: Azcue pumps; Rubber Design, Heerjansdam: resilient mounting exhaust; Snijder Filtertechniek, Hasselt: treatment UV filter, fuel filter; Radio Holland, Rotterdam: Furuno communication and navigation equipment; Smitsair, Uithoorn: air gratings; Sterling SIHI (Netherlands), Beverwijk: pumps; Survitec Group, Germany: life rafts; Technisch Bureau Uittenboogaart, Ridderkerk: Technicomar ecomar sewage plant, Jets vacuum toilets, Jets ultima vacuum unit; Magator sliding shoe pump; Theunissen Technical Trading, Malden: Pesch/Seematz searchlight; Tyco Integrated Fire & Security, Capelle aan den IJssel: Inergen fire fighting system; Trinoxx, Hardinxveld-Giessendam: windows; Veth Propulsion, Papendrecht: Veth intergrated l-dives, Veth bow thruster; Volvo Penta, Beesd: generator sets; Winel, Assen: watertight and weathertight hatches and doors; Winteb, Winschoten: vent heads.
CONWENNA
MARITIME HOLL AND | NO. 4 | 2018
When heavy transport is to be shipped over water in Eastern Europe, Silverburn Shipping Group, operating under the name Morwenna, is one of the companies specialised in it. The company owns a fleet of barges, tugs, accommodation vessels and tankers, all geared for the specific environment ranging from the Caspian Sea all the way to Northern Europe and Russia. The working area is characterised by an
pusher tugs. Occasionally they charter other
extreme climate - ice in winter and sizzling
vessels.
heat in summer - shallow draught and limited waterways. There is no way to get there with
Design brief
a typical heavy lift vessel, due to both draught
Ship owner Morwenna came to Thecla
and airdraught constraints, so the company
Bodewes Shipyards with a concept design,
predominantly uses their own barges and
based on their experience and their require-
044
Versatile ice-class pusher/towing AHTS tug for Russian waters
with a towing wire. Conwenna and her sister
rudder flap, which in addition to creating
vessels Wenna and Trewenna excel at both.
lift, also keeps the largest blocks of ice out of the propellers when going astern.
Bollard pull With a specified set of main engines - two
The solution is clean and simple. As each
Cummins QSK-50’s of 1268 kW each - and a
nozzle can be steered individually, this
minimal required bollard pull of 35 tonnes,
provides great handling characteristics to
it was up to the shipyard to make it happen,
those who know how to wield the controls.
within the shallow draught of 2.30 metres
A conventional tunnel bow thruster of 200
light loaded. They succeeded: the vessel
kW helps manoeuvring at low speed. The
achieved a bollard pull of 39 tonnes. The
electrical system was installed by eL-Tec
solution was found in a very flat and shallow
(Hattem), and derives its power from two
aft ship - ensuring enough water can be
Cummins QSM-11 generator sets, rated at
drawn by the propellers - and fixed pitch
248 ekW each.
propellers with nozzles. SIP Marine supplied the propellers and nozzles and carried out
Project Engineer Arthur Willebrandts from
a CFD analysis of the hull to determine the
TB Shipyards: “These tugs have an asset
optimum propellers.
that distinguishes them from competitors
ments for their three new vessels. The four
in the same market. At the stern, there are
characteristics that best define these vessels
The propeller nozzles are not welded onto
two stern anchors, which are not required
are power, versatility, shallow draught and
the hull, but are rotatable to an angle of
by regulations, but they allow the ship and
operational readiness. The main task will
35 degrees either side. Inboard, there is
coupled barge to be easily anchored in a
be the transportation of barges with heavy
no difference with a regular steering gear,
river with current from the back, without
cargoes on the Russian rivers and surround-
driven by hydraulic cylinders. Welded onto
the need to uncouple or rotate.”
ing Seas, all the way from the Baltic and the
the rear side of each nozzle is a small fixed
Gap analysis
pian Sea in the South. The river Volga is the
The original concept was a non-SOLAS
longest river in Europe and connects eleven of Russia’s twenty largest cities. When transporting a barge on a river, it is done by pushing, and the barge is coupled to the tug. This is not possible on the sea, due to the strains on the connection in waves, and that’s when the tug is used to pull the cargo
SUITABLE FOR RIVER AND SEA 045
design which had to be upgraded to a SOLAS vessel for worldwide operations. The yard wished to build under Bureau Veritas class and Dutch flag, while the owner wanted Russian Register class and the flag of Kazachstan. A gap analysis was made to see where the rules differed and wherever there
MARITIME HOLL AND | NO. 4 | 2018
White (Barents) Sea in the North to the Cas-
CONWENNA
The challenge was to achieve a high bollard pull in shallow waters
was a discrepancy, the most stringent rule
each side. This is essentially a sea chest
transom. Two towing winches are mounted
was applied. Right after delivery of each of
with heating elements in it. The cooling of
in a cascade arrangement, ensuring that
the vessel, they are reclassed and reflagged
the main engines and generators is entirely
there’s always a spare cable and winch.
without a glitch. Something which had a
closed-loop with boxcoolers in the sides.
Each drum has the capacity for 750 metres
bigger impact on the design is the Ice Class
of wires and a holding power of 40 tonnes.
rating IC. Although a light rating, meaning
Supply
In the aft deck, retractable towing pins and
that the vessel can safely sail in a channel of
In addition to her pushing and pulling
a sharkjaw are mounted from C-Nautical.
broken ice of 0.6 metres thickness, it has an
qualities, Conwenna is also a full-fledged
They consist of a vertical part and an eccen-
impact on engine power, gearbox certifica-
anchor-handler and supply vessel. For her
tric top on each pin, which can be rotated to
tion and ice belt strengthening in the hull.
supply duties, she is equipped with a large
close the top.
aft deck with container fittings for nine 10The propeller shafts are lubricated with an
foot containers, a 3,150 kg SWL deck crane,
Wheelhouse
open-loop water system from Maprom. To
and ample capacity for fuel, fresh water and
A wheelhouse on a hydraulic pedestal is
ensure a constant supply of fresh water,
sewage. Anchor handling is done with the
nothing new, it’s something found on most
even in ice, the vessel has an ice tank on
towing winch and a wide stern roller at the
inland waterway barges in Europe. The challenge for TB Shipyards’ designers was to
The deck gear includes a Heila crane and two towing winches in a cascade arrangement
build one which would be solid enough to withstand the rolling and pitching motions at sea. It’s a bit of a theoretical discussion, as the vessel will normally be towing at sea, with the wheelhouse down, but nevertheless, they succeeded and Conwenna is one
MARITIME HOLL AND | NO. 4 | 2018
HARSH ENVIRONMENT
046
CONWENNA
All controls are within easy reach of the helmsman
The spacious engine room ensure reliability and serviceability
of the few vessels in the world that can sail
boiler. Conwenna has a total of 10 cabins
thy event than a slow and safe lift launch.
in waves with the wheelhouse raised. The
for its crew of 12, and has capacity for an
Each vessel was sailed to the TB Shipyards
solution was found in the use of two con-
additional 8 people.
location in Harlingen for the finishing touch
centric square tubes with enough overlap to transfer the forces in case of heel.
and the sea trial program. Before the Volga
Side launch
freezes over for the winter months, TB
The launch of Wenna (the first in this series)
Shipyards will have delivered the third and
The accommodation has a powerful HVAC
was the first side launch since the former
last vessel in this series. At the same time,
system, ensuring that climate conditions are
Peters Shipyard in Kampen was taken over
the yard is finishing a fishing vessel and is
workable inside even when it is 40 degrees
by Thecla Bodewes Shipyards in 2015. For
starting up a new passenger ferry project.
outside. For heating in winter, there is a
smaller vessels, the shipyard also has a lift,
central heating system with an oil-fired
but a side launch is a more spectator-wor-
Bruno Bouckaert
Builder Thecla Bodewes Shipyards, the Netherlands
Principal particulars
Owner Silverburn Shipping Group, London, United Kingdom Length o.a. Beam mld. Draft min Draft max Depth Deadweight Gross tonnage Generators Main engines Max speed Bollard pull
40.60 m 13.00 m 2.30 m 2.60 m 3.50 m 285 t 592 GT 2 x Cummins QSM-11 of 248 ekW each 2 x Cummins QSK-50 of 1268 kW each 14 kn 39 t
Capacity Crew Guests Cabins Cargo deck area Deck strength
12 8 10 140 m2 3 t/m2
Fuel tanks Fresh water tanks Sewage tanks Luboil tanks
200 m3 34 m3 40 m3 6 m3
Subcontractors and suppliers of equipment fitted on board the Conwenna, YN 28 Admiraal, Hasselt: accommodation carpentry and outfitting walls, ceilings and floors; ADS van Stigt, Gorinchem: gearbox and control system; Ankerbeer, Kolham: design and construction drawings; Axces, Tholen: exhaust silencers; Belkoned Marine Service, Best: maneuvering- and speed trials; Bendit, Groningen: general insulation; Borger Machinefabriek, Hoogezand: hatches; Breman Shipping Installation, Genemuiden: HVAC Installation; Bureau Veritas Marine NL, Rotterdam: classification; CIG Centraalstaal, Groningen, steel package; C-Nautical, Sappemeer: deck equipment; Chubb Fire & Security, Barendrecht: fixed fifi-system; Container Technics, Wijnegem, Belgium: cargo securing Manual; Coops & Nieborg, Hoogezand: moveable wheelhouse; Datema Nautical Safety, Delfzijl: compass; lifesaving equipment, firefighting equipment, personal protection, nautical inventory, medical chest, life rafts, boatswain inventory, compass adjustment; De Geus Import Export Consultancy, Deventer: manholes and handholes; Den Haan Rotterdam, Capelle aan den IJssel: navigation lights; eL-Tec Elektrotechnologie, Hattem: complete electric installation; ENWA InstallatieserviceNoord, Zuidhorn: RO watermaker; Eurofins Sanitas, Barendrecht: asbestos report; Expert, Wezep: galley and laundry equipment; GMS Instruments, Rotterdam: Riken Keiki H2S detection system; wet and bulb hygrometers, magnifying glass; H. K. van Wingerden, Gorinchem: WigoÂŽ windows and portholes; Hakvoort Professional, Rotterdam: galley and laundry equipment; Heila Cranes Nederland, Waalwijk: work deck crane; Helder & May, Rotterdam: A-60 Nautec sub floors IMO; Herculan synthetic floors IMO; HR-Piping, Suameer: engine room installation; Intersona, Epe: noise and vibration consultancy; Kuurman Groep Schilderwerken, Hoogezand: paint system and conservation; Maprom Engineering, Dordrecht: Maprom open water- lubricated propeller shaft installation inclusive stern tubes, seals, bearings, water quality package with MK separators; MME Group, Riddderkerk: sacrificial anodes; Palfinger Nederland, Zoeterwoude: rescue boat and foundation; Seaparts, Sappemeer: panama chocks, anchors and chains; SIP Marine, Drunen: nozzles and propellers; Teus Vlot Diesel & Marine, Sliedrecht: Cummins main engines, generator set; Theunissen Technical Trading, Malden: Pesch/Seematz searchlights, Vingtor/Zenitel intercom and public address system; Toekomst VOF J.J. Loose, Waspik: gangway; Transas, Rotterdam: nautical equipment charts; VDL Klima, Eindhoven: boxcoolers; Veth Propulsion, Papendrecht: Veth bow thruster installation; W.K.M. Cornelisse Trading, Gorinchem: supplied a full set of solar- powered portable navigation lights; Winel, Assen: watertight doors and closing appliances; WK Hydraulics, Barendrecht: steering gear installation.
SPECIAL PROPUL SION
What will be the marine fuel of the future? The International Maritime Organization (IMO) is standing its ground on the implementation of the 2020 Sulfur Cap having reaffirmed its position that there is no turning back with regard to the implementation date. MARITIME HOLL AND | NO. 4 | 2018
Nevertheless, ship owners and operators are faced with a
the current state of play in relation to the industry’s prepared-
number of worries when it comes to adhering to the new rules
ness for the new rules and the most economically viable option
and investing in compliant technology. In fact, many companies
when picking a compliant fuel.
are adopting the “wait and see“ approach. There are several ways to get ready for the 2020 Sulfur Cap. We spoke with Dr. Marc Perrin, Independent Consultant for
Among the options on the table are low sulfur heavy fuel oil
ENGIE Lab CRIGEN and Olivier Jouny, Managing Director, Total
(HFO), marine gas oil (MGO), Exhaust Gas Treatment (scrub-
Marine Fuels Global Solutions, during Asia Pacific Maritime on
bers) or other alternative fuels, such as LNG, hydrogen, etc.
048
of efforts still remain to be put in, mostly regarding investments in LNG bunkering facilities, however, LNG as a fuel is already available in most major ports and areas impacted by emissions regulations. In the most optimistic forecasts for the development of LNG as marine fuel, this specific market will represent only a few percent of the global LNG world market. So there is no global availability issue for LNG with large reserves being explored, contrarily to its competitor fuels such as LPG or methanol. And there is a good reason to think that the LNG price will probably remain low for the years to come,” he said. Perrin believes that an encouraging trend can be seen with regard to the uptake of LNG as marine fuel over the past few years. “In February 2018, 122 LNG-fuelled marine ships were being built or sailing and 143 vessels were on order. That represents a very rapid growth considering that four years ago, in 2014, there were 56 LNG vessels, that’s less than 50 percent of actual numbers,” he added. CMA CGM’s decision to order nine mega LNG-fueled containHowever, the capacity of refineries to produce a sufficient
erships sent a strong signal to the industry, Jouny said. “Major
amount of low sulfur fuel oil (LSFO) for ships in time has been
shipping companies, who previously did not show great interest
brought to question. On the other hand, opting for scrubbers
in LNG, are now starting to review their position and are asking
results in other issues such as space availability, vessel stability
us to help them reassess the case. With the recent LNG bunker
and higher operating costs, to name just a few.
supply contracts we signed with Brittany Ferries and CMA CGM, we proved that we were both strongly supporting the use of
“Right after the IMO announced that the deadline would be
LNG as a marine fuel and that we were able to provide dedicat-
2020 we decided to reorganize our bunkering business and po-
ed logistics and tailor-made solutions to our customers. We do
sition ourselves as a global solutions provider, and not just only
believe that the development of logistical solutions in different
a product supplier. In some parts of the world, the availability
ports to enlarge the network will help the development of LNG
of LSFO can indeed be questioned. However, as an integrated
bunkering,” Jouny further noted.
ly working with our refining and trading teams and we will be
LPG an alternative to LNG?
able to supply our customers with 0.5 percent sulfur fuel oil in
Several industry players have identified LPG as a much more
the main hubs,” Jouny said.
cost-effective alternative to LNG, which is easier to implement in practice. However, Perrin believes that LPG is not really an
To LNG or not to LNG?
alternative to LNG for many reasons. The primary argument for
According to Perrin, there is only one option that is already
this rests on the limited quantities of LPG and its dependence
available worldwide as a utility product and that is compliant
on other industries for production, as compared to LNG which
with actual and upcoming emissions limitations. “Indeed, lots
intrinsically has fuel applications.
049
MARITIME HOLL AND | NO. 4 | 2018
group with strong assets all along the oil chain, we are current-
SPECIAL PROPUL SION
“Secondly, LPG emits more CO2 and NOx than LNG. Thirdly, the
“Methanol has a lower energy content per unit volume than
logistic issue is not trivial and similar in complexity and cost to
conventional fuels and LNG and requires larger onboard
the LNG one. And today the main market for LPG is the use as
storage space,” Perrin said. Speaking on the potential dis-
a feedstock in the chemical industry. Last but not least, marine
advantages of methanol as marine fuel, Jouny said that its
gas engines are designed mainly for natural gas (CNG or LNG)
price is not competitive with that of conventional fuel or LNG.
that is easier to burn in engines than LPG. Therefore, for all of
“The production of biomethanol will play an important role in
these reasons, I don’t anticipate a fast development of LPG as a
developing methanol as a fuel since it will strongly reduce the
marine fuel as is the actual case for LNG,” he explained.
CO2 impact. However, for the moment, this is not competitive,” he explained.
Jouny further added that LPG is not such a cost-effective solution, with prices being more volatile than for LNG as they are
“The rise in Brent prices and the impact of the global gap on
impacted by both crude prices and a seasonality effect. More-
MGO prices could boost the sector from 2019. However, today,
over, the infrastructure is not adequately developed. What is
the potential customers of methanol as a marine fuel remain
more, investments to equip vessels with systems able to run
the shortsea vessels sailing in the ECA zone,” Jouny said.
on LPG are significant and safety issues are a real concern, he pointed out.
Where to invest? As ship owners are long-term investors, LNG is really the right
What about methanol?
investment to be made, according to Perrin. The availability of
Methanol has emerged as a potential alternative to LNG and
LNG and its environmental benefits have been identified as key
LPG, but it remains in the shadows of more competitive fuels.
benefits for owners. In addition, technological innovations and
Namely, methanol is mainly produced from biomass, which
progress are boosting the competitiveness of LNG as compared
means that it is produced in small quantities when compared to
to conventional fuels.
the global marine market needs. “This supports and boosts engineering companies, ship owners “From a safety standpoint, methanol is toxic and with vapors
and operators, bunkering operators, in mastering this new
denser than air, the risk of intoxication by inhalation or skin
fuel: innovative storage technologies, boil-off gas management
contact is high,” Perrin stressed. “In addition, methanol flame is
tools (LNG Master, Smart LNG Gauge), LNG quality for engine
not in the visible range.”
assessment (new PKI methodology for calculating Methane Number),” Perrin said. “So for these reasons, when it comes
From a technical standpoint, the engine still needs some
to investing for a couple of decades into a fleet, then definitely
modifications before being able to burn this fuel, especially in
LNG is the fuel of choice,” he pointed out.
respect to the risk of corrosion for the engine and the piping system and fuel tanks, Perrin continued.Hence, the conclu-
This article was previously published by World Maritime News
sion is that there is a lack of maturity in methanol engine
(www.worldmaritimenews.com).
technologies.
Jasmina Ovcina-Mandra, Erna Penjic, Naida Hakirevic
Storage tanks in the Port of Rotterdam where, among others, methanol is stored
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Volvo Penta has presented the IMO Tier III solution to reduce the NOx. Based on SCR exhaust aftertreatment technology, our robust solution is designed for tough marine conditions and available for gensets. All components are integrated in one unit: no complex installation to connect all the components. Our IMO Tier III solution is compact and can be installed in almost every angle for space efficient configuration possibilities. www.volvopenta.com.
SPECIAL PROPUL SION
Volvo Penta sets 2021 as deadline to introduce electric power With the aim of becoming a driving force in sustainable power solutions, Volvo Penta is going full charge into hybrid and all-electric drivelines, offering electrified solutions in both its marine and industrial segments by 2021. Volvo Penta has issued a clear statement of intent with the news that by 2021 it will provide electrified power solutions for both its land and sea-based business segments.
Volvo Penta’s chief technology officer, Johan Carlsson, and system engineer, Karin Åkman, discuss innovation for electromobility at the company’s new developmentand-test laboratory. Photo by Volvo Penta
SPECIAL PROPUL SION
Underpinned by the success of hybrid and all-electric technolo-
segments. “This is the start of a long-term transition,” he adds.
gy introduced by the Volvo Group, Volvo Penta’s electrified solu-
“Diesel and gasoline-powered primary drive systems will remain
tions will demonstrate the company’s long-term commitment
the most appropriate power source for many applications for
to offering customers the latest and most appropriate power
years to come.”
source for their user applications. “Volvo Penta is embracing the electric transformation and will be at the forefront in delivering
“Volvo Penta is already several years into its electrification
compelling business cases to customers using this new technol-
journey,” says Johan Inden, chief technology officer. “We have
ogy,” says Björn Ingemanson, president of Volvo Penta.
spent this time building competencies, experience and establishing the technologies required to deliver a sustainable power
“We will take a full systems supplier approach helping our cus-
solutions road map. The advanced engineering projects we are
tomers in the transition to the new technology. This will happen
currently running, and the performance data received gives us
application-by-application, on the basis that the business case
confidence that we are on the right technology path to offer
for switching to electric will differ across our many customer
customers a compelling business case for electrification.” As part of this increased commitment, Volvo Penta has restructured its organization to accelerate the switch towards electrified power and has committed to an ambitious ramping up of its electrification investment program. An electromobility development-and-test laboratory has also been established at its Swedish headquarters. As a Tier 1 partner to many leading equipment manufacturers in the marine and industrial segments, Volvo Penta is in a unique position to further develop the proven electric platforms from the Volvo Group. The company can deploy this technical knowledge with its deep application understanding to help manufacturers develop advanced, robust and successful products that use the most appropriate power technology platform for their intended use. While the power outputs and applications of the initial electric systems are being kept confidential for the time being, the company has announced that both hybrid and all-electric solutions will be offered at the outset. Volvo Penta is already field testing early prototypes and system validation is under way. The ability to offer customers an electrified option means Volvo Penta can deliver the most appropriate power source based on customer needs and application specifics. “We have a deep understanding of power systems in a wide variety of applications, which we will use to help customers meet the transformation towards sustainable power solutions in the months and years ahead,” concludes Inden. “These solutions will not just be more sustainable, they will also be high customers and the environment.”
‘VOLVO PENTA IS FIELD TESTING EARLY PROTOTYPES’
MARITIME HOLL AND | NO. 4 | 2018
performance - delivering a no compromise win-win offering for
News & Innovations
www.veth.net
Propulsion
Safe and reliable sailing with De Waal De Waal has been a specialist in propulsion and manoeuvring technology for many years. Its successful and innovative products, including the QF powerpack and the propeller shaft system with Stuwa seals and unique hydraulic propeller shaft nut, ensure that all its customers reach their destinations. De Waal is dedicated to safety and the ability to rely on your steering gear, whether on inland water or out at sea.
propeller shaft makes no contact with water. This prevents corrosion of
Veth Propulsion delivers six L-drives for two brand new tankers
the shaft. The system is supplied with seals and hydraulic propeller shaft
Veth Propulsion and Sjaak and Yannick Oudakker from inland shipping
nut. De Waal has its own closed sealing system with inner and outer seals.
company Oudcomb BV signed the contract for the delivery of six Veth L
They are cost-efficient and contribute to a sustainable environment as we
drives last week. These L-drives are intended for two tankers. The hull of
are able to guarantee that they remain free from leaks. All De Waal seals
the first ship, called Oranje Nassau V, is currently being built in China.
The company in Werkendam builds ship manoeuvring systems for everyone. Customers have faith in the Stuwa brand; it stands for reliability, good service and everything else that is expected from De Waal. In the case of the excellent propeller shaft system designed by De Waal, the
have been certified by Green Award. One of the special features of this ship is the addition of a large battery The frequency-regulated Stuwa QF steering gear developed by De Waal
which is charged by the engines in the ship. The battery acts as an
has many benefits. As the pumps will only run when a steering command
additional power source and can power the electric motors in the L-drives
is given, a lower gas oil consumption is achieved, amongst other things,
when required. This makes it possible to sail through harbours completely
increasing the service life of pumps, filters and electric motor.
emission-free. In this way, the ship meets the efficiency requirements from the Oudcomb BV and also meets the future emission requirements.
The frequency of electricity is regulated, meaning that the rpm of the motor that drives the hydraulic pump is regulated. By regulating the
The ship had to meet the requirement that transport is guaranteed at any
electricity, the proportional valve system is no longer needed. De Waal
time. Even when the water level has dropped. This prevents the customer
is the only steering gear supplier that has its own test stand. In this test
from switching to alternative transport options at low water levels. For
stand, all steering gear sets leaving the factory are tested extensively and
this reason, Veth Propulsion, together with father and son Oudakker,
fine-tuned in advance.
has intensively searched for a suitable solution, so that with a minimal draft of 1.45 metres it is still possible to sail with the maintenance of the advantages of the L-drives. The shape of the thruster with gondola and anti-vortex plate combines safe sailing at a small ballast draft, with a small mirror immersion and
MARITIME HOLL AND | NO. 4 | 2018
minimal fuel consumption in the loaded condition. The design of the thrusters with gondolas and anti-vortex plates was made by SasTech on behalf of Veth Propulsion. The whole has been validated by an extensive numerical towing test at Van Oossanen. The solution is a new revolutionary design of the underwater hull together with the application of three L-drives which are equipped with semi-integrated electric motors. The hull is expected to be delivered in China on 1 December 2018 and will www.dewaalbv.nl
arrive in the Netherlands in mid-February 2019 for completion.
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www.amw.nl
www.kolmer.nl
AMW: high efficient propulsion systems AMW , for long a reliable partner for propulsion installations, is focussing on high efficient propeller designs and deliveries. A high number of inland cargo vessels , tankers and passenger vessels are equipped with fixed pitch propellers, designed for high thrust and good comfort class. The long track record and experience of AMW guarantees the best tailor made solutions.
Flexible propulsion with V-Pod
AMW also designs and delivers high efficient nozzle propellers for fishing vessels, where the design criteria: high thrust at fishing speed are realized with focus on low fuel consumption.
It is easy in the maritime sector to agree that electric and AMW is involved in complete electric / FPP drive lines together with the
diesel-electric propulsion are the future. A good example of this
RENK gearboxes. These gearboxes are also used in the e- driven LNG
development is found in the V-Pod system of AAA Propulsion for
tankers and the latest generation of e- driven trailing suction hopper
which Kolmer supplies electric motors. This innovative system has
dredgers. With the aid of CFD computer simulation software AMW is
been applied to the vessels Merwedestroom for the Dutch Maritime
able to make the best propeller for each type of vessel. For each vessel a
Authorities and Solution for the DUC Marine Group, built by Bijlsma
unique customized solution will be created according customer demands.
Wartena and Dutch Underwater Contractors (DUC).
Diesel driven controllable pitch propellers are equipped with RENK gearboxes , where diverse hybrid solutions are possible.
Electric motors from Kolmer play an important role in V-Pods and function as powerful and dependable sources of propulsion. A V-Pod is a propulsion system in which the propeller can turn both clockwise and anti-clockwise, powered by a permanent magnet motor. The electrical power is supplied by means of a generator set, battery set or fuel cell. With the ability to turn 360 degrees, a V-Pod is placed underneath the vessel, eliminating the need for a rudder as well as saving space inside. The Solution reaches a speed of 12 knots thanks to the twin propeller propulsion by two 650 kW V-Pods, while the vessels of the Dutch Maritime Authorities will be equipped with batteries that supply the current for the V-Pods, thus enabling important energy saving.
www.elma.com
The all-in-one thruster and propulsion lever easily interchangeable switch modules can be built in. Users are able to
LE90 covers all these functions by means of a single control lever.
configure brakes and detents. Adjustment screws allow the adjustment of
The Lilaas LE90 is a compact space saving lever that is flush mounted and
friction, handle detent point and block movement aft. Finally the lever’s
no parts under the mounting plate. The
handle offers interchangeable custom logo
device is available as a single or double
space.
control lever. This control lever is one of several models Three interchangeable LED Illuminated
developed and manufactured by Lilaas AS. It
scales are standard in the box (5v or
has been tested according to our final test and
24v). Optionally three pre-adjusted and
final control procedures.
01 59 5
MARITIME HOLL AND | NO. 4 | 2018
No need for dedicated thruster, propulsion, FWD or AFT levers. The Lilaas
ELECTRIC PROPULSION. THE POWER OF KOLMER
E M P O W E R YO U R P E R F O R M A N C E Industrieweg 16, NL-3881 LB Putten - www.kolmer.nl
LEADING EXPERT IN FUEL AND ENVIROMENTAL MANAGEMENT MARITIME HOLL AND | NO. 4 | 2018
L EQUIPMENT
MEASURE, REGULATE AND CONTRO
GMS-INSTRUMENTS.COM
Advertentie.indd 1
20-06-18 15:09
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www.hullvane.com
www.manrollo.com
MAN Rollo: clean, economical propulsion Increasingly stringent emission standards must be met in the near future. An overview of the upcoming changes: 1 January 2019 all engines up to and including 300 kW must meet the Stage V emission standards. 1 January 2020 all engine engines above 300 kW must meet the Stage V emission standards. In 2025 an area ban is expected to be implemented
Hull Vane retrofit on OPV Thémis
for inland ships that do not meet the CCR II emission standard. Inland vessel owners are becoming increasingly aware that engines need to be cleaner. The best solution to reduce emissions from inland shipping
Shipyard Constructions Méchaniques de Normandy (CMN) of
is to replace engines that still do not meet the current CCR II emission
Cherbourg, France, recently conducted sea trials on the OPV Thémis
standard. Especially for the inland shipping sector, MAN Rollo offers
from the French Coastguard (Affaires Maritimes). The 52 metres patrol
engines ranging from 367 hp to 1,000 hp @ 1,800 rpm, that easily meet
vessel received a hydrodynamic upgrade at the shipyard by retrofitting
the CCR II standard. Another solution is our range of MAN engines with an
the patented Hull Vane, an underwater wing which reduces the ship’s
after-treatment installation (Selective Catalytic Reduction System - SCR).
resistance. The result is a lower fuel consumption (10 to 20 per cent
It is the perfect answer to the demand for clean and cost efficient sailing.
depending of the speed) and emissions, a longer range and improved
The engines with an SCR system are certified IMO- Tier III and meet the
seakeeping. Thémis is the first Offshore Patrol Vessel (OPV) to be
new requirements for sea going vessels.
equipped with a Hull Vane. The OPV is a ship type which Hull Vane BV expects to become one of their major markets. About a dozen studies and model tests have indicated similar savings on patrol vessels ranging from 25 metres to 108 metres. The Hull Vane was built of steel in the Netherlands and was transported to Cherbourg by truck. CMN was in charge of the installation and the structural integration, including a lengthening of the divers’ platform. CMN is the first naval shipbuilder to propose Hull Vane as a mid-life performance upgrade to their existing customers, which was highly appreciated by their client. The retrofit is a concrete action of the Affaires Maritimes to reduce the CO2 emissions of their fleet. By choosing for Hull Vane, they achieve this goal while reducing operating costs and improving working conditions onboard.
www.radioholland.com
Radio Holland and Radio Zeeland introduce Falcon II Line The Falcon Line is equipped to communicate with the various subsystems
inland shipping. The underlying technology and connections of the Falcon
and with other Falcon units on board through Ethernet. By bringing
II Line are the same as the existing Titan Line of
the technology of the Falcon and Titan Lines
Radio Zeeland. For the new Falcon II Line, glass
together, it is possible to use both systems within
technology is used and a number of technological
one network. The new Falcon Line has the same
innovations are introduced. The Falcon II is
dimensions and connections as the Titan line and
available in black or white and has a modern,
is also compatible with the Sigma Line. This means
sharp look & feel. Capacitive touch technology has
that no mechanical adjustments are required on
been chosen for the control functions, and all the
board when replacing older equipment, and any
necessary settings are executed with robust and
replacement cabling needed will be reduced to a
easy-to-adjust potentiometers.
minimum.
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MARITIME HOLL AND | NO. 4 | 2018
The Falcon II line is a new and innovative navigational product line for
N E W S & I N N O VAT I O N S
www.nedpower.nl
www.thrustmaster.net
GE completes market launch of the 250MDC GE completed the market launch of the 250MDC series engine with
Thrustmaster of Texas developing new ways
breakthrough EGR technology, designed to reduce key emissions by more than 70 per cent. The engine meets the EPA’s stringent Tier 4 and IMO’s Tier III emission standards without the use of selective catalytic reduction (SCR) equipment and urea based after-treatment, while maintaining world class fuel efficiency and service intervals. Instead of reducing the NOx content in the exhaust flow by a SCR after treatment system using urea as a reductant, GE’s advanced
The propulsion systems company Thrustmaster of Texas has developed a
emissions reduction technology limits the formation of NOx during
new waterjet, especially aimed at vessels that require high thrust at low
the combustion in engine. To achieve this, GE applied exhaust gas
vessel speed, like for maneuvering or dynamic positioning. Contrary to
recirculation, high pressure common rail fuel injection, increased peak
conventional waterjets, this new type does not suffer from thrust break
cylinder pressure (enabled by a dual stage turbo) and an advanced
down due to cavitation at low ship speeds, opening a new range of possible
miller cycle. The series includes 16- and 12-cylinder V-models and a 6
applications. This Thrustmaster Hi500 waterjet is initially available for
and 8-cylinder inline models to cater the power range from 1700 kW to
engines of 350 to 600 kW.
4700 kW. Further development has been seen with Thrustmaster’s improved
MARITIME HOLL AND | NO. 4 | 2018
With marine orders received to date from fifteen customers worldwide
integrated deck mounted outboard propulsion unit, 120 kW. Thrustmaster’s
for a total of 75 engines, GE has demonstrated that this innovative
outboard propulsion units are full skid, integrated, self-contained,
engine addresses the industry’s need for a compact, cost effective
hydraulic outboard propulsion units that can quickly be installed on the
solution to meet increasingly stringent emission requirements. The first
deck or transom of any vessel to provide maneuverability and propulsion.
ship with this engine technology was commissioned in early 2016. In
Azimuthing through 360°, the outboard drives are extremely responsive
their combined markets GE has delivered more than 1,000 engines with
and ideal for tight quarter maneuvering and positioning applications. The
this advanced emissions reduction technology and accumulated over 2
transmission of each thruster is a hydrostatic drive - a smoother, more
million operating hours.
reliable alternative to mechanical transmissions. Gears, drive shafts, bearings, clutches are replaced with simple hydraulic hoses and fluid. The
In the Netherlands NedPower BV is the distributor for GE’s marine
hydraulic drive provides infinite propeller speed control while protecting
diesel engines. At this moment they offer customer specific technical
the engine from overloading. The engine runs at constant speed, with full
sessions to explain the working method of this technology in depth.
engine torque being available at any propeller speed.
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www.wartsila.com
www.voith.com
Wärtsilä LNGPac passes 100th order milestone The technology group Wärtsilä’s Fuel Gas Supply Systems have passed a significant milestone with the 100th order being booked. Two new shuttle tankers being built for Singapore based AET Tankers will feature
Voith Schneider propellers
Wärtsilä 34DF dual-fuel auxiliary engines running primarily on LNG fuel, and fitted with LNGPac units. This contract brought the total number of
make new ferry environmentally friendly
orders received for this innovative system to 100. First introduced in 2009, the Wärtsilä LNGPac has played an important role in establishing the viability of LNG as a marine fuel. The system comprises a bunkering station, the LNG fuel tank and related process
For the third time, Voith Schneider propellers (VSPs) will be fitted to a
equipment, as well as the control and monitoring system. The LNGPac
double-ended ferry operated by Wyker Dampfschiffs-Reederei (W.D.R).
fuel system can be offered as a standalone product, or as part of a
The proven propulsion and steering concept will allow the new ferry
complete propulsion system.
Norderaue to navigate the Wadden Sea on its regular route in a reliable, efficient and eco-friendly manner.
“A major reason for the global acceptance of LNG fuel for shipping is that Wärtsilä realised at an early stage that more than just a dual-fuel
Following the official christening ceremony of the Norderaue on 6
engine and a stand-alone LNG system was needed. LNG fuelled ships
June 2018, W.D.R has launched its third double-ended ferry. With an
require a complete fuel handling system, and the innovative LNGPac
input power of 470 kilowatts in each propeller, the Norderaue can
system very successfully meets this requirement,” says Mathias Jansson,
travel at a maximum speed of 12 knots, a speed that is rarely needed
General Manager, Fuel Gas Supply Systems, Wärtsilä Marine Solutions.
for scheduled services. These power reserves enable the operator to optimize fuel consumption and minimize emissions. They also allow to
The first LNGPac installation was for the chemical tanker Bit Viking
compensate delays and unfavorable weather conditions. When faced
owned by Swedish operator Tarbit. This vessel was converted for LNG
with delays and unfavorable weather conditions, these same power
fuel operation in 2011, and its success paved the way for the rapid
reserves assist in recuperating time.
acceptance of the Wärtsilä solution. Today the LNGPac is installed on With a length of 75 metres and a maximum width of 16.40 metres
tugs, dredgers and offshore vessels. Wärtsilä can deliver LNG systems
the Norderaue is a large ship and needs the appropriate propulsive
for propulsion and power generation for any applicable type of ship or
power. Due to the shallow waterway however ships using the Wadden
engine.
Sea require a low draft. The new W.D.R vessel has a draft of just 1,908 metres. In order to deliver a high amount of power into the water,
Since the original introduction of the LNGPac, Wärtsilä has continued
a total of four VSPs are installed. Two of the proven drive systems,
to develop the system. The company has, for example, pioneered
type 16R5 EC/100-1, are integrated on each end of the vessel built at
the utilisation of the cold energy stored in LNG by using it to cool the
the Neptun shipyard in Rostock. These systems increase the vessel´s
onboard HVAC and galley system. Another pioneering achievement has
reliability, which is already particularly high due to the ruggedness
been the development of a compact LNGPac with an integrated gas
of the VSPs. This design concept enables the Norderaue to operate
valve unit (GVU) and airlock.
efficiently in the shallows of the Wadden Sea.
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some 12 or more different types of vessel, including passenger ferries,
N E W S & I N N O VAT I O N S
www.schottel.com
www.reintjes-gears.de
Recent Reintjes trends The recent launched Reintjes Hybrid Step-Up gearbox (RSGL) for retrofit features a front-engine mounted gearbox combined with a permanent magnetic electric generator up to 300 kWe. With its high torque, this electric motor/generator can also be used as a starter to substitute the air-starting system. Furthermore Reintjes recently developed a gearbox control valve
ProAnode: corrosion protection and optimised thruster performance
option which offers a significantly faster response and seamless gear shifting times. The so called Reintjes Fast Clutch (FC) enables shifting from ahead to astern in approx. 1 second and is 100 per cent retrofit-able for existing gears. Reintjes will offer this solution by now for its small gears in its WAF/LAF, WVS/WLS and ZWVS ranges. “Low operating noise due to optimal tooth flank corrections,” that’s amongst others the strongest feature of the newly developed Down Angle gearbox series. Further benefits of this Reintjes technology are the efficient performance due to a weight-optimised design and the smaller engine room, which is the result of a reduced height of the power train. This is made possible by the inclination angle of 8 or 10 degrees between the engine/input shaft and propeller/output shaft
Schottel launched its Rudderpropellers with the newly developed and
inside the gearbox, allowing for a horizontal installation of the main
patented ProAnode. ProAnode’s new form and position sets higher
engine.
standards in corrosion protection, thereby extending the lifecycle of the thruster. Furthermore, moving the position of the anode from the outside surface into the cross-section of the nozzle tail leads to subsequent operational benefits, such as reduced flow interference, resulting in fuel savings. Schottel’s core idea was to remove the anodes from the outside surface of the nozzle, where they are prone to being knocked off by flotsam, such as wood or ice, or even by slight ground contact. Loss of the anodes is usually only discovered during maintenance downtime, by which time corrosion might already have become a problem. Plus, depending on the nozzle’s diameter and the anode’s material, anodes for up to five years cathodic protection against corrosion can be MARITIME HOLL AND | NO. 4 | 2018
integrated into the nozzle. This enables a reduction of additional anodes for the hull or other thruster parts. The new position in the tail of the nozzle not only shields the anodes, but also offers additional operational potential as it contributes to the optimal hydrodynamic flow of the nozzle. As its smooth overall surface reduces flow interference, it meets the customer’s need for highly efficient propulsion systems. It results in lower fuel consumption and pays off in terms of reduced operating costs.
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www.gms-instruments.com
www.dieselturbo-benelux.man.eu
GMS Instruments for fuel management solutions Fuel management is one of the hottest topics in the industry, and it will stay like that for a while. GMS Instruments has observed no difference in this trend. Reason for this trend is fuel management request as registration of fuel consumption is required for environmental and efficiency purposes. As leading expert in environmental and engine control in the Netherlands and Belgium, GMS Instruments advises and provides numerous of industries from fuel management solutions. Industries are variating from maritime and offshore up to automotive companies.
MAN Diesel & Turbo - HyProp ECO System
The newest innovation in fuel savings and management is the Aqua Metro CONTOIL® VZF II flow meter with an integrated temperature sensor. This temperature sensor provides temperature compensated flowrate and calculated mass flow. For smaller vessels, generators, burners, machinery or vehicles, GMS Instruments provides its customers with the smaller Aqua Metro CONTOIL® DN. This fuel consumption measurement instrument is
The HyProp ECO is a system solution that combines a diesel engine
a state of the art instruments which provides an easy and accurate
with a frequency-converter-driven shaft-alternator/motor and features
reading of engine fuel consumption and makes no extra maintenance
multiple operational modes. The system combines the advantages of a
necessary.
bi-directional operating frequency converter for the shaft machine with a high-efficiency CP propeller plant. HyProp ECO is also open for shore
Let nearly 50 years of experience by GMS Instruments in measure,
connection and the integration of energy storage devices / batteries.
regulate and control equipment help your company save distinguished savings on both fuel and money by creating a custom-made fuel
HyProp ECO’s major advantage is that it enables the use of frequency
management solution.
converters of just 30 per cent of the installed alternator/motor power up to full PTO power, according the ship’s individual demand. This solution enables the propeller, as well as the main engine, to run on variable speed (Combinator Curve) at slow ship speeds and still use the PTO as the most economic source of electric-power generation on board. As a bypass around the converter unit is installed, the system suffers no electrical losses when the converter is not in operation. Another advantage is that the total installed GenSet power can be kept low as the HyProp converter allows a smooth start of the shaft machine in PTH-mode without a big voltage drop at the main switchboard.
to a conventional-frequency converter solution. Lower propeller and engine speed saves fuel: operating the propeller as well as the diesel engine with reduced speed saves fuel oil. The typical PD-n diagram and engine operation map here illustrate that reduced speed saves a significant amount of propulsion power as well as fuel oil and emissions when the ship is sailing at slower speeds.
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The result is a flexible and powerful system with low first-costs, compared
N E W S & I N N O VAT I O N S
www.zf.com/marine
www.bolier.nl
ZF Marine Propulsion in zero-emission battery ferry ZF Marine, global supplier for Marine Propulsion Systems, has signed
Bolier signs maintenance agreement with Van Oord
a contract with Shipyard Oma Baatbyggeri in Norway, to supply electrical driven Azimuth Thrusters with Contra Rotated Propellers for a 42 metres aluminum catamaran ferry. The vessel will be built on a hybrid-battery-concept by Boreal Norge AS. The tailor-made concept meets new environmental regulations like reduced CO2 emissions in
Van Oord and Bolier have signed their first extensive Power by the
combination with increased energy efficiency.
Hour service contract for all MaK medium-speed-diesel engines aboard the Subsea Rock Installation vessel Bravenes. By signing
The highlight of this project is the impact on the environment, with
the new contract, Bolier and Van Oord take their close and long-
the use of the eco-friendly propulsion concept of the ferry. The
lasting collaboration to the next level.The agreement will allow both
catamaran is equipped with re-chargeable battery packs which will
companies to focus on their core business. It will enable them to
be operated with power from shore. The emergency backup system
schedule on-site maintenance more effectively to support operational
consists of diesel generators (plug-in hybrid electrical).
excellence and minimize unplanned vessel downtime. In addition, Van Oord will benefit from the latest MaK technological developments, including performance improvement updates.
ZF Marine develops technology which contributes to the ZF Group vision ‘ Zero-Emissions’. The ZF Contra Rotation Azimuth Thruster is able to achieve higher efficiency, reducing emissions and noise level which
Jaap de Jong, Staff Director Ship Management Department at
secures the pleasure of sailing. ZF Marine is proud to support this new
Van Oord: “The service contract will provide us with better asset
electrical propulsion concept of the ferry with a CRP Thruster System
predictability. At the same time it ensures us that we can focus on
which leads to save the environment and adding to passenger comfort.
our core business. By striving for optimised engine performance and a minimization of fuel consumption and emissions, this CSA supports both parties to act in a socially responsible manner.” Gertjan Boer, Managing Director at Bolier: “The Power by the Hour contract allows us to closer collaborate with our customers. This type of agreement results in unburdening customers, increasing reliability of their MaK assets and optimization of operational costs.”Ship owners are increasingly asking for global customized service and maintenance agreements. As part of the strategy, Bolier will closely collaborate with ship owners to further develop these tailor made agreements.
www.ionada.com
New solution for lowering emissions tested in Rotterdam MARITIME HOLL AND | NO. 4 | 2018
Marine scrubber-technology leader Ionada BV signed, during the PortXL event
sulfur emission regulations. Ionada offers ship owners an EGD (Exhaust Guest
‘Shakedown’, a pilot-agreement with Van Oord for the testing of Ionada’s
Cleaning) service, where shipowners only pay for the cleaned fuel. The pilot
Semi-Dry-Scrubbing-technology aboard the Van Oord vessel Lelystad, a hopper
with Van Oord is planned for the fourth quarter of 2018.
dredger. Their scrubber technology saves on fuel costs while at the same time complying with the IMO 2020 0.5 per cent sulfur emission regulations. Van
Van Oord and Port of Rotterdam Authority, among others, belong to the group
Oord, also active in dredging and the construction of wind farms at sea, sees
of corporates that entered in a cooperation with PortXL start-ups/ scale-ups for
benefits in this solution. Ionada is one of the fourteen start-ups/scale-ups that
the development of innovation projects in the port. In total, eleven start-ups
signed contracts/pilot-agreements at Shakedown yesterday with well-known
and three scale-ups participated in the third edition of the PortXL accelerator
corporates.
program in Rotterdam. Yesterday they presented their results of the past three months during Shakedown in the RDM submarine hangar. 10 of the fourteen
With the introduction of Ionada’s Semi Dry Scrubbers, ship owners can benefit
start-ups / scale-ups saw their performance rewarded with one or more
from 50% savings on fuel costs while meeting the IMO 2020 0.5 per cent
contracts. In total, 15 contracts were signed.
062
Events August 2018
November 2018
May 2019
Marintec South America
OSEA 2018
Maritime Industry 2019
14 - 16 August 2018 Rio de Janeiro, Brazil www.marintecsa.com.br
27 - 29 November 2018 Singapore www.osea-asia.com
07 - 09 May 2019 Gorinchem, the Netherlands www.evenementenhal.nl
September 2018
December 2018
JuJune 2019
SMM 2018
INMEX China
Nor-Shipping
04 - 07 September 2018 Hamburg, Germany www.smm-hamburg.com
05 - 07 December 2018 Guangzhou, China
04 - 07 June 2019 Lillestrom, Norway www.nor-shipping.com
HISWA in-water Boat Show 2018
17 - 19 December 2018 Kish Island, Iran www.iranimex.com
05 - 09 September 2019 Lelystad, the Netherlands www.hiswatewater.nl
Shipping Technics Logistics 25 - 26 September 2018 Kalkar, Germany www.shipping-technics-logistics.de
WindEnergy Hamburg 2018 25 - 28 September 2018 Hamburg, Germany www.windenergyhamburg.com
IRANIMEX 2018
February 2019 World Maritime Week 12 - 14 February 2019 Bilbao, Spain wmw.bilbaoexhibitioncentre.com
March 2019
MARACAD 2018 02 - 03 October 2018 Dubai, United Arab Emirates www.maracad-uae.com
Navegistic 03 - 05 October 2018 Asuncion, Paraguay www.navegistic.com
25 - 28 June 2019 Macae, Brasil www.brasiloffshore.com
August 2019 Aqua Nor 20 - 23 August 2019 Trondheim, Norway www.aqua-nor.no
October 2019
HISWA 2019 October 2018
Brasil Offshore
06 - 10 March Amsterdam, the Netherlands www.hiswarai.nl
INMEX Vietnam 2019 27 - 29 March Ho Chi Minh City, Vietnam www.maritimeshows.com/vietnam
April 2019
Offshore WIND Conference
Sea Asia 2019
22 - 23 October 2018 Amsterdam, the Netherlands www.offshore-energy.biz
09 - 11 April Singapore www.sea-asia.com
Kormarine Expo 22 - 25 October 2019 Busan, Korea www.kormarine.net
November 2019 Europort 2019 05 - 08 November 2019 Rotterdam, the Netherlands www.europort.nl
Offshore Energy Exhibition & Conference 23 - 24 October 2018 Amsterdam, the Netherlands www.offshore-energy.biz
Shiptec China
MARITIME HOLL AND | NO. 4 | 2018
24 - 26 October 2018 Dalian, China www.shiptec.com.cn
A MUST FOR EVERYONE WHO WANT TO DO BUSINESS WITH THE DUTCH
Sea Trade Middle East 29 - 31 October 2018 Dubai, UAE www.seatrademaritimeevents.com
businessguide.maritimeholland.com
Naamloos-5.indd 1
Maritime Holland will be distributed during these events
06-12-17 13:31
063
Business directory Consultancy
Marstrat BV
Vasteland 78 3011 BN Rotterdam The Netherlands T: +31 (0)10 31 03 080 E: info@marstrat.nl I: www.marstrat.nl
Heinen & Hopman Engineering BV
Reikon
Radio Holland
KTR Benelux BV
BV Technisch Bureau Uittenbogaart
RH Marine Netherlands
Theunissen Technical Trading BV
ANS Maritime BV
Westmark BV
Wärtsilä SAM Electronics Nederland BV
P.O. Box 9 3750 GA Bunschoten-Spakenburg The Netherlands T: +31 (0)33 29 92 500 E: info@heinenhopman.com I: www.heinenhopman.com
Newtonweg 9 3208 KD Spijkenisse The Netherlands T: +31 (0)181 614 466 E: info@reikon.nl I: www.reikon.nl
Droogdokweg 71 3089 JN Rotterdam The Netherlands T: +31 (0)10 43 83 344 E: info@radioholland.com I: www.radioholland.com
Equipment A company of the
Allard-Europe
Veedijk 51, Industriezone 4 2300 Turnhout Belgium T: +32 (0)14 42 11 11 E: info@allard-europe.com I: www.allard-europe.com
De Boer Staal BV
Molenstraat 28 1911 DA Uitgeest The Netherlands T: +31 (0)251 362 200 E: info@deboerstaal.nl I: www.deboerstaal.nl
Dana Brevini Benelux
Rontgenweg 24 2408 AB Alphen aan den Rijn The Netherlands T: +31 (0)172 428 080 E: benelux@dana.com I: www.brevini.nl
Oosterveldsingel 3 7558 PJ Hengelo The Netherlands T: +31 (0)74 25 53 685 E: r.peper@ktr.com I: www.ktr.com
Nikkelstraat 7 2984 AM Ridderkerk The Netherlands T: +31 (0)88 36 80 000 E: info@tbu.nl I: www.tbu.nl
Lemans Nederland
Canadaweg 8 4661 PZ Halsteren The Netherlands T: +31 (0)164 680 097 E: info@lemans-nederland.eu I: www.lemans-nederland.nl
Rijksweg 191 6581 EK Malden The Netherlands T: +31 (0)24 35 84 455 E: info@tttbv.nl I: www.tttbv.nl
Parker Hannifin BV Edisonstraat 1 7575 AT Oldenzaal The Netherlands T: +31 (0)541 585 000 E: parker.nl@parker.com I: www.parker.com
P.O. Box 205 3830 AE Leusden The Netherlands T: +31 (0)33 46 14 844 E: info@westmarkbv.com I: www.westmarkbv.com
MARITIME HOLL AND | NO. 4 | 2018
Electronics
DBR Generatorsets P.O. Box 1039 3360 BA Sliedrecht The Netherlands T: +31 (0)184 613 200 E: info@dbr-bv.nl I: www.dbr-bv.nl
QUA-VAC BV
Alphatron Marine
Televisieweg 157 1322 BH Almere The Netherlands T: +31 (0)36 54 61 999 E: info@quavac.com I: www.quavac.com
Schaardijk 23 3063 NH Rotterdam The Netherlands T: +31 (0)10 45 34 000 E: info@alphatronmarine.com I: www.alphatronmarine.com
064
Jan Evertsenweg 2 3115 JA Schiedam The Netherlands T: +31 (0)10 48 71 911 E: info@rhmarine.com I: www.rhmarine.com
Onderduikersstraat 1 9727 CD Groningen The Netherlands T: +31 (0)50 52 80 000 E: info@seacrew.com I: www.seacrew.com
P.O. Box 5115 3008 AC Rotterdam The Netherlands T: +31 (0)10 47 95 444 E: info@sam-electronics.nl I: www.sam-electronics.nl
Engineering
RR Holland BV
Energieweg 34 4906 CG Oosterhout The Netherlands T: +31 (0)162 456 397 E: info@rrholland.nl I: www.rrholland.nl
Saltwater Engineering
DEKC Maritime
Thrustmaster Europe BV
Holland Shipyards BV
De Waal
Koedood
Veth Propulsion BV
Royal IHC
Kolmer Elektromotoren
Volvo Penta
Kooiman Marine Group
NedPower
ZF Marine Krimpen
Neptune Shipyards BV
Buitendijks 33 3356 LX Papendrecht The Netherlands T: +31 (0)78 67 44 811 E: info@saltwater.nl I: www.saltwater.nl
Biesboschhaven Noord 4 4251 NL Werkendam The Netherlands T: +31 (0)183 501 811 E: info@dewaalbv.nl I: www.dewaalbv.nl
Osloweg 110 9723 BX Groningen The Netherlands T: +31 (0)50 57 53 950 E: info@dekc.nl I: www.dekc-maritime.com
Frankepad 1 3341 LV Hendrik-Ido-Ambacht The Netherlands T: +31 (0)78 68 13 127 E: info@koedood.nl I: www.koedood.nl
Lichtenauerlaan 102 3062 ME Rotterdam The Netherlands T: +31 (0)10 20 45 924 E: hans@thrustmastertexas.com I: www.thrustmaster.net
P.O. Box 53 3350 AB Papendrecht The Netherlands T: +31 (0)78 61 52 266 E: info@veth.net I: www.veth.net
Rivierdijk 436 3372 BW Hardinxveld-Giessendam The Netherlands T: +31 (0)184 630 516 E: info@holland-shipyards.nl I: www.holland-shipyards.nl
Smitweg 6 2961 AW Kinderdijk The Netherlands T: +31 (0)88 01 52 535 E: info@royalihc.com I: www.royalihc.com
Projects
Deal Drecht Cities
Noordeinde 109b 3341 LW Hendrik-Ido-Ambacht The Netherlands T: +31 (0)78 30 32 032 E: info@dealdrechtcities.nl I: www.dealdrechtcities.nl
Industrieweg 16 3881 LB Putten The Netherlands T: +31 (0)341 369 696 E: info@kolmer.nl I: www.kolmer.nl
Stationsweg 2 4153 RD Beesd The Netherlands T: +31 (0)345 688 700 E: info.vpbnl@volvo.com I: www.volvopenta.nl
Lindtsedijk 84 3336 LE Zwijndrecht The Netherlands T: +31 (0)78 61 00 477 E: werf@scheepswerfkooiman.nl I: www.kooimanmarinegroup.nl
Logistics
Royal Van der Wees Transporten ‘s-Gravendeelsedijk 100 3316 AZ Dordrecht The Netherlands T: +31 (0)78 64 82 665 E: info@vanderwees.nl I: www.vanderwees.nl
Newton 15 3208 KD Spijkenisse The Netherlands T: +31 (0)181 655 527 E: info@nedpower.nl I: www.nedpower.nl
Machinefabriek Bolier Grevelingenweg 21 Habour No. D563 3313 LB Dordrecht The Netherlands T: +31 (0)78 61 64 111 E: engines@bolier.nl I: www.bolier.nl
Veerdam 1 5308 JH Aalst The Netherlands T: +31 (0)418 673 103 E: asatter@neptunemarine.nl I: www.neptuneshipyards.com
Shipbuilding
Pon Power BV
P.O. Box 61 3350 AB Papendrecht The Netherlands T: +31 (0)78 64 20 420 E: power.nl@pon-cat.com I: www.pon-cat.com/marinepower
Damen Shipyards Gorinchem
Industrieterrein Avelingen West 20 4202 MS Gorinchem The Netherlands T: +31 (0)183 639 911 E: info@damen.nl I: www.damen.nl
065
Shipyard De Hoop
Bijlandseweg 17-19 6916 BH Lobith-Tolkamer The Netherlands T: +31 (0)316 541 641 E: lobith@dehoop.net I: www.dehoop.net
MARITIME HOLL AND | NO. 3 | 2018
Propulsion
Zaag 27 2931 LD Krimpen aan de Lek The Netherlands T: +31 (0)180 331 000 E: info.thruster@zf.com I: www.zf.com/marine
Deliveries Alemar Date: Type: Owner: Shipyard: Length: Breadth: Main engine:
4 april 2018 Sunrise barger M. Oosterwaal GS Yard 85 metres 9.6 metres Volvo D13
Minor 2 Date: Type: Owner: Shipyard: Length: Breadth: Main engine:
24 April 2018 Barger Smok Tankschifffahrt GS Yard 84.70 metres 9.50 metres Mitsubishi S12R
White Date: Type: Shipyard: Length: Engine: Speed: Interior design: Exterior lines:
4 May 2018 5000 Aluminium class Heesen Yachts 50 metres MTU 2,880kW (2x) 23 knottes Cristiano Gatto Omega Architects
UK-46 MARITIME HOLL AND | NO. 4 | 2018
Date: Type: Owner: Shipyard: Nozzle: Length: Breadth: Main engine:
066
7 May 2018 Beam trawler Hakvoort Brothers Damen Maaskant Shipyards Damen Optima L/D 0.4 41 metres 9 metres ABC 12 DZC
DELIVERIES
Emma Date: Type: Owner: Shipyard: Casco: Deadweight: Length: Breadth: Main engine: Propulsion:
12 May 2018 Jan Luyt Kotter Visserijbedrijf Kranendonk BV Machinefabriek Luyt Gebr. Buijs Scheepsbouw 135 tonnes 23.9 metres 6.4 metres Caterpillar C12 Promarine propeller 1,4 M Rein-Willem
Date: Type: Owner: Shipyard: Casco: Deadweight: Length: Breadth: Main engine: Propulsion:
12 May 2018 Jan Luyt Kotter R.W. van der Burg Machinefabriek Luyt Gebr. Buijs Scheepsbouw 135 tonnes 23.9 metres 6.4 metres Caterpillar C12 Promarine propeller 1,4 M
Next issues
Issue 6 September/October 2018 Special - Offshore Energy
Copy deadline 18 July 2018 Advertisement deadline 23 July 2018
Copy deadline 21 September 2018 Advertisement deadline 28 September 2018
Topics can be subject to change without prior notice 067
MARITIME HOLL AND | NO. 4 | 2018
Issue 5 August 2018 Special - SMM
Colophon Maritime Holland is produced and published seven times a year by Navingo BV and is internationally distributed to management and professionals within the maritime industry. The objective of the magazine is to inform readers worldwide about developments, products, projects and innovations of the Dutch maritime industry.
Published by Navingo BV Jan van Galenstrrat 56 3015 JG Schiedam The Netherlands Phone: +31 (0)10 209 26 00 E-mail: info@maritimeholland.com Website: www.maritimeholland.com Twitter: @MH_magazine
Editorial advisory council Editorial team Navingo BV E. Savert - Vogel Alewijnse Marine Systems M. van Helvoirt Centraal Bureau voor de Rijn- en Binnenvaart B. Littler Damen Shipyards Group D. Mulder HISWA M. Kraaijeveld IRO S.Marsé Maritime by Holland R. Dazert Netherlands Maritime Technology A. Boers Radio Holland A. Zoeteman RH Marine Group N. Habers Royal Association of Netherlands Shipowners K. de Hey Royal IHC H. Hoek Thrustmaster Europe M.R. Huisman TNO D. Veen We4Sea
Special thanks to Netherlands Maritime Technology
Production manager Ruud Aantjes, ra@navingo.com
General sales Jeroen Beekenkamp jb@navingo.com +31 (0)10 209 26 08
Editors Rebecca van den Berge, Bruno Bouckaert MSc, Tom Oomkens BSc - MRINA, Tom Scott BSc., Marnix Viergever Marketing Marleen Varekamp, mv@navingo.com Printing Grafisch Bedrijf Crezée ISSN 2211-3444
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Ruud Aantjes ra@navingo.com +31 (0)10 209 26 42
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Photo by Xavier Hazenbosch, Tales on Fire.
Special
Propulsion Arie Koedood
Understanding the engine market
Conwenna Volt Processor VB 2 Editie 4 MH Cover A4 Juni/Juli 2018 Kooiman.indd 1
Representative for Asia Pacific Karen de Koning-Boodt kdk@navingo.com +65 9776 1245
Construction work at Kooiman Marine Group.
N O. 4 | 2 0 1 8
Dutch maritime sector recovers after difficult years 22-06-18 12:36
© 2018 Navingo BV. The entire contents of this publication are protected by copyright. No part of this publication may be reproduced, stored or transmitted by any form or any means without the permission of the copyright owner. While every care has been taken in the preparation of this publication, neither publisher nor editors are responsible for the views and opinions expressed in this publication or for any inaccuracies in the articles.
Visit www.maritimeholland.com Advertisers’ index Becker Marine Systems page 15 | Career Update page 38 | De Waal page 6 | Deal Drecht Cities page 6 | GMS Instruments page 56 | Holland Shipyards page 4 | IGUS page 12 | Koedood cover 4 | Kolmer page 56 | Lemans Nederland page 8 | MAN Rollo page 8 | Maritime Holland Business Guide page 38 | Netherland Maritime Technology page page 2| Offshore Energy Exhibition & Conference cover 3 | Praxis Automation Technology page 31 | Reikon page 40 | Reintjes Benelux page 51 | Saltwater Engineering cover 2| SMM 2018 page 25 | Thrustmaster page 31 |Turbo USA page 8 | Uittenbogaart TBU page 19 | Van der Wees page 12 | Veth Propulsion page 40 | Voith page 19 | Volvo Penta page 51.
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