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SB I VOL. 12 ISSUE 1 | 2018

ShipBuilding i n d u s t r y

M A R I N E P R O P U L S I O N & P O W E R G E N E R AT I O N


SBI 2018 | VOLUME 12 | ISSUE 1


Alternative Fuels


Innovative Technologies outlook 2018

Predicting the Waves NAVCOM

hybrid marine


27 / 28 / 29 JUNE 2018



Marine Maintenance World Expo, the global exhibition dedicated to vessel maintenance and repair technologies and services




Full logistical services and worldwide deliveries for among others cruise and passenger vessels. • Grade A, D, AH36, DH36, EH36 + Z-test • 3 - 200 mm plates • Deep and wide stock Plates, Bulb Flats and Profiles with 3.2 certificate • Supply chain integrator for just-in-time deliveries of the full scope. From 4 – 7 September 2018 we attend the SMM fair in Hamburg #Hall 7

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editor’s note

Shaping the Future As 2017 cAme to An end, reseArch institutions published their end-of-year predictions, presenting their take on what the future will look like. according to dnV gl (as presented in their energy transition outlook), a major transition is in store for the world energy system within the next 30 years. this transition will have significant implications for shipping. based on their own research, as well as on clarkson’s research and historical data, the demand for seaborne transport will by 2050 increase by 60%. the pace of growth will be fastest up to 2030 (2.2% a year, slowing down to 0.6% a year towards 2050). the outlook also predicts growth for the maritime fleet to be slower than trade growth, due to digitalisation and assumed improved utilisation. from 2034, gas will become the largest energy source, meaning that the percentage of gas transported on keel will continue to increase. the biggest growth is predicted in container and bulk cargo, towards 2030. based on the predicted yearly growth of 2.4% in gdp on average, container growth is expected to be solid. seaborne transport growth will be strongest in asian and african regions. it is 2018, and the industry is picking up the pace. the financial crisis caused what seemed like a standstill in the status quo. yet beneath the surface, innovative companies, scientists and engineers were already hard at work shaping the future. in that light, this issue of shipbuilding industry kicks off with an overview of particularly promising innovative technologies, based on the extensive research performed by Mr kohei Matsuo. biofuel, environmental awareness and decarbonisation, digitalisation, and recycling: the future is now. yara rood editor yara@ynfpublishers.coM

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ShipBuilding i n d u s t r y



arno dirkZwager Editor

marco geels Commercial Director

yara rood Editor

tom dietvorst Account Manager


alex diJkstra Office Manager

nathalie putman Art Director

charles van den oosterkamp Managing Director

CONTRIBUTING EdITORS Julia ZaltZman | Joanna van koert-hughes

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Offshore Industry | ShipBuilding Industry SuperYacht Industry | Maritime Services directory 2 | S B I 2 0 1 8 | Vo l um e 12 | Issue 1 Offshore Industry_96x267_June.indd 1

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contents SBI



10 Innovative Technologies





22 The Art of Engine Overhauling 40 Wind-Assisted Flettner Freighter 42 25 Years of Azipod Propulsion 46 Alternative Fuels





26 State of the Cruise Industry

35 Vard’s Electric Hybrid Polar Cruise Vessel NAVCOM

32 Next Ocean: Wave Predictor 56 Satellite Connectivity



18 Shanti Sagar 17 & 18 36 REV 52 Global Mercy TRADE SHOW

16 Sea Japan 2018 REGULARS

1 Editor’s Note 4 News in Brief 59 People 60 Outfitters

62 Yellow & Finch Pages 64 Word on the Sea www.s h i p b u i l d i n g -industr

Content SBI 12-1.indd 3

On the Cover Launching ceremony of the Shanti Sagar 17, at the Royal IHC Shipyard in Krimpen aan den IJssel. Read more on page 18. Photo courtesy of IHC. SBI 2018 | Vo l u me 12 | I s s u e 1 | 3

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news in brief

Royal IHC Launches DC Orisant

been configured to dredge marine aggregates for the construction industry. The TSHD is also highly suitable for performing other projects, such as maintenance dredging and beach nourishment. In addition, the DP2 installation will allow the DC Orisant to perform support activities during the construction of offshore wind farms. It is the first complete diesel electric aggregate dredger on the market, which enables it to sail at the most economical speed in all situations. DC Orisant will be handed over to her owners mid-2018. The next issue of Shipbuilding Industry will feature a fulllength Ship Report on DC Orisant.

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Royal IHC successfully named and launched the multipurpose 5,450m3 trailing suction hopper dredger (TSHD) DC Orisant, for a joint venture between Den Herder (Reimerswaal Dredging) and Group de Cloedt. The ceremony took place on 11 January 2018 at IHC’s shipyard in Krimpen aan den IJssel, The Netherlands and was performed by Mrs Ria den Herder. The contract was awarded on 8 August 2016, and the keel-laying took place on 17 July 2017. The versatile gravel hopper with full system redundancy is suitable for both the dredging and offshore wind market. This is due to its integrated design and the high standard of dredging equipment on board. The dredge installation has



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news in brief SEA\LNG Launches LNG Bunker Navigator Tool SEA\LNG, the multi-sector industry coalition that aims to accelerate the adoption of liquefied natural gas (LNG) as a marine fuel, has launched a new free-toaccess online tool. The Bunker Navigator Tool utilises member data, marine information, and public data to provide easy access to the latest developments in the global LNG bunkering infrastructure. The coalition’s map-based tool provides an overview of key LNG bunkering developments, and how this growing infrastructure relates to major global shipping routes, traditional oil bunkering ports, and the bulk LNG infrastructure which will provide the foundation for future bunkering services. The Bunker Navigator Tool also enables access to case studies describing the bunkering projects developed by SEA\LNG members at specific locations, with more being added as they become available.

Naval Dome Demonstrates Cybersecurity Tests Naval Dome has successfully completed pilot testing of its multilayered cybersecurity system for Lloyd’s Register, aboard XT Shipping’s Zim Genova. The 4,300TEU containership was operational during the tests, which were supervised by the classification society and bridge systems provider Totem Plus. The pilot tests, carried out as part of the classification society’s initiative to develop cyber security guidelines, evaluated the system’s ability to defend ships against cyberattacks. The tests demonstrated Naval Dome’s ability to thwart rogue and unintended system breaches. During simulated system breaches, at sea and in port, anomalies were quickly detected. A second phase of testing will be carried out in the coming months, in which more extensive penetration tests will also be performed.

Jan de Nul Group Orders Two More TSHDs After the initial order of one 6,000m3 Trailing Suction Hopper Dredger, Jan de Nul Group has ordered a second, identical 6,000m3 TSHD, as well as a 18,000m3 TSHD. Both newly ordered hopper dredgers will be in full diesel-electric execution, with an exhaust gas treatment system installed. The SCR system reduces NOx emissions to the future EU Stage V level, which is more stringent than the requirements of IMO tier II and IMO tier III. The operational regime of the engines can be selected through ‘fuel mapping’. Cosco Shipyard will build the 18,000m3 vessel in its Dalian shipyard, with delivery foreseen in 2020. Keppel Singmarine will construct the two 6,000m3 TSHDs in Singapore. | Read more on

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news in brief Hoppe Singapore In Operation

Alphatron Marine Opens Second French Office

Hoppe Group has opened a subsidiary of the Hoppe Group in Singapore. Hoppe Singapore Pte. Ltd. began operating in January of this year. The subsidiary in Singapore is headed by Dr Wilfred Rachan as Managing Director. In addition to its role as a sales and services office, Hoppe Singapore shall also be the spares and logistics hub for Hoppe Marine operations in the region. During the current challenging maritime market, Hoppe Singapore’s goal is to provide quality services and spares efficiently and economically to ship owners and operators in the region. The group, headquartered in Germany, wants to ensure competency in service delivery to its customers in the region by locally offering qualified and trained service engineers, coupled with local availability of quality spare parts and tools.

Alphatron Marine expands its services in France with a new office on the Côte d’Azur. The worldwide supplier of integrated bridge solutions already has an office in Le Havre, France. The company’s expansion of its French team will provide a more direct customer service, to better meet the needs of its customers. Marcell Ebell will be responsible for the new office and the distribution of Alpha Marine and JRC products in the southeast of France.

Cathelco Wins Several Supply Orders

Veth Integrated L-drive The most compact thruster ever

Extremely low mounting requirements, high efficiency, minimal noise production

Cathelco has won orders to supply equipment for a number of cruise and commercial vessels. Impressed current cathodic protection (ICCP) systems will be fitted on five cruise vessels that are being built by Fincantieri, including the latest Princess Cruise vessel. Brittany Ferries’ new cruise ferry Bonfleur, which will be built at the Flensburger shipyard, will also be equipped with the system. Cathelco is furthermore supplying two types of systems for six 82,000dwt bulk carriers that Hantong Heavy Industries (HHI) shipyard is building for Oldendorff Carriers. Marine growth prevention systems (MGPS) will be installed to protect seawater pipework against biofouling, and ICCP systems to safeguard the hulls against corrosion. Both MGPS and ICCP systems will also be installed on four 38,800dwt chemical tankers that HHI is building for Carl Büttner GmbH.

T +3178 615 22 66

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news in brief Royal IHC Passes Milestones in Integrated Reel Lay Vessel Royal IHC has successfully passed the first milestones in the design and build process of an integrated reel lay vessel for Subsea 7. The technologically advanced ship is intended for the installation of complex rigid flowlines. Model testing for resistance, propulsion, and seakeeping performance validation were conducted at MARIN to the client’s full satisfaction. The operational concept design of the reel lay system is currently being translated into the production phase. Croonwolter&dros and Bakker Sliedrecht will deliver and fit the integrated electrical and nautical installation for the vessel. Hyundai will supply the main diesel-generator sets, and Wärtsilä will provide the thruster package. IHC has commissioned Huisman for manufacturing and installing the 250t main AHC offshore crane. Delivery is scheduled for the first half of 2020.

Second Ulstein CSV for Acta Marine Acta Marine, which has an offshore walk to work (W2W) vessel under construction at Ulstein Verft, has now ordered another one. This SX195 design is a DP2 W2W Construction Support Vessel (CSV) for the offshore industry. SMST will provide the 93.4m long, 18m wide vessel with a large, centrally positioned W2W motion-compensated gangway & elevator tower for personnel and cargo transfers, as well as a 6t 3D compensated crane. The optimised on-board logistics include a stepless approach to the offshore installations and large storage capacities, partially under roof in a controlled environment. With all main equipment and operations in the aft ship, the vessel will operate astern while in-field. The new vessel is scheduled for delivery in the second quarter of 2019. Acta Marine was recently awarded a two-year charter for the Acta Auriga, for O&M operations at BARD Offshore 1 in Germany.

Canal Barge Company Orders Becker Flap Rudder Retrofit Canal Barge Company, located in New Orleans, Louisiana, has ordered a retrofit for the 42.6m long Eugenie P. Jones with Becker Flap Rudders. Eugenie P. Jones is a sister vessel of Susan L. Stall, which has been successfully running the Becker Flap Rudders since June 2014. Another set of these rudders was ordered for a third sister ship, Merrick Jones, to be outfitted with the same system in the first quarter of 2019. Since its introduction to the inland shipping market in 2010, Becker Flap Rudders have been helping US towboat owners to improve fuel efficiency, maneuverability, and save time on their long hauls. The increased maneuverability realised by these specific rudders is particularly advantageous for the long-haul travels on the narrow and winding Mississippi River. | Read more on

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news in brief Multraship Takes Delivery of Carrousel Rave Tug Towage and salvage specialist Multraship has taken delivery of the first of two game-changing Carrousel Rave Tugs (CRT). The Multratug 32 is 32m long, has a maximum static bollard pull of 77t, and is powered by two Voith thruster units, and two ABC main engines delivering 2,650kW at 1,000rpm. Top speed is over 14 knots. The Carrousel Towing system mounts the winch on a freely rotating steel ring seated around the base of the tug’s superstructure. This not only allows the tug to turn completely freely while maintaining tension on the towing line, but also permits the tug to use the hull’s lateral resistance as a powerful braking mechanism. Delivery of the second vessel is expected in May 2018.

Digital route planning On a paper chart scale


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news in brief Radio Holland Supplies NavCom for Six Newbuilds Radio Holland Netherlands has won a tender to supply Navigation/Communications packages for six newbuild vessels of Dutch shipping company Wijnne Barends, which is located in Delfzijl, the Netherlands. This shipping enterprise currently has more than thirty vessels in its fleet. Wijnne Barends opted for a full NavCom equipment package with a major part of Furuno systems, based on positive experiences with similar packages with its previous newbuilds. The six 4,200dwt, 98m general cargo vessels have a cargo hold of over 6,000m³ and will be trading in Northwest Europe. The ‘Lady-H Class’ vessels are designed to meet the highest Swedish/Finnish Ice Class standards, and will be built at Chowgule Shipyard in Goa, India. The first vessel is set for delivery in November 2018, the last for July 2020. Radio Holland Netherlands has already started assembling the first NavCom package.

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Visit us at Sea Japan, Tokyo Big Sight Exhibition Center, Japan, joint booth with our Japanese agent Nakashima Propeller Co., Ltd., 11th - 13th April 2018

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Manoeuvring Systems

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Energy-Saving Devices

Alternative Energies

Picture © PGS

Right: Ramform Hyperion 3D Sea Bottom Exploration built 2017 • 24 streamer cables 3 x Becker Flap Rudders with Closed Linkage (Heracles)

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innovative technologies for the maritime industry

What the Maritime Future Holds When the crisis hit the maritime industry, it created a tension field of heavy competition, bankruptcies and company reforms in every part of the industry. this competitive pressure, combined With ever stricter environmental and safety regulations, forced the maritime world to reinvent itself through innovation. It propelled the sector forward and straight into the future. words by dr kohei matsuo, national maritime research institute, tokyo japan. this article is a compact version of the paper that dr kohei matsuo presented at the hiper conference & exhibition 2017.


he abundance of innovations, and the speed at which things are moving in the industry, makes it hard to keep up with. The Japan Ship Technology Research Association (JSTRA) ran a research project, surveying innovative technologies from various sectors and countries. This article discusses the results and looks at the feasibility and magnitude of influence of some future scenarios for the maritime industry. New technologies, adopted in other industries, and examples of advanced technology implementation in the maritime industry worldwide were examined. Considering the applicability of these technologies to the maritime industry was used as basis for discussing future ship technologies 30 years from now. In general, the current fields of science and technology are likely to cross-fertilise in the future. The future does not lie in the indepth development of single technologies, but in combining and integrating technologies from various fields and industries. Game-changing technologies in the innovation of shipbuilding, ship operation

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and logistics are likely to stem from information & communication technology (ict).

The Carbon Revolution

Research & Development (R&D) efforts have resulted in higher strength and more flexible steel, which is sequentially being incorporated in the shipbuilding industry. Other future ship materials, such as composites of various materials (steel, carbon, and organic material), are also continually improved by R&D. Carbon could be the next revolution in shipbuilding. In the maritime industry, the application of new nanocarbon materials such as carbon nanotubes (CNT) and graphene, is particularly promising. Carbon ships would be light-weight and high strength, which could result in vastly different hull and arrangement designs. Hull form and structure may increasingly mimic sea creature characteristics. Outfitting (including sensor, power lines, and data lines) can be embedded in the material and parts of the structure could be directly 3D-printed. Bulkheads may become transparent, or contain displays. The use of high-performance materials with features such as transparency, reactive shape adjustment or mechanical properties (biomimetic technology), self-healing and intelligence (with sensors embedded) could become the standard. In any case, composites will be on the rise, combining metals, carbon and organic material. The concept of life-cycle assessment (LCA), including ship recycling, will also be affected.

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The first 3D printed crane hook, by Huisman.

Photo courtesy of Damen Shipyards

The WAAMpeller, the worldâ&#x20AC;&#x2122;s first Class approved 3D printed shipâ&#x20AC;&#x2122;s propeller. The WAAMpeller was the result of a close collaboration between Ramlab, Promarin, Autodesk, Bureau Veritas and Damen.

Simulation and Design

Along with the increasing availability of High Performance Computing (HPC), simulation capacities have progressed. One example is the direct modelling of complex turbulence or hydro-elastic fluid-structure interaction for ships. Simulation will proceed towards multi-scaled and/or multi-physics models, with high accuracy and high reliability. In the future, we can analyse and determine the behaviour of ships or systems by simulation only (simulation-based design or one-shot manufacturing). Tailored ondemand production will be taken for granted in future society. In addition, simulation will spread to include non-technical aspects, such as the human element in a system (behaviour model, human simulation, soft computing) or business models (Product-Service Systems, PSS). The focus will shift from the product itself to its service, to maximise the product value. With respect to ship technology, simulation technologies that exceed their classical applications (stability, hydrodynamics and structural behaviour) are expected to evolve and support design and operation. In the design field, design errors are minimised by visualisation and advanced verification, using a wide range of techniques including 3D CAD and Virtual Reality/Augmented Reality (VR/AR) technology.

Manufacturing and Construction The introduction of IoT (Internet of Things) on the production site will lead to the

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automatic conveying of steel plates, based on a predetermined construction plan, from the cutting stage to the various assembly stages, by machines that communicate with one another. Robots will support each stage, making ship assembly highly automatic. In the future, it may become commonplace to deliver a ship just a few days after its order. ICT networks (possibly as wearable devices) will cover the entire shipyard, allowing us to record the complete assembly process in real-time. This will ensure the quality of the vessel, but also help quantify the performance of the shipyard. By recording data of the welding quality and fitting accuracy of every part of the ship, the quality of ship building is guaranteed. Digitisation of shipbuilding sites will not only lead to communication and understanding between the design department and the production site, but may also lead to innovations in on-site design or even the full incorporation of the design department into the production site.

Photo courtesy of Huisman

Image courtesy of Kohei Matsuo

Structure of single-walled zigzag carbon nanotube.

3D Printing

The possibilities that 3D printing holds for shipbuilding are clear. A 3D printed propeller (Damen) and offshore crane hook (Huisman) have already been tested and certified. The technique is spreading and progressing rapidly, and the use of composite materials in ships advances with it. The next step could be a 3D printed hull, or even an entire ship.


Photo courtesy of Kohei Matsuo

Carbon nanotube (black) and hair (white). Carbon could prove to be the game-changing material of the future.

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The importance of data science or statistical science will continue to grow.

Photo courtesy of Kohei Matsuo

Wearable devices aid in production, and record progress in real-time.

Big Data in Operation

The importance of data science or statistical science will continue to grow. For example, physics-based simulation will be enhanced and/or supplemented by data mining, Big Data analyses and employing artificial intelligence (AI) techniques, such as machine learning. Future on-board systems will be operated with common operating systems like Google’s Android. This will enable connecting various types of equipment in the ship to one common system. The entire ship becomes a programmable entity. Ships may be operated after downloading and installing the optimum voyage plan from the web before each voyage. Ships, cars, aircrafts and household appliances will run

Image courtesy of Kohei Matsuo

Large eddy simulation of turbulence flow at a ship’s stern, Nishikawa (2015).

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on the same operating system as smartphones. You can control the ship via a smartphone app. The data wealth from assorted ship systems is harvested in Big Data analytics, supporting real-time and true logistics. The real world is mirrored in Digital Twins in cyberspace. Vessels are connected ship-to-ship and ship-to-shore, for example to ports and hinterland logistics.


Computers are embedded everywhere around us, but we are often unaware of them. One of the R&D areas in ICT is the fusion of humans, things and computers. New computer architecture mimics the human brain (neuro-synaptic computing). In

the future, the connection between the human brain and the computer may expand human capabilities: it might become possible to transmit one’s intention by downloading it from the brain to a computer. Inversely, it may become possible to upload knowledge and skills. The craftsmanship of workers may be transmitted directly to the brain (by means of neuro-feedback technique, for example), rather than by word or text instructions. The notion of training through a tedious process of nurture may become history. When this happens, it will have a major impact on our society, especially in terms of education and training. In any case, ICT plays a key role for innovations in various fields. The fusion of

Photo courtesy of SENER

Virtual reality inspection of designs.

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OUTLOOK 2018 the real world (Physical System) and cyberspace (Cyber System) will combine the abundance of information from penetrated sensor networks in the real world with the powerful computing capability of cyberspace. On this terrain, the efforts to discover brand-new knowledge from the vast amount of information (Big Data) are particularly noteworthy. More and more decisions will be based on analysing correlations from terabytes of data. Information such as oceanographic data, marine data from ship operation, construction data from shipyards, as well as personal data (such as health monitoring) regarding the crews and workforce, will be analysed in enormous amounts of data. This could lead to new perspectives on ship design, construction and operation. Management can be based on quantity and rationality, rather than on intuition and experience.

concepts (such as cargo ships with changing hold arrangements for each voyage), or the use of Big Data analysis to optimise operations and logistics. Large, highly automated logistics facilities emerge, aimed at delivering products at customersâ&#x20AC;&#x2122; specifications whenever and wherever they want it. Every phase of transport, from the origin of raw materials, to the processing method, to distribution channels, will be transparent and traceable. Land-based and sea-based logistics will be tightly connected. Small-size containers equipped with IoT devices could be used in door-to-door transportation between manufacturer and consumer. Containerships will carry products in large quantities, possibly becoming moving warehouses on the sea. While operations and logistics are optimised, new services that add value to cargo during maritime transport may evolve.

Shipping and Logistics

Environment and Energy

Concept of offshore wind energy converted to hydrogen to fuel Zero Emission Ships.

Shipping continues to move towards low and eventually zero CO2 emission scenarios. The vision of a future zero emission ship (ZES) combines various energy-saving


Image courtesy of Kohei Matsuo

Various technologies are starting to emerge that will make shipping more competitive, such as the use of drones, the unmanned operation of ships and ports, new ship

Image courtesy of Kohei Matsuo

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• Evac marine sewage treatment systems are designed to fulfil the requirements of IMO MEPC 227 (64) marine sewage treatment systems are designed to fulfil the requirements of the Rhine regulations • Evac • Custom design and engineering tor new build and refit projects


EVAC ROSR type approval certification number: R1*II*0003*01 Televisieweg 157 / NL-1322 BH Almere / The Netherlands Tel. +31 (0)36 546 1999 / WWW.QUAVAC.COM

Qua-Vac Editie ShipBuils Industry Issue 1

print 14-02-2018

Client-oriented design

A breath of fresh air...


it comes to building new vessels, weeverything take everything When itWhen comes to building new vessels we take onboard. onboard. We build andhull supervise the entire process We build and supervise from to delivery, from A to Z. from hull to delivery, from Aintoconsultation Z. Every vessel is the designed consultation We design the vessel with client, in and realise the with client, taking into account even the finest of details. interiorthe to the finest detail. The high-quality application of technologies for propulsion, climate Using the latest in technological excellence for propulsion, control,climate electronics and sanitary facilities ensures that the vessel control, electronics and sanitary facilities, we ensuremeets that every requirement. And allevery this requirement. is achieved within theachieve agreed all deadline. each vessel meets And we of this T +31 (0)184 on time- 676 and 140 within budget.

T +31 184 676 140

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Image courtesy of Kohei Matsuo


technologies and sources of renewable energy, such as wind and solar power, biofuels, and tapping into wave and tidal energy. Hydrogen technology will play a key role. Hydrogen allows for an efficient storage of energy generated offshore, such as wave and wind energy, solar power, or even artificial photosynthesis using offshore algae farming. Ships will run exclusively on hydrogen, and will also transport it for landbased use in a future hydrogen society. Beyond ZES, the ‘Non-negative Effect Ship’ (NES) will be the ultimate goal. Survey of Individual Element Technologies Element technologies with a high degree of reliability and effectiveness to be prioritised in R&D include: – CFRP material – Self-healing material – Virtual ship laboratory – 3D printing (additive manufacturing) – Laser technology (such as cutting, welding, and bending) – Autonomous or unmanned ships

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The ‘Non-negative Effect Ship’ will be the ultimate goal.

Photo courtesy of Wärtsilä

New business models could add value to cargo while transporting it, for example by roasting coffee beans on board.

– Robotics (including manufacturing robot, drone, nano robots) – Asset Visibility – Big Data analysis of logistics data – Superconducting technology – Hydrogen energy i.

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The success of Sea Japan reflects the continued strength of Japan’s shipbuilding industry.

AdvAnced MArket for AdvAnced technologies

Sea Japan 2018 From April 11-13 2018, the tokyo Big Sight exhiBition Center will onCe AgAin hoSt JApAn’S premier internAtionAl mAritime exhiBition And ConFerenCe, SeA JApAn. thiS yeAr, the BiAnnuAl event will tAke plAce for the thirteenth time. Sea Japan has seen a steady increase in exhibitor and visitor numbers through the years, with 2016 hitting record numbers, totalling 565 exhibitors from 28 countries and 19,524 visitors.


his year’s edition is expected to top that, with a possible 21,000 visitors and 580 exhibiting companies. in addition to national pavilions from various european and Asian countries, the exhibition features several focused product zones and a ‘Japan maritime industry Cluster’ pavilion, which showcases the latest technological developments from Japanese shipyards, ship owners, academic institutes and public research bodies. the success of Sea Japan reflects the continued strength of Japan’s shipbuilding industry. during the recent economic crisis, Japanese ship builders started taking action

before anything too dramatic happened, and several large reorganisations took place. part of the restructuring of Japanese shipbuilding was a shift in focus from bulk ships to tankers, container ships and other specialised ship types. these measures ensured that Japan has weathered the economic storm well. As a result, Japan even overtook South korea in terms of new-build order backlog at the beginning of 2017, with a reported total of 20.63 million Cgt in december 2016. with the current lower yen and the improving economy, the Japanese maritime market offers abundant opportunities.

netherlands maritime technology (nmt) is organising a holland pavilion at Sea Japan 2018. the holland pavilion will be located near the main entrance, across from other pavilions, such as the german, danish, and korean pavilions. participating companies in the holland pavilion are: • Bachmann electronic nederland • dmt worldwide Bv • groot Ship design Bv • vAF instruments Bv • vdl klima Bv • van der velden marine Systems Bv • damen/van der velden marine Systems Bv

Japan’s desire to be self-sufficient in energy resources means they are investing heavily in offshore oil, gas and wind. the current need for innovation in efficiency and hightech designs has made Japanese shipyards and marine equipment manufacturers among the most competitive in the world. the domestic market is further strengthened by the large short sea shipping sector. Japan has around 1,100 shipyards, of which 264 can build ships with a volume over 500gt. Japanese ship owners and shipyards aim to ensure their long-term viability by developing and investing in advanced technologies, enabling them to stay ahead

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of the competition and to weather market disruption. Sea Japan is of particular interest for international suppliers of innovative products and technologies in marine equipment, parts and components, as well as products and services for shipbuilding and vessel operation. i.

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Sea Japan April 11-13, 2018 10:00-17:00 Tokyo Big Sight Exhibition Center – East Halls 5 & 6 Marine Equipment Products and Services Exhibition Contact: Sea Japan Secretariat Office (UBM Japan Co Ltd) Kanda 91 Building, 1-8-3 Kaji-cho, Chiyoda-ku, Tokyo 101-0044 Japan Tel: +81-3-5296-1020

In addition to national pavilions from various European and Asian countries, the exhibition features several focused product zones and a ‘Japan Maritime Industry Cluster’ pavilion. www.s h i p b u i l d i n g -industr

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AdAni exPAnds Fleet with two tshds

Shanti Sagar 17 & 18 AdAni Ports And sPeciAl economic Zone ltd (APseZ) celebrAted the new yeAr by inAugurAting two new 8,000m3 trAiling suction hoPPer dredgers (tshds). the newest additions to the Adani fleet were designed and constructed by royal ihc, based on the shipbuilding companyâ&#x20AC;&#x2122;s beagle 8 design.

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hanti sagar 17 was launched on 31 march 2017, at royal ihc’s shipyard in Krimpen aan den iJssel in the netherlands. shanti sagar 18 followed suit on 7 July 2017. the sister ships successfully completed sea trials before being handed over to their new owner in november. After their maiden voyage through the suez canal, the vessels arrived at the Adani hazira Port in gujarat, india. instead of shattering the classic champagne bottle, a coconut was crushed to welcome both ships during a ‘dedication to the nation’ ceremony on January 8, 2018.

Similar Looks, Different Skills royal ihc’s beagle 8 design was preceded by over a century of dredging evolution. the beagle 8 is a standard trailing suction hopper dredger with a capacity of 8,000m3,

equipped with two suction tubes. the vessels follow a compact design, with a total length of 104.5m and width of 24.2m. the tshds are designed to reach a dredging depth of 26m. one of the focal points during the design stage was the eye-catching, innovative bow shape. the sister ships might look similar, but were built for different purposes. shanti sagar 18 is modelled after the basic version of the beagle 8 design, with a geo drag type head, making her highly suitable for maintenance dredging. shanti sagar 17 is equipped with a so-called ‘land reclamation package’: a shore pumping installation and bow coupling. in addition, she has a heavier drag head with a control system for visor hydraulics. For that reason, propulsion power was scaled up to 3,500kw, while her sister ship has

3,150kw. these features optimise her deployment for capital dredging with challenging soils. the loaded speed of shanti sagar 18 is 13.8 knots; shanti sagar 17 reaches up to 14.0 knots. both beagle 8s are equipped with ihc’s trailspeed controller (tsc) and eco Pump controller (ePc). developed in-house, the tsc ensures a constant speed while dredging, which leads to higher average production results and greater levels of consistency. the ePc is an automation system that detects cavitation, and adjusts the pump’s frequency accordingly. this reduces excessive cavitation and wear and tear, as well as fuel consumption. the intuitive hopper control chair (ihcc) facilitates easy operation. the ergonomic chair enables the operator to have complete command of the dredging


Shanti Sagar 17 during sea trials, November 2017.

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Launch ceremony of Shanti Sagar 17 at the Royal IHC shipyard in Krimpen aan den IJssel, the Netherlands.

SPECS Dimensions Length overall, approx. Length between perpendiculars Breadth, moulded Gross tonnage, approx. Hopper capacity Accommodation (max.) Draught – International mark, approx. Draught – Dredging mark Deadweight – Dredging mark Dredging Installation Dredging depth (max.) Suction tube diameter Drag head Dredge pumps (diesel driven) Power and Speed Main diesel engines Jet pump power (electric)w Total installed power Loaded speed

104.5m 95.2m 24.2m 7,750 8,000m3 26 people 7.4m 8.2m 12,250 tonnes

16-26m 2x 800mm Shanti Sagar 17: 2x Excavating type Shanti Sagar 18: 2x Geo drag type IHC High Efficiency type

Shanti Sagar 17: 2x 3,500kW Shanti Sagar 18: 2x 3,150kW 2x 600kW 7,800kW 13.8-14.0 knots

Electrical installation Main generator Auxiliary diesel generator set Emergency diesel generator set

2x 1,500kVA 2x 450kVA 1x 300kVA

Classification Lloyd’s Register X100A1 Hopper Dredger – Unrestricted Navigation and IRSXSUL HOPPER DREDGERXIY,SYJ Lifecycle Support • Start-up training • IHC Planned Maintenance System (IPMS) • Spare parts start-up kit

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The TSHDs are designed to have a loaded speed of 13.7 knots and reach a dredging depth of 26m.

Kees Derks, Area Director of Royal IHC, during the inauguration of both TSHDs at Adani Ports, January 2018.

process. All controls are located in the armrests, making giant consoles at the dredging position a thing of the past.

Dual Class when underway, the vessels can switch to eco mode, in which the main engines are used for both propulsion and electricity generation, without using auxiliary engines. during dredging operations, the ePc and tsc enable fuel savings and efficiency. the dredgers were built in compliance with the applicable imo requirements, including solAs, mArPol, loadline and mlc 2006. the construction of the tshds was surveyed by the indian register of shipping (irs), and all statutory certificates were issued by irclass under the flag of st. Vincent & grenadines. since the vessels comply with both lloyd’s register and irs, they classify as dual class ships. both shanti sagars are assigned a dredging

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freeboard as per the guidelines for Assignment of reduced Freeboards for dredgers, dr-68, which permits operations at reduced freeboard, as long as emergency dumping through bottom doors can ensure the vessels’ return to normal freeboard heights within eight minutes. when the system was tested during sea trials on the north sea in november 2017, both sister ships had excellent results. ihc is currently training the Adani crew on board the shanti sagar 17 and 18, which have commenced dredging operations. i.

Adani Ports and Royal IHC Adani Ports is india’s largest private multi-port operator. it was the fastest growing company in india in 2017. ever since the company’s dredging department was founded in 2005, Adani Ports has collaborated with royal ihc. so far, royal ihc has delivered ten beaver cutter suction dredgers, several booster pumps and two beagle 8 tshds. with these latest additions, Adani’s dredging fleet consists of nineteen dredgers, making it the largest dredging fleet in india. Apart from being their main ship supplier, royal ihc also provides Adani with training and services. Kees meijer, Project manager at royal ihc, elaborates on their cooperation: “Adani is growing at a staggering pace. it is an important player in the indian dredging market, in part through these latest additions to their fleet. the combination of ihc’s experience in the construction of dredging vessels and technical knowhow, and a rapidly expanding company such as Adani, is very exciting.”

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A properly timed engine overhaul keeps downtime to an absolute minimum.

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Bengi Knows How

The Art of Engine Overhauling Marine engines require regular overHaul Maintenance, witH intervals depending on running Hours. wHen tiMes are econoMically less favoraBle, sHip owners soMetiMes cHoose to postpone overHauls in order to cut costs.


he fact that regular engine overhauling earns its keep has, however, been proven time and again. Regular engine overhauling improves fuel economy, reduces breakdowns (and thus the need for expensive stoppage), as well as lube oil consumption and spare part costs. A properly timed engine overhaul keeps downtime to the absolute minimum.

Overhaul Experts

Overhaul and repairs on board require wellorganised logistics. Time for in situ activities is often limited, so delays and omissions must be avoided. Spare parts, tools and other materials need to be delivered on site fast, and in full. Dutch company Bengi has mastered the art of overhauling. Bengi has built up extensive expertise in maintenance and repair of marine main- and auxiliary engines. They refurbish and overhaul all fuel equipment used in 2 and 4 stroke engine fuel systems, utilising state-of-the-art test equipment. Bengi’s 1,200m2 workshop in spijkenisse is equipped with all the tools and machinery required to recondition, overhaul and repair any component of a main or auxiliary marine engine. The mechanical workshop accommodates two overhead cranes, with 10t lifting capacity each. A workshop dedicated to electrical repairs and testing and calibrating of electrical components was recently established. Apart from work in the spijkenisse workshop, Bengi engineers operate worldwide, conducting all kinds of repairs on all sorts of ships, such as

replacing worn-down parts, and performing in situ machining of various components. Other activities include fixing electrical problems and replacing crankshafts, cylinder blocks or complete engines. Bengi engineers go from testing, checking and overhauling fuel system components, to overhauling turbochargers, performing laser-controlled alignments, vibration measurements and chock-fast epoxy engine seatings. The company recently carried out the overhaul of eight Wärtsilä 32 engines in Singapore. The time window for the overhaul was limited, so over 30 engineers worked on this task simultaneously. The overhaul was partially carried out at the workshop of a Bengi representative in Singapore, and partially in situ, machining landing surfaces of 48 pcs cylinder units. A mobile work unit was placed on the quayside for repairs that needed to be carried out on board of the two vessels.

Hanshin Specialists

Engines require regular overhaul maintenance, with intervals depending on running hours.

Bengi’s 1,200m2 workshop in Spijkenisse is equipped with all the tools and machinery required to recondition, overhaul and repair any component of a main or auxiliary marine engine.

Bengi is the official European dealer for Hanshin Diesel Works Ltd. The company sells and delivers original Hanshin parts that are stocked in, and dispatched from, its own warehouses. The representation agreement with Hanshin Diesel Works Ltd was recently formally extended, enabling Bengi to offer Hanshin customers professional support and technical expertise for years to come. A major overhaul of a 6 cylinder Hanshin type 46 engine was carried out in December 2017 and January 2018. The engine parts that required an overhaul were forwarded to the Bengi workshop. engineers Bengi stocks more than 63,900 original, OEM quality spare parts suitable for the various engine makes.

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ShipBuilding Industry 223x297

2-11-17 16:14

™ÂÏ›‰· 1

A unique business platform for the global shipping industry 22,000 VISITORS 1,825 EXHIBITING COMPANIES 101 COUNTRIES Welcomed by the owners of a fleet of over 4,000 vessels

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Bengi has twelve logistic agents across the world that are able to fast forward large and heavy engine parts, as well as specialist tools and equipment.

subsequently carried out ultrasone cleaning, inspection and reconditioning of engine parts. the parts were sent back to the vessel in Italy by truck. The overhaul was finalised on location, followed by a successful sea trial. Over the past 20 years, Bengi has specialised in Wärtsilä and Hanshin. Apart from their specialism, they work with other brands like MaK, Deutz and MAN. Field engineers are supported with a huge stock of more than 63,900 original, OEM quality spare parts suitable for the various engine makes.

Bengi Stock Service

Bengi Stock Service (BSS) provides customers with parts, whenever and wherever these are required. Customers can store overhauled, re-conditioned or new spare parts in the Bengi warehouse. when participating in BSS, customers gain access to Bengi’s online stock control system. Owners are able to check and control their own stock of spare parts around the clock. This service is a very useful tool to reduce downtime due to mechanical failure of

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parts. All parts are labeled and valued. Bengi takes care of all logistics required to transfer spare parts from the warehouse to the vessel. Orders received during daytime are packed and dispatched during night shifts, ensuring spare parts are shipped within 24 hours. Transport of parts has the same priority as repairs. Bengi has twelve logistic agents across the world that are able to fast forward large and heavy engine parts and specialist tools and equipment. The same network provides a reliable and fast parcel delivery service, either by air, sea or (rail) road. Heavy and voluminous parts are packed in wooden boxes, to prevent damage during transport. All transports are handled according to the international ISPM-15 standard. i.

Bengi Bengi was established in 1995 in Spijkenisse, in the Europoort port area near Rotterdam. Bengi’s Managing Director, Ben de Kok, was a Hanshin service engineer from 1990 till 1995, travelling the world carrying out maintenance on, and repairs to, Hanshin Diesel engines. He then went on to found Bengi. Bengi has since serviced more than 350 Hanshin Diesel engines all over the world. In the workshop in Spijkenisse, the maintenance and repair of Hanshin parts including liners, covers, pistons, camshafts, cams, and many more components, is carried out. The workshop is fully equipped to recondition and machine valves, as well as valve cages and covers. All repairs and maintenance works are executed according to manufacturer’s procedures and instructions, meeting class requirements. Bengi and Aegir Marine announced a mutual strategic partnership in November 2017. By combining Aegir Marine’s expertise in propulsion services and Bengi’s specialised knowledge of marine engine repair and overhaul, the two companies provide ship owners and representatives with a full service package.

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Cr uIse Vessels & rIVer Cr uIse Vessels

Cruise Industry Overview In 2016, cruIse shIps had a total of 24.7 mIllIon passengers, the cruIse industry encompassed more than one million full-time jobs, with eur 34 billion in wages and salaries. the total output of the industry was eur 104 billion worldwide, and between 2011 and 2016, the demand for cruising increased over 20%. with a raft of new regulations, environmental factors and customer demands, the cruise industry is certainly growing, but it is also undergoing major change for the better. words by julia ZaltZman

Photo courtesy of Hapag Lloyd Cruises

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Hapag-Lloyd’s new expedition cruise sister ships, Hanseatic Inspiration and Hanseatic Nature.

ccording to research carried out by cruise Industry news magazine in august 2017, the worldwide order book totalled 89 cruise ships with deliveries scheduled between 2017 and 2026. the new generation of cruise ships currently being built averages over 100,000gt, with several thousand berths per ship. however, smaller, more luxurious ships up to 60,000gt are also in increasing demand, with a particularly strong focus on robust expedition vessels. since this type of cruise ship is generally aimed at exploring the north pole and antarctica, it needs to comply with the Imo’s new polar code, which the old vessels cannot do, so it’s unsurprising to learn that around 30 to 40 existing expedition cruise ships, generally built in the 1970s and 1980s, are soon to be replaced by newer builds. launching in june 2018, le lapérouse will be the first of french luxury expedition line ponant’s four new expedition ships – the ponant explorers – built by Vard, a norwegian subsidiary of fincantieri. at 131m in length, and with 92 staterooms, the vessel will reach some of the most remote areas of the world, offering both tropical and sub-tropical regions. in addition, ponant recently announced the launch of its new polar expedition ship due in 2021 powered by lng, making it the world’s first electric hybrid icebreaker cruise vessel. designed to carry 270 passengers, vendors for the project include the engine maker wärtsilä, electric propulsion specialist abb, icebreaker design firm aker arctic, and gtt, a supplier of storage technology for lng fuel. shipyard de hoop announced in november 2017 that the expedition cruise vessel that it is building for celebrity cruises at the lobith yard, inaugurated in may 2019, will feature a specialised design for the galapagos islands. developed in close cooperation with the client, it will be equipped with state-of-the-art and eco-friendly technology, while hapag-lloyd’s new luxury expedition ship, hanseatic inspiration – the sister ship to hanseatic nature which launches in april 2019 – will have its maiden voyage in october 2019, and is reported to have the highest ice-class rating for passenger ships. the river cruise ship market is another niche that is blossoming, in which dutch shipyards have a large share. there were 449 clIa cruise line cruise ships in 2017, and 27 new ocean, river and specialty clIa cruise line ships are scheduled to debut in 2018. with an estimated eur 23 billion and total capacity of 200,392 persons,


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MS Harmony of the Seas is an Oasis-class cruise ship built by STX France for Royal Caribbean International.

Photo courtesy of Royal Caribbean International

the 2016 order book had orders for 72 ocean and 17 river cruise vessels to be delivered between 2017 and 2026. In general, gross tonnage and capacity are increasing among clIa member vessels, with the majority of new orders being for larger vessels above 100,000gt or approximately 3,000 berths.

Chinese Market

Photo courtesy of Carnival Cruises

research carried out by the cruise lines international association (clia) shows that 27.2 million passengers are expected to cruise in 2018 (compared to 25.8 million in 2017). that is almost 10 million more than the number of cruise passengers in 2009. this mainly has to do with the increase in cruise ship popularity in asia. the cruise ship building industry remains a primarily european matter, with most cruise ships still being built at european shipyards. the chinese, however, have big ambitions in

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New ships on order (as of January 2018) Ocean

Cruise Line

ship Name

aida cruises


carnival cruise line

carnival horizon

celebrity cruises

celebrity edge celebrity flora

crystal cruises

crystal endeavor

holland america line

ms nieuw statendam

norwegian cruise line

norwegian bliss

ponant yacht cruises and expeditions

le laprouse le champlain

royal caribbean international

symphony of the seas

scenic luxury cruises and tours

scenic eclipse


seabourn ovation

tuI cruises

mein schiff 1


cruise ship building, exemplified by last year’s major business deal between carnival, fincantieri and china’s cssc. the first large chinese-built cruise ship is scheduled for delivery in 2023, with at least one sister ship following suit. expedition ships have since made their way into chinese order books too. china is investing in the cruise market heavily. In 2016, they became the second most cruising nation in the world, right after the us and before the uK. the number of chinese cruise ship passengers is rising dramatically. where 2016 saw 2.1 million chinese take a cruise, that number will have more than doubled to well over 4 million by 2020, meaning that many cruise ship builders take chinese taste and preferences into consideration.

Environmental Factors

the cruise industry is booming, but it is simultaneously under scrutiny, with

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Cruise Line

ship Name


ms amalea

american cruise lines

american song american constitution

avalon waterways

avalon saigon

amadeus by luftner

ms amadeus Queen


africa dream II ms elbe princesse II

crystal cruises

crystal debussy crystal ravel

pandaw river expeditions

sabei pandaw

riviera travel

ms robert burns

river cruises

ms douro splendour

uniworld boutique river cruise collection

s.s. beatrice

source: clIa 2018 cruise Industry outlook

environmental organisations and regulatory authorities pressing for increased sustainability. although the ways in which cruise shipping companies address these green needs differ, sustainability is a focus area for all of them. how the cruise industry chooses to advance its environmental performance with regards to wastewater e-2 discharges and air pollution is of primary concern as the cruise industry’s growth and modernisation represents an opportunity for environmental leadership within the entire maritime industry.

vessels to connect to advanced shore-based energy systems. orders are in place for the addition of 87 vessels to the cruise fleet from the period 2017 to 2026, including sixteen lng powered vessels. meyer werft and the cruising and leisure travel company carnival corporation (usa) announced a signed contract for delivery of one additional cruise ship powered 100% by lng. this new ship will be integrated in the fleet of the british cruising company p&o cruises in 2022, with the first ship of this type to be delivered to p&o cruises in 2020.

so far, the results are positive. when comparing cruise fleets with other maritime vessel types, the industry is being recognised for adopting cleaner fuels, controlling air emissions, and preparing

Vessels where keel laying began after 1 january 2016 will be required to use advanced tier iii low-emissions marine engines in the growing number of regions in which they are required. to date, no viable


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The fourth expedition cruise vessel for Australian cruise operator Coral Expeditions is expected for delivery in 2019.

There are at least 25 vessels in operation that are equipped for shore power, with many cruise lines incorporating shore power into their new vessel orders.

lng fuel retrofit option has been identified for cruise ships while underway, although the future technical possibility for this while at berth is being investigated.

Photo courtesy of Vard

Energy Efficiency

however, it’s not just new builds that are booming, it’s refits, too. exhaust gas cleaning systems (egcss), or scrubbers, are being retrofitted on at least 106 existing vessels to reduce criteria pollutant emissions to marpol annex Vi standards, and beyond, as well as being implemented on at least eighteen newly built vessels. market leader carnival has refitted 60 ships with scrubbers, with more refits still planned. innovations to enable the usage of shore power while docked are sprouting everywhere (vessels in port using shore power do not burn bunker fuel and emissions 11), while traditional lighting is being replaced by sustainable leds. norwegian encore, for example, the fourth ship in the breakaway plus class being built by meyer werft and scheduled for delivery to norwegian cruise line in 2019, has had its entire engineering focus put on energy efficiency. the vessel will be equipped with emission control systems, heat recovery systems, electric motors in the top energy efficiency class, led lighting, optimised underwater paintwork to reduce resistance and will have weight-optimised material selection. with regards to wastewater discharges, it is reported that around 26 new builds with advanced water treatments (awts) are on order, with estimates that at least 47% of newly built vessels over the next ten years will be using awts. furthermore, it is the

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Image courtesy of Norwegian Cruise Line

Artist rendering of Norwegian Encore, being built by Meyer Werft and scheduled for delivery to Norwegian Cruise Line in 2019.

voluntary use of port wastewater reception facilities by cruise ships that proves the industry is not just meeting but exceeding international and national wastewater quality standards.

Reducing Emissions

the cruise industry is a recognised leader in developing shore power to reduce at-berth emissions from cruise vessels. there are at least 25 vessels in operation that are equipped for shore power, with many cruise lines incorporating shore power into their new vessel orders. shore power is most commonly used in the us, which has at least seven ports, while canada has two ports. the chinese are currently in the process of developing two shore power ports, with a

further five terminals in the pipeline, and a number of ferry terminals in europe also use shore power, including, but not limited to, the ports of gothenburg and rotterdam. Vessels using shore power in the us can reduce air emissions of sulphur by 30%, nitrogen oxides by more than 95%, and greenhouse gas emissions by 36% depending on the renewable mix of the regional grid, however, it’s worth also noting that the growing adoption of egcss may obviate the need for shore power as vessels will be able to meet both at-berth and imo eca standards while also maintaining full control over their technology investments. interestingly, at a global level, emissions from cruise vessels are reported to comprise only a small fraction – less than 4.5% – of the total fleet-wide emissions. the third imo greenhouse gas study estimates the total co2 emissions from the cruise sector to be around 35 million tonnes compared to 800 million tonnes in 2012 for total international (excluding fishing vessels and domestic shipping) maritime co2 emissions. so, while great efforts are being made to curtail its environmental impact, it’s the follow-on effect from the wider maritime industry that will truly make a difference. i.

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Using Data to assess ship Motion Risks

Wave Predictor DURing aMple MaRitiMe opeRations, the inflUence of waves on a ships’ Motion plays a MajoR Role. sea waves that exceeD opeRational liMits can caUse hazaRDoUs sitUations anD often RestRict opeRability.

All photos and images: courtesy of Next Ocean


ave conditions could already be predicted to some extent, but predictions were never concrete enough to know exactly when and where a vessel would encounter a potentially dangerous wave. Following extensive research, Dutch company Next Ocean developed the Wave Predictor to change that fact. The onboard decision support system predicts the actual time traces of waves approaching the ship and the resulting ship motion response in real time.

Increasing Uptime and Safety

Sea waves that exceed operational limits can cause hazardous situations and often restrict operability.

The interface of the Wave Predictor consists of a traffic light and a timer. The traffic light indicates whether or not a situation is ‘workable’.

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The risk that waves pose is generally met with a statistical approach to operability: the chances of encountering a wave that exceeds operational limits are estimated, and operations are postponed during unpredictable, higher sea states. However, even in higher sea states, waves and resulting ship motions are often well below the critical value. During an operation (such as the transfer of personnel from a vessel onto a turbine), the critical phase in terms of ship motion often lasts no longer than some tens of seconds. This means the potential increase in workability and safety is huge. Research has shown that in a sea state 4, time windows of at least two minutes during which the wave height does not exceed three meters, encompass 93% of the time. To safely execute the operation, all you need to know is exactly when these time windows occur. The Wave Predictor enables crew to anticipate, to avoid critical operations during high motions and to seize a window of opportunity during predicted quiescent periods. Additionally, smaller ships can use this knowledge to their advantage and alter their heading to actively avoid dangerous waves.

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Unexploited Raw Data

The foundation for Wave Predictor was laid during the PhD research of Next Ocean’s founder, Peter Naaijen, together with the Applied Mathematics discipline group from the University of Twente in the Netherlands. The Wave Predictor bases its predictions on a combination of existing hardware on board ships and new, clever algorithms. The main input for Next Ocean’s wave prediction system comes from the ship’s navigation radar. The navigation radar on board of ships emits short, high frequency electromagnetic pulses of 9,5GHz. These pulses reflect off the ocean’s waves and are subsequently received by the antenna. The navigation radar is generally used to keep an eye on the coastline and the movements of other ships around. But the raw back-scatter data of the direction, frequency and height of waves, which it also collects by scanning the water around the vessel, remains unexploited. Next Ocean’s algorithms derive the directional wave spectrum and surface current from this raw data, without interfering with the radar’s primary function. The Wave Predictor calculates the intensity of the returned signal, in relation to the angle with which the pulses hit the sea’s surface. Higher waves have steeper


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Next Ocean is installing the system on two of Allseas’ vessels, Pioneering Spirit and Audacia.

When comparing predicted ship motions with measured ship motions, correlations between 85 and 95% were found of up to 2.5 minutes prediction time.

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Wave Predictor uses the raw back-scatter data of the ship’s navigation radar.

The Wave Predictor bases its predictions on a combination of existing hardware on board ships and new, clever algorithms.

flanks, thus causing a stronger reflective signal. The developed technology has been applied to real field data. During trials performed under different conditions near the Dutch coast and off shore near Bergen in Norway, both radar data and ship motions were recorded. The predicted ship motions were compared to the measured motions. Actual time traces of ship motions showed very high numerical and visible correlations, which means that the traces for the envelopes also showed a good comparison. Correlations between 85 and 95% were found of up to 2.5 minutes prediction time. Another future use of the Wave Predictor could be in generating wave energy more effectively. By restraining and releasing wave energy converters at exactly the right moment in relation to the incoming waves, the power output can be doubled.

Green Light Means Go

The interface of the Wave Predictor consists of a traffic light and a timer. The traffic light indicates whether or not a situation is

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Next Ocean Next Ocean is a spin-off from the Delft University of Technology. The company was founded in 2016 by Peter Naaijen and Karel Roozen. They studied Maritime Technology at Delft University of Technology, both specialising in Ship Hydromechanics. Since 2008, Naaijen’s main research focus has been deterministic wave and ship motion prediction from ship radar, which has resulted in various publications. In January 2017, Dutch Technology Foundation STW awarded Next Ocean with a take-off grant for their Wave Predictor. Next Ocean went on to win the Offshore Energy Best Innovation Award 2017 at the Offshore Energy Conference & Exhibition in October 2017. Next Ocean offers a complete hardware and software setup. The hardware can be installed and tested within one day. Various options to directly purchase or rent the device for projects are available. The company alternately provides the opportunity to use, on a consultancy basis, the raw Next Ocean algorithm’s output in one’s own wave analysis and ship motion computer models.

‘workable’. When the Wave Predictor foresees a workable window, it starts to count down until this window reaches the ship. As soon as it reaches the ship, the traffic light jumps to green. The timer starts to count down again, this time to the end of the workable window.

vessels, Pioneering Spirit and Audacia. The Wave Predictor is scheduled to become commercially available for other interested parties later in 2018. i.

The final tests were carried out at the end of January 2018. The test version of the software is currently being converted to a commercial version. Next Ocean recently delivered the system to its first customer, AllSeas, to be installed on two of their

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Photo courtesy of Stirling Design International

The expedition vessel is the first electric hybrid cruise vessel with icebreaker characteristics and dual fuel propulsion.

First Arctic LNG Vessel FINCANTIERI’S SUBSIDIARY VARD HOLDINGS LIMITED HAS SIGNED A CONTRACT WORTH APPROXIMATELY EUR 270 MILLION WITH FRENCH CRUISE COMPANY PONANT for the design and construction of a luxury polar expedition cruise vessel, with delivery planned for the second quarter of 2021.


he unique and state-of-the-art electric hybrid expedition vessel with LNG has been developed by Ponant, Stirling Design International, Aker Arctic, and Vard. She is specially designed to take passengers to polar destinations such as the geographic North Pole, the Weddell Sea, the Ross Sea, and Peter I Island. The vessel, classified as Polar Class 2, will fulfil the highest standards for environmentally-friendly and safe operations. It is the very first electric hybrid cruise vessel with icebreaker characteristics and dual fuel propulsion, featuring high-

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capacity batteries and LNG storage on board. It will also be equipped with two helicopters in in-house hangars. The expedition vessel will be about 30,000GT, 15m long, 28m wide, and have a cruise speed of 15 knots. She will accommodate 270 passengers in 135 staterooms, in addition to a crew of 180 persons.

marked the entrance of the Norwegian company in the cruise sector. Between 2010 and 2015, Vard delivered four small-sized extra-luxury cruise vessels to Ponant; Le Boreal, L’Austral, Le Soleal and Le Lyrial, all built at the shipyard in Ancona. Vard is 79.69% controlled by Fincantieri, which fully consolidates its financial results. i.

Vard has four other small-sized luxury expedition cruise vessels for Ponant in its orderbook. The acquisition of these ships

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The hull construction is built according to ICE PC6 standards, suitable for navigation in medium first year ice with old inclusions.

RossEliNis FouR-10’s REV PRojECT

As Green As it Gets A 181.6M REsEARCH AND ExPEDiTioN VEssEl (APTly NAMED REV) MAy BE THE WoRlD’s MosT ENViRoNMENTAlly-FRiENDly VEssEl WHEN lAuNCHED iN THE suMMER oF 2020. All photos: CouRTEsy oF RossEliNis FouR-10


roduction of the hull commenced in February 2018 at the VARD Tulcea in Romania, and is estimated to be completed a year later. The hull will then be towed to VARD Brattvåg in Norway for outfitting. Final outfitting of the interior is scheduled between December 2019 and May 2020, for which no location is known yet. REV is owned by Rossellinis Four-10 and designed by Espen Øino, in collaboration with

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VARD Design. REV is a case study in environmental responsibility. The vessel will be outfitted with a diesel electric engine with an additional 3MW lithium ion battery pack for peak shaving, ensuring optimum efficiency and silent running on batteries alone. Heat recovery will be employed on the main generators and the incinerator. The recovered heat will be fed back into hot water circuits and HVAC. This system will be used to generate free fresh water through an

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In addition to hosting tailored programmes for researchers from across the globe, the ship will also be available for recreational charters and expeditions.


evaporation plant (30 m3/24 hours). REV will furthermore be equipped with a high efficiency frequency-controlled research winch package with energy recovery system, so that power can be harvested on winch release and re-directed into the battery pack. The vessel is designed for global deployment. With a range of 21,120 nautical miles at 50% service load, REV can sail almost 98% of the circumference of the equator non-stop at 11 knots. The hull construction is built according to iCE PC6 standards, suitable for navigation in medium first year ice with old inclusions. The machinery is specified to iCE 1C standards. All decks on board of REV will be covered in either synthetic deck covers, or WWF FsC certified woods. REV will be outfitted with the latest lED lighting systems throughout the vessel to reduce power consumption. A ‘free cool’ system for air conditioning in sea water temperatures below ten degrees further reduces power consumption.

The overhead cranes in the main hangar for overside launching can lift and launch equipment up to 20T (such as submarines) over the side.

Committed to Clean Seas The commitment to green technology doesn’t end there. At a time when public

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Research facilities (highlighted) include laboratories, a moonpool, aft towing and trawling arrangements, and an auditorium.

SPECS Length Beam Draught Air Draught Gross Tonnage Power Class

Research equipment/systems – Multiple laboratories – Media editing suite, conference centre, 40 seat auditorium, R&D workshop – Forward sonar array – Forward air sampling snorkel with direct feed to aerosol laboratory – 2x C-Band/Ku-Band hi speed vSat terminals – 35m 15t container/deck crane – 5x hangar gantry cranes – 7.7m x 5m moonpool with LARS for AUV, ROV, CTD, submarine – 6,000m capacity umbilical winch for ROV – ROV online and offline room with pilot and co-pilot seats and controls – 15t skidding system – Eco-harvesting system for live catch – Aft towing and trawling arrangements – 2x drop keel – Underwater hydrophone system – Coring system capable of 18m long 80mm coring samples at 6,000m with 20T coring traction winch

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181.6m 22m 5m 40.05m 16,000 9.6eMW DNV-GL 1A1, E0, ICE 1C, NAUT-NAV, BIS, Clean Design Tier III, BWM-T, HELDK-SHF, SILENT-R, TMON, USPH SrTP 2x engine rooms 2x switchboard rooms 2x propulsion room Emergency bridge Emergency galley 2x fixed firefighting system Power 4x 2,400ekW Caterpillar C280-8 generators 2x 3,200kW Electric main propulsion motors with SILENT R notation 2x 4,000mm 5 blade CPP optimised for SILENT-R notation 2x 880kW controllable pitch tunnel thruster (fwd + aft) 880kW fixed pitch drop down azimuth thruster (fwd) Dynamic positioning system Max speed Sonar work Biomass sampling

17 knots 11 knots 2 knots

Tankage MGO Potable water Technical water Clean waste water Ballast water

1,050m3 370m3 240m3 340m3 1,300m3

Capacity Research Expedition Vessel

Scientists: 60 / crew: 30 Scientists: 24 / passengers: 36 / crew: 30 Guests: 36 / crew: 54 16TEU single layer / 31TEU double layer container deck 2x helipads Multiple work boats Hospital with medic cabin TV and recreational lounges, internet centre, gym

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Several laboratories will be equipped for different types of research.

REV is outfitted with an aft trawling arrangement under targa for midwater column pelagic sampling.

The auditorium has 40 seats with integrated work tops.

For longer trips, extra stores can be provided in reefer containers on deck.

awareness of plastics drifting at sea may be at an all-time high, REV is equipped to collect and melt up to five tonnes of plastic per day without harmful emissions. A hitech incinerator system allows all materials, except metal or glass, to be incinerated in an environmentally positive manner, without producing any noxious gases and limited char. Every kilogramme of waste burnt puts 110kW of thermal power back into the ship’s hot water circuits. REV will be built under DNV-GL SILENT-R notation to prevent underwater noise pollution. The vessel will use the VARD SeaQ ‘Green Pilot’ system for monitoring COx, SOx and NOx emissions, allowing the vessel to minimise its carbon footprint. To prevent cross contamination between species across ocean zones, Evac will supply REV with its Evac Complete Cleantech Solution, consisting of vacuum collection systems for sanitary waste, dry and food waste collection and treatment systems, and wastewater treatment systems, including a membrane bioreactor with nutrient removal.

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The waste water discharge system has enough capacity to treat and store waste water from 90 persons for 21 days before discharging, allowing the vessel to discharge to shore facilities, or to discharge well beyond legal requirements. REV can carry stores for 90 persons for 114 days. For longer trips, extra stores can be provided in reefer containers on deck, at 20 additional days per fully loaded container. Mini-submarines and overwater drones will enable researchers to take measurements from the atmosphere, as well as 6,000m below the sea’s surface. REV may also be chartered for pleasure cruises, the revenue from which is intended to partially fund the vessel’s scientific voyages. In addition to hosting tailored programmes for researchers from across the globe, the ship will furthermore be available for recreational charters and expeditions. This model will provide funding for further research and development activities.

Rossellinis Four-10 REV is owned by Rossellinis Four10, a wholly-owned subsidiary of TRG, the family company of Kjell Inge Røkke. Mr Røkke is a Norwegian billionaire and philanthropist, who built an empire from a single fishing trawler. He has clearly stated his desire to use his fortune to benefit society, and REV is the embodiment of these principles.


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marIne propulsIon & power generatIon

After studying the prevailing wind patterns on the vesselâ&#x20AC;&#x2122;s proposed sailing routes, C-Job created the design for the FF8500, with two larger rotor sails.

C-Job Delivers Design for Cargo vessel with rotor sails

Wind-Assisted Flettner Freighter C-Job naval arChiteCts has DelivereD the Design for a winD-assisteD general Cargo vessel to DutCh shipping Company switiJnk shipping. the 8,500Dwt vessel will be equipped with two norsepower rotor sails that will supplement the main engines, and is expected to achieve fuel savings of approximately 14%.


-Job was approached by switijnk shipping following its involvement in the european union interreg project s@il, for which C-Job developed the earlier design of a 4,500Dwt flettner freighter. C-Job designed this smaller freighter with four rotor sails; deck-mounted rotating cylinders that utilise the magnus effect to create a propulsive thrust. the magnus effect is a force that acts on a spinning body in a

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moving airstream. however, after studying the prevailing wind patterns on switijnkâ&#x20AC;&#x2122;s proposed sailing routes, C-Job decided to design a new vessel, called the ff8500, with two larger rotor sails. because the magnus effect acts perpendicularly to the direction of the airstream, the optimum wind direction for flettner vessels is at 90 degrees to the direction of sailing.

Sustainable Propulsion

the project s@il study showed C-Job that rotor sails were the most viable choice compared to other wind assisted propulsion systems. in cooperation with the finnish supplier norsepower, they concluded that two larger rotor sails would be most effective for this project, because they

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marIne propulsIon & power generatIon would yield a comparable propulsive force to four smaller units. also, with two sails, one on the bow and one on the stern, there would be no chance of wind shadows effecting performance. the rotor sails were chosen for this project because they are easy to use, safe, reasonably quiet, with no need for additional crew to handle them, and it is a cheaper investment when compared with other systems. in addition, the effectiveness of these sails has been successfully proven.

Hybrid Power

the main engines of the ff8500 have yet to be decided upon. switijnk has a well-defined vision of sustainable shipping. C-Job naval architects, who have an extensive track record on integrating mission equipment, have looked at all available options to help switijnk achieve their ambitions. space was reserved in the designs for lng engines, although whether switijnk will opt for lng engines will depend on the lng bunkering infrastructure along their sailing routes.

Testing Process

the projectâ&#x20AC;&#x2122;s next stage will consist of velocity prediction research at marin, to farsounder_ad_june.pdf



With two rotor sails, one on the bow and one on the stern, there is no chance of wind shadows effecting performance.

validate the design and quantify the fuel savings to be gained. once the investors are convinced, switijnk can take the next step and select a shipyard to build the vessel. i.

6:58 AM









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All photos: courtesy of ABB

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The benefits of the Azipod propulsion system are as relevant today as they were a quarter of a century ago; high hydrodynamic efficiency, superior manoeuvrability, space saving, low noise and vibration, and good maintainability.

GoinG AGAinst ConventionAl Wisdom

25 Years of Azipod Propulsion the Finnish vessel seili mAy not hAve the most prestiGious reputAtion, but she herAlded one oF the most exCitinG innovAtions in reCent mAritime history.


fter her conversion in December 1990, she was fitted with a propulsion system which went against conventional wisdom; the Azipod propulsion system. This humble vessel, owned by the Finnish Board of Navigation, was the starting point for a new generation of azimuthing propulsion which, over the next 25 years, would power some of the worldâ&#x20AC;&#x2122;s most complex vessels. Today, the majority of large new cruise ships and ice going vessels are fitted with Azipod propulsion units, along with large numbers of offshore and construction vessels. The rapid rise of Azipod propulsion is a story of innovation and cooperation.

Uncompromised Manoeuvrability

The development of this propulsion was a response to the demand in the maritime industry. Icebreaker owners wanted manoeuvrability without compromising on power. Cruise ships companies wanted more space

The Chinese rescue tug with the first Azipod D system.

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Azipod units ready for delivery.

ABB’s Azipod DO, a secondgeneration compact size pod series covering power range from 1.5MW to 7.5MW.

onboard for their customers, rather than for the existing shaft line propulsion. They also wanted to visit harder-to-access ports without relying on expensive tugs. And, of course, everybody was looking for more fuel-efficient technology. To find a solution, ABB worked closely with shipyards and ship owners. Only five years after the successful trial on the Seili, the first order for a cruise ship was received. New models were developed over the years, including the CRP Azipod, Azipod C, Azipod X. And the innovation continues today. The Azipod D was launched in 2015. Azipod propulsion continues to be at the heart of some of the most exciting projects in the maritime industry, such as the world’s most advanced port icebreaker, to be built by Vyborg shipyard, and the world’s first LNG powered cruise ship.

Working on Decimals

For ABB, the evolution and innovation of the Azipod propulsion will continue like it did 25 years ago. Azipod propulsion units will

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ABB’s First Azipod D Propulsion System in Operation

Azipod propulsion units will soon rack up twelve million hours of operating time, with a remarkable availability of 99.8%.

soon rack up twelve million hours of operating time, with a remarkable availability of 99.8%. And ABB is still working on those decimals. Azipod propulsion units today have a highly sophisticated condition monitoring, which helps to optimise the service intervals and gives an early indication of component wearing. The benefits of this propulsion system are as relevant today as they were a quarter of a century ago; high hydrodynamic efficiency, superior manoeuvrability, space saving, low noise and vibration, and good maintainability. Some ship owners have recorded more than 20% fuel savings compared to conventional systems, benefiting their bottom line whilst also reducing emissions. Most vessels with Azipod propulsion can be built at the same cost level as a corresponding vessel with a conventional electric propulsion system with a shaft. The pod unit – motor, shaft line, bearings, seals, and propeller in one unit – is easy to install. Due to the inherent characteristics of the electric propulsion and the gearless Azipod thruster design, noise and vibration management is simple. Ship captains have also embraced this propulsion. The millimetre precision and ease of use does away with the need for tugs, giving them full control over their vessels. Many are using ABB’s training at specialised operational centres that feature real life simulators, to learn the optimal procedures when using Azipod propulsion.

Connected Vessels

ABB’s Integrated Operations solutions are all about connected vessels – connecting ships to the HQ, to ABB’s integrated operations centre, and to a wealth of experience and data. They help ship owners and operators to optimise operations, reduce maintenance and simplify ship design. ABB offers committed, long-term

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ABB has announced that the first vessel installed with its Azipod D electric propulsion system, an 8,000kW rescue tug, has been successfully delivered to customer Guangzhou Salvage Bureau, a division of the Chinese Ministry of Transport. The vessel was built by Huangpu Wenchong Shipyard. Before delivery, the rescue tug was tested in sea trials where it exceeded design targets in bollard pull, fuel economy, manoeuvrability, and low-load performance. The Azipod D product portfolio, available across a power range from 1.5MW to 7.5MW, incorporates ground-breaking thruster technology enabling installed power savings of up to 25%, less maintenance, and significantly reduced fuel consumption and emissions. The design makes it suitable for a wide range of vessel types. The Azipod D range demonstrates ABB’s continuing drive to raise efficiency and cut lifetime running costs. The scalable Azipod D is

suitable for an even broader range of applications, when compared with earlier units. With proven reliability, lower installed power requirements, economic efficiency and reduced maintenance requirements, ABB is confident of strengthening its position as the supplier of choice for high-end thrusters. ABB (ABBN: SIX Swiss Ex) is a pioneering technology leader in electrification products, robotics and motion, industrial automation and power grids, serving customers in utilities, industry and transport & infrastructure globally. Continuing more than a 125-year history of innovation, ABB today is writing the future of industrial digitalisation, and driving the Energy and Fourth Industrial Revolutions. ABB operates in more than 100 countries with about 136,000 employees.

ABB’s new Azipod D electric propulsion system on the Chinese rescue tug.

maintenance programs, such as on-call services with professional service engineers and comprehensive spare part services. A comprehensive service network of Specialised Regional Propulsion Products service centres ensures high availability and operation at high performance with lower life cycle costs. The company also enhances operation support with remote condition analysis of Azipod propulsion units, resulting in better availability and efficiency. i.

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The Viable NexT STepS iN alTerNaTiVe FuelS

Marine Propulsion and Power iN Today’S world, Ship propulSioN iS NoT juST abouT SucceSSFul moVemeNT; iT iNcludeS uSiNg The beST mode oF propulSioN To eNSure a beTTer SaFeTy STaNdard For The mariNe ecoSySTem aloNg wiTh coST efficiency. The current use of alternative fuels and renewable energy sources within the shipping industry is still relatively low, but growing environmental legislation and concerns are driving the need to develop and apply innovative alternative power and propulsion technology for ships. words by julia ZalTZmaN


NV GL’s Energy Transition Outlook estimated that Gross World Product will grow 130% by 2050, putting huge pressure on industrial transportation, and creating significant growth for shipping. Overall, it is believed that the demand for seaborne transport will increase by 60% by 2050 with the pace of growth being highest up to 2030.

Photo courtesy of The Switch

The compact, lightweight and simple DC-Hub allows vessel generators to run at optimal efficiency, with batteries taking the strain of load changes, thus significantly reducing fuel consumption.

In 2018, fossil fuels still dominate at 82% in the form of coal, oil and gas, which is an important point for the marine industry to note seeing as most of it is transported on ships. Diesel propulsion systems remain the most commonly used, however, with world oil consumption set to peak in 2020s, gas is estimated to grow throughout the forecast period and will become the biggest energy source from 2034 onwards. The share of gas that is transported on keel is constantly increasing, driven by changing geographical patterns and energy security considerations, but it is at this time that new biofuels and new uses of oil products will develop and come to the fore for use in ship energy. Currently, non-fossil fuels only account for 18% – both renewable energy and nuclear energy (used in military shipping), but by 2050, it is predicted that non-fossil fuels will be providing 48% of fuel. In a bid to reduce

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the world’s carbon emissions, as well as reduce energy consumption, alternative energy and propulsion innovations are piquing interest.

Electric Propulsion

As the world continues to convert to electricity, and with advanced techniques in both wind and solar power, electricity’s global share of energy is set to double to 40% by 2050 – with more than a third generated in wind, and more than a third generated in solar. This makes it a highly interesting market for offshore shipping, with offshore wind predicted to produce as much energy as oil by 2050. The Switch, a global leader in advanced drive train technology, says that the maritime industry must adopt a realistic approach to the challenge of sustainable shipping, and should look to use the wealth of existing innovations and systems that have the potential to radically transform the industry’s environmental performance when used together. What ship-owners need to do is future proof new and existing vessels by making smart choices – by seeing what is available and then putting the pieces of the puzzle together. According to The Switch, there are some game-changers already on the market. Technologies that are fundamentally simple, energy efficient and can greatly reduce the life-cycle costs and emissions of the world fleet. Hybrid solutions, DC networks and permanent magnet (PM) driven contrarotating propulsors are said to be among the most compelling solutions available.

Integrating Existing Technology The Switch has three concepts that sit at the heart of its marine business. Its PM


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Keel laying ceremony of the AidaNova in 2017. AidaNova will be the first LNG powered cruise ship when she becomes operational in December.

Photo courtesy of Meyer Werft

The Switch’s PMM450. The permanent magnet machine can be used as a generator or as a motor for main propulsion.

The DC-Hub allows vessel generators to run at optimal efficiency.

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Organised by:

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marIne propulsIon & power generatIon On board Elektra, basic propulsion and energy demands are covered by batteries while it employs a fuel cell to extend the mileage even further.

Image courtesy of the EBMS department of Technical University of Berlin

shaft generators can be used to create cost-effective electricity and save fuel. Meanwhile, its compact, lightweight and simple DC-Hub allows vessel generators to run at optimal efficiency, with batteries taking the strain of load changes, thus significantly reducing fuel consumption. In addition, its DC nature allows batteries to be used as stand-by power sources, enabling generators to be switched off entirely. Fewer conversions are also needed, meaning less lost energy. The last piece in The Switch’s offering is an integrated electric propulsor, a unit that combines the hydrodynamic expertise from Steerprop with the permanent magnet motor advantages from The Switch for 3.5MW to 20MW and beyond. The units are small, easy to fit and maintain – sitting inside the vessel hull – and, thanks to the PM technology, provide increased efficiency and lower operational cost. The hydrodynamic efficiency of the propeller alone is capable of delivering up to 25% less fuel consumption than single propeller, traditional electric alternatives, while the PM motor gives optimal efficiency throughout the entire speed range.


However, The Switch is not the only company with a finger in the renewable energy pie. The expansion of renewable energies in the transportation sector requires new types of propulsion and energy supply systems for all means of

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Port-Liner’s four battery containers (E-powerboxes) are good for eighteen hours sailing time of the ship. Image courtesy of Port-Liner

transport, but it’s the transportation on inland waterways that shows enormous potential for improvement, mainly because today’s propulsion systems will not be able to comply with upcoming environmental regulations.

an innovation in the hybrid energy supply of maritime vessels. In cooperation with Berliner Hafen-und Lagerhausgesellschaft (BEHALA), the planned energy-efficient and hybrid-driven towboat was given the name Elektra.

The idea of a fully electric propeller has existed since the end of the 19th century, but professor Gerd Holbach has revived the idea of all-out electric equipment within his department, Design and Operation of Maritime Systems (EBMS) at the Technical University of Berlin. The EBMS designed a towboat that covers basic propulsion and energy demand by batteries and employs a fuel cell to extend the mileage even further. The combination of battery and fuel cell is

The Elektra demonstration project is part of RiverCell, which in turn is part of the lighthouse project e4ships within the National Innovation Program for Hydrogen and Fuel Cell Technology. Elektra has been running since July 1, 2015, but commercial operation is scheduled for the end of 2018 in Berlin’s Western Harbour. The implementation of this project makes it possible to establish a pioneering example


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marIne propulsIon & power generatIon

Becker Marine Systems has developed an advanced LNG Hybrid Barge to improve air quality at harbour cities by reducing emissions from cruise ships at port.

By 2050, it is predicted that non-fossil fuels will be providing 48% of fuel. of electric transportation – this time, on water – in Germany. Besides the reduction in fuel and noise emissions, Elektra’s hybrid energy supply can also contribute to meeting the agreed-upon Kyoto Protocol targets. Internal estimates point to an around 40% reduction in CO2 emissions in inland waterway transportation across the Berlin region.

Inland Navigation

Fuel cells like the ones used in Elektra are proof not only of the technology’s ecological benefits compared to conventional cargo ships transporting goods on inland waterways, but also of their ability to compete on the market. In December 2017, Port-Liner BV announced it had received a seven million Euro Connecting Europe Facility (CEF) subsidy from the European Commission in support of its work towards accelerating the use of electric propulsion in inland navigation. In a bid to commission the first fully electrically powered inland vessel by August 2018, Port-Liner has a series of five vessels with a length of 110m and different widths planned. The four battery containers (E-powerbox) are good for eighteen hours sailing time of the ship. Port-Liner received the CEF subsidy for the construction of the ship, but the system can also be used as retrofit in existing inland vessels and is also suitable for the use of other energy sources, such as hydrogen. According to the assessment of the European Commission, the socio-economic and environmental impact of the project is deemed to be very positive. The energy for the electric motors of the Port-Liner vessels comes from four E-power boxes, the size of 20 feet of ISO containers. Because electric motors do not need a machine room, space remains, with a cargo space 8% larger than that of comparable ships. The ships have Lloyd’s certification,

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Photo courtesy of Becker Marine

Wes Amelie during her initial LNG bunkering in Bremerhaven.

Photo courtesy of Nauticor

meet the ADN requirements, and are also prepared for unmanned sailing. They are completely built in the Netherlands, at Asto Shipyard, with Werkina handling all electrical installation. Charters have already been prepared for the planned ships, with

GVT Group of Logistics in Tilburg being among the first to use the first two ships. Barge Terminal Tilburg is part of GVT and will be the first completely ‘green terminal’ with the deployment of these zero emission vessels.

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marIne propulsIon & power generatIon many cases does not require the installation of additional process technology. Today, 118 LNG-fuelled ships are in operation, with a further 123 ships on order, and an additional 114 LNG-ready ships. The first LNG cruise ships were ordered in 2015, and Becker Marine Systems has developed an advanced LNG Hybrid Barge, an innovative solution for improving air quality at harbour cities by reducing emissions from cruise ships at port. The LNG Hybrid Barge produces significantly lower emissions than diesel engines. It has been shown to reduce CO2 emissions by 20% and NOX by 80% with no particulates or sulphur emissions whatsoever. Designed as a flexible and mobile solution, the barge supplies power to cruise ships during the summer season and is able to operate as a floating power and heat plant in the winter. Classified as a seagoing vessel, it is 76m long, 11.4m wide with a draught of 2.5m. It is equipped with modular, silently operating 7.5 MW LNG GenSet power plants fuelled by two 17 t LNG containers.

Artist rendering of Costa Smeralda, the first of two LNG powered vessels that are currently being built for Costa Cruises.

The use of innovative marine propulsion and power solutions are far reaching, with the shipping industry clearly addressing newer options from biofuels, liquid natural gas and hydrogen to batteries, fuel cells and hybrid propulsion. A wealth of alternative power is at the marine industry’s disposal, it just remains to be seen which one comes out on top.

Image courtesy of Costa Cruises

Liquefied Natural Gas (LNG)

LNG as a fuel is both a proven and available commercial solution. It offers huge advantages, especially for ships in the light of ever-tightening emission regulations. While different technologies can be used to

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Meanwhile, technology group Wärtsilä has been selected to provide a broad scope of products and solutions for a new articulated tug barge, which will be used to supply LNG fuel to cruise ships along the east coast of Florida and is seen as being an important logistics link for the growth of LNG as a marine fuel in the USA. And, the Harener Wessels shipping company is preparing for further LNG conversions following its 2017 signed letters of intent for the conversion of three units to LNG propulsion. Wes Amelie was successfully converted in September 2017, and she sails in an annual charter in the North and Baltic Sea exclusively in LNG operation.

comply with air emission limits, LNG technology is a smart way to meet existing and upcoming requirements for the main types of emissions (SOx, NOx, PM, CO2). It can also be competitive pricewise with distillate fuels and, unlike other solutions, in

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All crew on board Mercy Ships’ vessels, surgeons included, are volunteers.

Saving LiveS on a PurPoSe-BuiLt HoSPitaL SHiP

Global Mercy Seventeen miLLion PeoPLe die eacH year due to tHe Lack of Safe Surgery. tHe BeSt way to reacH tHe majority of tHem, iS By SHiP. over 80% of tHe worLd’S PoPuLation LiveS in, or around, a Port city. for tHe thousands of people in africa that do not have access to medical care or cannot afford it, a hospital ship docking in port is their best chance at health care.

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Artist’s rendering of Global Mercy (which was dubbed Atlantic Mercy in the design phase).

SPECS Length Breadth Draft Gross Tonnage Main Engines Crew Capacity Decks Building Surveyor Registered


ercy Ships is an international organisation that helps the poor by providing free medical care on board of a ship. their hospital ship, africa mercy (a converted passenger ferry), is currently serving the people of cameroon. the organisation will soon be able to double the impact of their medical aid, as their new vessel is on its way: global mercy. the 37,000gt hospital ship is under construction at china Shipbuilding industry corporation (cSic) in its tianjin Xingang Shipyard. when completed mid-2020, global mercy will be the world’s largest civilian hospital vessel. mercy Ships treats the most common medical conditions in africa. a surgery changes lives, giving people the possibility to walk, get a new face, a chance to make a living, and hope. mercy Ships also provides

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dental care, palliative care and medical training to the local population, health care workers and doctors who can pass on the knowledge.

Drawing on Experience mercy Ships has had four other ships in the past: island mercy (2001), caribbean mercy (2005), Pacific ruby (1996) and anastasis (2007). these ships are retired now because of old age. africa mercy is at present the only vessel in operation, but its medical capacity is larger than all the previous ships combined. Since the launch of africa mercy in 2007, mercy Ships has planned for another ship of equal, or greater capacity, to be added to the fleet. drawing upon over 40 years of organisational experience and over five years of specifically studying the outcomes

174m 28.6m 6.1m 37,000 4x Wärtsilä 6L32 2x ABB Azipul Pods 641 12 Tianjing Xingang Shipyard Lloyd’s Register Malta

of africa mercy in serving the people of west and central africa, the mercy Ships international Board approved a contract for the construction of a purpose-built hospital ship. global mercy will more than double the ability of mercy Ships to deliver hope and healing, while significantly increasing capacity-building and training potential. global mercy, whose keel was laid in december 2016, is currently being built to significantly increase mercy Ships’ medical care, as well as fulfil their capacity-building and training potential.

Global Collaboration the new ship represents a global collaboration. the vessel is being constructed at cSic in china, with project management by Stena roro (Sweden) and construction design by deltamarin (finland).


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The 37,000gt hospital ship is currently under construction at China Shipbuilding Industry Corporation (CSIC) in its Tianjin Xingang Shipyard.

Mercy Ships the dream of mercy Ships began in 1964. as hurricane cleo raged over the Bahamas, nineteen-year-old don Stephens sought shelter from the storm. He overheard a young girlâ&#x20AC;&#x2122;s prayer of a hospital ship for the poor. that prayer became the dream he would pursue. thirteen years later, his dream came to fruition with the purchase of the anastasis, the first ship in the mercy Ships fleet. forty years later, the hospital ships of mercy Ships have visited over 590 ports in 74 countries. the organisation has reached over 2,5 million underprivileged people, and over 90.000 surgeries have been performed on board. mercy Ships has sixteen offices worldwide. one of the largest offices is located in the city of rotterdam. from their warehouse in the ridderkerkstraat, mercy Ships Holland delivers technical equipment, food, and many other materials needed on the africa mercy. mercy Ships Holland also contributes to the recruitment of volunteers and donators to make the surgeries possible. in light of social responsibility, ample maritime companies partner with mercy Ships to build multi-year relationships.

Six year old Maurinho, before and after receiving surgery on board Africa Mercy.

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the entire crew on board of mercy Ships vessels consists of volunteers. from engineers to surgeons, from housekeepers to captains, from cooks to dental assistants. volunteer crew comes from over forty different countries. Some come on board for a few months, others volunteer for several years. each year, about 100 people from the netherlands volunteer onboard.

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The power production system is designed to ensure power supply for the hospital functions. the french ship brokerage company Barry rogliano Salles (BrS) was instrumental in assisting with the contract negotiation. the new ship will be surveyed by Lloyd’s register (uk), and flagged by malta. global mercy will be capable of serving anywhere in the world, and will initially be deployed on the african continent. the building process includes up to sixteen months of detailed design work, construction of the hull and installation of machinery systems, outfitting the accommodation decks/hospital, extensive testing and trials prior to delivery from shipyard, installation of additional medical equipment and general supplies, and further testing prior to deployment. the hull shape will be optimised for easy manoeuvrability.

as well as an energy saving azipod c electrical propulsion system, which provides a high level of manoeuvrability, reliability, and passenger comfort due to minimal vibration. the power production system on board global mercy is designed to ensure power supply for the hospital functions in any possible fault situation. the ventilation system was specifically designed to add to patients’ comfort on board. the aBB power and propulsion plant will be supported by a remote diagnostics system and around-theclock telephone assistance to ensure uninterrupted operations. the vessel will be fitted with a deck crane to lift cars, which can be deployed for patient transports on land.

the hospital vessel will feature complete electrical power and propulsion systems from aBB, allowing the vessel to cruise at a maximum speed of twelve knots. it will be equipped with four medium-speed diesel engines, waste heat boilers, and silencers. to be certified as a passenger vessel, global mercy will be fitted with a pair of aBB’s azipod c propulsion units. the main electrical power plant will be included,

the hospital covers most of decks 3 and 4 – approximately 7,000m2 containing supply services, six operating rooms, 102 acute care beds, seven icu/isolation beds and an additional 90 self-care beds. the hospital area includes dedicated classroom/ conference spaces, as well as simulator labs for more effective training. all pre-operative and post-operative work can be performed on board rather than ashore, which

Built to Care

minimises the mercy Ships’ footprint when operating in busy ports. the new ship will more than double the annual medical capacity, and is designed to carry out a wide range of surgeries including, maxillofacial and reconstructive surgery, tumour removal, cleft lip and palate repair, plastics, orthopaedic surgery, cataract removal, and obstetric fistula repair. the global mercy will have meeting and work spaces with numerous design considerations, based upon prior operating experience and crew feedback. the ship incorporates the latest comprehensive technology for crew safety and security. it will provide accommodation for 641 people, including crew and medical staff on board. the ship’s services are designed to handle up to 950 people when the hospital is in operation, including additional day-crew such as translators and cooks. i.

Mercy Ships’ current hospital ship, Africa Mercy, has been in operation for over ten years.

The Global Mercy will be capable of serving anywhere in the world and will initially be deployed on the African continent.

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Ride the Wave of the Future

All photos: courtesy of SES

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CHIEF DIGITAL OFFICER. CHIEF TECHNOLOGY OFFICER. VICE PRESIDENT OF IT & TRANSFORMATIONS. CHIEF INFORMATION OFFICER. THESE ARE not new titles, but only a few years ago such titles in the maritime world would have been greeted with some quizzical looks.


J After substantial R&D, SES launched a new type of high-throughput satellite that quadrupled connection speeds for Royal Caribbean.

ob scopes with the explicit aim of driving digital transformation are nowadays rarely viewed as extraordinary, yet they provide a reminder of a relatively short chronological timeline that reflects the pace of change now commonplace and expectations of all things digital in the industry.

Demands for Satellite Connectivity

Much of a CTO or CIO’s time working in shipping is spent seeking better onshore accessibility to data generated on board a vessel, in order to improve crew welfare, deliver optimised fleet management and vessel operational efficiency, or to reduce the timeconsuming need to meet regulatory compliance. In the cruise market, there is however one other important group demanding more digital connectivity on board the vessel itself: the passengers. Their demands for satellite connectivity are exponentially increasing – with data that is secure, optimised and accessible at speeds that guests are accustomed to onshore. Such connectivity is therefore quickly becoming a crucial differentiator in attracting passengers among the key cruise lines. Bridging the gap between the expectations for high-speed connectivity and practice takes time. The first step is ensuring that the infrastructure is future-ready.

Live on Board

In September 2017, cruise company Carnival Corporation announced its new

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connectivity service, MedallionNet Program, enabled by SES Networks. The SES satellite network, managed services, antenna and shipboard technology provide what Carnival Corporation described as reliable broadband connectivity at sea. To deliver this unparalleled experience, Carnival’s Regal Princess will have 7,000 sensors across the ship’s nineteen decks, with swift and reliable connectivity crucial to its smooth functioning and flawless execution. For this level of connectivity, open and transparent communication is required between the shipbuilder’s naval architects, the ship owner, and their suppliers. In recent years, 4D planning and ship assembly optimisation have been adopted, with construction planning and execution through digital simulations and virtual environments to synthesise the information available about the ship in a digital world. However, to ensure that build progress is maintained – for example, by identifying clashes and other negative impacts of re-sequencing well in advance – all parties need to be aligned in understanding the limits and capabilities of each other’s equipment; working together to ensure their harmonious interaction. Similarly, when Royal Caribbean Cruises introduced its smart ships – vessels that offer cocktail-mixing robots, RFIDpowered wristbands, and mobile apps – they turned to SES Networks to help them deliver this, as the centrepiece of these technology upgrades is enhanced connectivity. After substantial R&D, SES


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NAVCOM and the Middle East and SES-14 will deliver broadband over the Atlantic Ocean and the Caribbean Sea, as well as four O3b satellites that will provide unique low latency connectivity needed for many new age applications.

The Next Step

Photo courtesy of SES

SES-12 will provide spot beams of Ku-band over Asia and the Middle East.

Photo courtesy of SES

SES-14 will deliver broadband over the Atlantic Ocean and the Caribbean Sea.

launched a new type of high-throughput satellite that quadrupled connection speeds for Royal Caribbean; an unprecedented customer experience for the cruise market. Enhanced relationship building also brings additional opportunities for manufacturers and operators to improve performance. SES Networks believes forging new partnerships between communications providers, ship owners and operators can unlock unlimited new possibilities for the application of satellite data to predict and manage vessel performance. From route selection to ballast positioning, there is an abundance of opportunities for pinpoint targeting with better data. Doing this requires a manageable and robust platform. SES Maritime+ Managed Connectivity Service is a fast and simple way to bring connectivity to any vessel, anywhere. This managed

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mobility service enables any maritime vessel to roam with seamless connectivity, anywhere in the world. It provides powerful global two-way broadband connectivity for internet access, voice, monitoring and tracking capabilities, so vessels, passengers and crew are always connected. The intricate working of VSAT does not need to be fully understood to appreciate that exponential growth in capacity requires the support of reliable, high-performing and scalable satellite infrastructure to transmit and receive data. This is essential to enable connectivity solutions to input into big data solutions. Indeed, today almost every form of communications worldwide travels via satellite for part of its journey. In 2018 alone, SES Networks will launch six new high-throughput satellites. SES-12 will provide spot beams of Ku-band over Asia

In 1840, it was the height of luxury when Cunard brought a cow on board the Britannia to supply fresh milk to the passengers on its 14-day Transatlantic crossing. In 2018, expectations of what constitutes luxury have changed somewhat. Cruise guests no longer deem high-speed connectivity as a luxury, but a necessity where passengers expect to be able to stream video, update their social media, WhatsApp with family and friends back home, and share their holiday memories at the touch of a button from every corner of the globe. Cruising is a break from the normality of everyday life, yet passengers still expect to access technology as they do at home – most notably, staying connected to the outside world. This is not an easy feat when you are hundreds of miles from land. Especially when you consider that according to DNV GL, the maritime VSAT network has nearly doubled in the last two years, from 8.7 gigabits per second (Gbps) to 16.5Gbps. If this trend continues – and there is no reason to assume otherwise – this capacity will reach 217Gbps by 2025. As we have learned in shipping, the chronological timeline is not lengthy. Unprecedented growth that requires smart thinking to ensure we all benefit from the opportunity that digitalised satellite communication brings. Integrating network solutions powered by the highest performing MEO & GEO satellites is the first step in realising that ambition. SES Networks has this unique mix of satellite-based technology. From the destinations to the amenity: customisation has become a choice for all that is no longer merely aspirational. i.

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people Tomas Michelsson

Jan Pieter Klaver

Anders Holme

Roxanne Mulders



Chief Technology Officer

Maroff Sales & Services

appointment at

appointment at

appointment at

kenz figee


appointment at

evac group

Evac Group has appointed Tomas Michelsson as President, Offshore and Merchant Vessel Business, effective as per January 8, 2018. The Offshore and Merchant business area is one of the four business areas at Evac, and it encompasses the following customer groups: Ropax vessels and ferries – Yachts – Cargo vessels – Work boats and special vessels – Navy and coast guard vessels – Offshore vessels and platforms.

MeeMaken BV, the participation company and investment fund that became owner of Dutch offshore crane supplier Kenz Figee Group in 2016, has appointed Jan Pieter Klaver as new CEO of Kenz Figee Group. Mr Klaver worked at Heerema for 26 years in a variety of positions, working at the former Norwegian yard of Heerema and at Dockwise, amongst others. Mr Klaver will invest in the company by taking over 20% of MeeMaken BV shares.

E-navigation specialist Navtor has appointed Anders Holme for the role of Chief Technology Officer. Mr Holme is a veteran of many companies including IBM, NOV, Aker Solutions and Lyse. He will enhance Navtor with a wealth of business and software expertise, allowing consolidation and expansion in its leading position in the delivery of innovative navigation solutions.

Nicoverken Marine Services has appointed Roxanna Mulders as Maroff Sales & Service. Ms Mulders is a certified Maritime Officer, with training on Maersk and Holland America Line. She holds a bachelor’s degree in Maritime Operations. She previously worked at Holland America Line as a fourth engineer on cruise ships. During that period, Ms Mulders also did a ship management course and earned her COC for chief engineer (limited).

Raymond van Wouwen

Steve Paulsen

Phil Jarvis

Ed Dudson

Sales Manager


Global Sales Director

Managing Director (UK)


appointments at

appointment at

appointment at

pg fLow soLutions

HtL group

appointment at


Raymond van Wouwe was appointed as Sales Manager for Nicoverken Marine Services. Mr van Wouwe has a bachelor’s degree in mechanical engineering, with a minor study in Sales and Account Management. He followed an internship at Huisman Equipment BV as Trainee Sales Engineer for the cranes department. This internship confirmed his ambition to work in technical sales.

Liquid handling and pump specialist PG Flow Solutions has promoted Chief Operating Officer (COO) Steve Paulsen to the role of Chief Executive Officer (CEO). Mr Paulsen succeeds Roy Norum, who moves into his favoured role as Executive Vice President Sales & Business Development, overseeing the group’s sales, marketing and business development activities worldwide.

Controlled Bolting OEM, HTL Group are pleased to welcome Phil Jarvis as Global Sales Director. Joining HTL Group from within the industry, Mr Jarvis brings with him fifteen years of experience in the bolting sector and vast global distribution expertise. He began his career with Hydratight in 2002, and has over the course of his career held various Sales and Engineering Management roles, achieving his Chartered Mechanical Engineer status in 2009.

Incat Crowther is pleased to confirm Ed Dudson as Managing Director of its UK business, and as board member contributing to overall business direction. With more than 25 years of experience in the design and construction of high performance vessels including fast ferries, wind farm vessels, offshore vessels and patrol boats, his capability, reputation, and integrity are a natural addition to the Incat Crowther brand.

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outfitters Lankhorst Ropes Introduces Lankonect

Straightpoint Launches CableSafe Straightpoint (SP) has launched CableSafe, designed for measuring synthetic rope tension. Monitoring line pull forces ensures that they do not exceed certain limits, which serves as an additional safety measure. The product can be connected to the manufacturer’s new Bluetooth app. It also has two user-friendly release pins for rope installation, and offers an outdoor rating of IP67/NEMA6. The product is suited for use with winch pulls and trailers, pulling fibre optic leader cable, cranes, offshore rescue and retrieval, and capstan load monitoring. CableSafe is closely related to SP’s other tension meter, the Running Line Dynamometer (or TIMH), which has been further enhanced. The capacity of TIMH’s standard range has increased from 80t to 150t. The larger unit can accommodate a 52 to 89mm wire rope. TIMH now measures pay in/ out directions and speed, in addition to tension and lineout. i.

A typical towline configuration consists of a main towing line with a forerunner and perhaps a stretcher, as well as a cow hitch or connector hardware. This configuration is time-consuming, and includes the risk of breaking the costly main line and forerunner due to overloading. Lankonect, introduced by maritime ropes supplier Lankhorst Ropes, removes the need for a cow hitch knot or hardware. It also allows tug operators to set a calculated breaking force for the towline configuration. Lankonect minimises the chance of damage to components such as the towing bit, winch and the other lines in the towing configuration. By allowing a variable calculated breaking force to be set for the towline, the Lankonect can be either the strongest connection, or a calculated weak link in a towing configuration. i.

New Cable Carrier from Kabelschlepp Metool Kabelschlepp Metool has launched the TKK series, a new cable carrier for small installation spaces in harsh operation conditions. TKK39 is dirt-repellent and extremely solid, while remaining light and compact. It was specifically designed for lifting devices, areal lifts and platforms. This cable carrier delivers particularly high torsional rigidity and supports long unsupported travel of up to 5m. The space-saving design of the TKK39 resulted in an installation height of just 142mm. The energy chain can be used both when self-supported and gliding. It supports speeds of up to 3m/s, and accelerations of 9m/s2. Short steel connecting elements allow for an easy installation – they are directly bolted onto the console or support. Apart from chain links made entirely of plastic, Kabelschlepp Metool also offers hybrid chains with aluminium stays and steel chains. i.

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outfitters Vetus Launches Bow Pro Bow Thrusters Series

New Tritex Drone Thickness Gauge

Vetus recently launched its new Bow Pro series, consisting of seven brushless, maintenancefree bow thrusters. The new bow thrusters are fitted with proven induction technology, resulting in unlimited run-time with minimal noise output. The induction motor is controlled by the Vetus MCV motor controller, which can handle both 12V and 24V input. The Bow Pro thrusters can be controlled by one of the two new proportional Vetus CAN BUS control panels, high-end joysticks that feature a lockfunction. The Bow Pro thrusters are backwards compatible to replace existing Vetus bow thrusters, as the motor will fit most Vetus version C and D tailpieces. This allows the boat to stay in the water during replacement. i.

Huisman Prints Offshore Crane Hook in 3D The world’s first 3D printed offshore crane hook, manufactured by Huisman, has successfully passed its load test (80mt), and all associated quality control checks according to the strictest criteria. Huisman actively employs the 3D printing technique ‘Wire & Arc Additive Manufacturing’ (WAAM) to produce mid-size to large components with high grade tensile steel, including a large 4-prong hook, with a printed weight close to 1,000kg. An important benefit is the significant reduction in delivery time at a cost that competes with forgings and castings, and a more consistent level of quality. The positive WAAM test results enable Huisman to manufacture reliable components that were physically impossible or commercially infeasible before. Huisman aims to further improve the WAAM process by reducing the cost price, and increasing manufacturing capabilities up to 2,500kg printed weight. i.

Tritex NDT has launched a new ultrasonic metal thickness gauge, specifically designed for mounting onto drones for high level inspections. The Multigauge 6000 Drone Thickness Gauge OEM uses multiple echo to completely ignore coatings up to 20mm thick. The single crystal probe with IPR ensures accurate readings on curved surfaces, such as storage tanks and pipelines. Remaining metal thickness and corrosion levels can be quickly and easily checked without scaffolding or rope access. The gauge transmits real time measurements wirelessly up to a distance of 500m using its integrated RF transmitter. The readings are displayed and stored on dedicated communicator software in templates in a grid or string format. The gauge weighs just 45 grams. The plastic probe weighs only 15 grams, and accepts an input of 8Vdc – 35Vdc. i.

Capturing Rudder and Propeller Positions

Camille Bauer Metrawatt AG recently introduced KINAX WT720, an angular position transducer for capturing the position of ships’ rudders or propellers. The robust absolute encoder is ideal for use in harsh environments. It uses a contactless and maintenance-free capacitive measurement technique. KINAX WT720 converts the angular position of the rudder or propeller into an electric signal (4-20mA). This ensures optimum signal quality and extremely high reproducibility. The overall robustness of the angular position sensor ensures long service life, which was confirmed by an independent test institution that calculated the MTBF according to EN/IEC 61709/SN29500 at almost three million hours. The KINAX WT720 angular position sensor is directly connected to the rudder drive via rods and a coupling system. The electrical connection uses 2-wire technology. i.

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AncoferWAldrAm SteelplAteS Bv P.O. Box 190 4900 AD Oosterhout, The Netherlands t +31 (0)162 491500 f +31 (0)162 429806 e I Over 100,000 tons of quality heavy steel plates in stock AncoferWaldram Steelplates B.V. (AWS) is a stockholding wholesaler and steel service center, specializing in the supply of hot-rolled heavy carbon steel (quarto) plates, and profiled parts for more than 40 years now. Over the years, AWS has developed into a business that sets the standard for its industry. Plates from stock or profiled parts The choice is yours! It is the combination of comprehensive stocks of over 100,000 tons of heavy carbon steel plates plus the sophisticated profiling plant that gives AWS a decisive lead in experience, product range and customer service.

Art4 technIcAl SyStemS Bv Nieuwegracht 9-11 3763 LP Soest – The Netherlands t +31 (0)35 582 2468 f +31 (0)35 642 4860 e I contact: Mr Paul Schraven Art4 Technical Systems BV is an independent Dutch company. We design, build and deliver fully turnkey solutions for hydraulic and electrical systems for customers worldwide.Our clients use the hydraulic and electrical systems for various end products such as:Mobile drives, transport conveyers, winch drivers, jack up platforms, cranes, both on-shore and off shore, a-frames, special equipment, fairground attractions.The systems can be custom built to fit the specifications of the product they are used for.

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crAmm hlS Bv PO Box 186 9100 AD Dokkum, The Netherlands t +31 (0)88 457 0457 f +31 (0)88 457 0458 e I contact: Paul Boelens Cramm HLS BV is a sister company of Cramm Yachting Systems (www. Cramm HLS deliveres equipment for safe and secure landing and handling of helicopters. One of the products is the helicopter landing grid (, which is used for safe landing in rough conditions. Besides this also Helicopter moving systems and the delivery of hangardoors are in the delivery-package. After 60 year anniversery we are proud to use: quality based on experience.

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

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

geBhArd electro Innovatiepark 14, 4906 AA Oosterhout PB 61, 4900 AB Oosterhout The Netherlands t +31 (0)162 452 888 f +31 (0)162 433 761 e I contact: Ton Versluis / Richard van de Wiel Gebhard Electro is a globally operating company specialised in the design, production, installation and maintenance of electrical systems for the maritime shipping industry. We collaborate with leading shipyards on every continent. Gebhard Electro has been specialised in the high-tech world of shipbuilding

since 1946. Our activities vary greatly: from just one specific task to the execution of entire projects or the management and co-ordination of all activities of all participating contractors. From our own facility in China we are in a position to deliver at competitive rates. Gebhard Electro, your one-stopshop for development / engineering / production / installation / repair service

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

Pantone 299

Black K=100%

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

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

huBel mArIne B.v. Karel Doormanweg 5, 2nd Floor 3115 JD Schiedam P.O. Box 3219 3003 AE Rotterdam, The Netherlands t +31 (0)10 458 7338 w w w. s h i p b u i l d i n g -i n d u s tr y. e u

28-02-18 13:26


f +31 (0)10 458 7662 e I twitter: HubelMarine contact: Mr Erik A. de Koning m +31 (0)6 53724457 Hubel Marine is a full-service firm for advice regarding Vessel Registration, Mortgage Registration, Seafarer Endorsements and Technical Flag State matters. We represent the flags of Panama, Belize and St.Kitts & Nevis. We are fully authorised to perform Safety Surveys and issue Statutory & Class Certification including ISM, ISPS and MLC audits. We provide services for any type or tonnage of vessel worldwide.

Distributor, 24/7 service & spare parts agent of marine equipment. In our programme there are stainless steel marine pipes and drains, filtration, anti-fouling & cathodic protection, reverse osmosis desalinators (water makers), wastewater treatment, vacuum sanitary systems for yachts, deck equipment (doors & hatches) and watertight sliding door systems. Our Ship Repair department is specialised in the overhaul of all types of main and auxiliary engines, including attachments i.e. governors, turbochargers, fuel equipment and the sales of spare parts and engines. We are capable of crankshaft grinding. Our service is 24/7 worldwide!

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

pIenIng propeller Am Altendeich 83 D-25348 Glueckstadt, Germany t +49 (0)4124 9168-0 f +49 (0)4124 3716 e I contact: Mathias Pein Noise reduction relies upon the quiet operation of a yacht´s propulsion system. Piening Propeller fulfils its briefs in: Consideration of all hydrodynamic aspects during the design and an accurate manufacturing of propellers and shafts. The company is approved by all common classification societies. Repairs and adjustments of propellers are done with the same care as new builds. Piening Propellers scope of supply includes: Propellers from 500 mm upwards Shafts up to a several length of 12,000 mm Sterntubes with sealings and bearings Gearboxes type ZF

RBi Marine Consultancy provides full-service 24/7 worldwide. This is the core of our business. We advise, manage and carry out projects with expertise and experience; a result of years in supporting the Marine industry both locally and internationally. Our business conduct inspection, surveying, new-build, repairs, refurbishment, regular maintenance, fleet management, site management, owner representative, and of course project management. Our network contains more than just that. Together with established partners we provide delivery of genuine marine parts, blasting and painting, welders, fitters and sorts of craftsmen. For more details please call us or view our website:

WInel B.v. P.O. Box 70 9400 AB Assen, The Netherlands t +31 (0)592 366 060 f +31 (0)592 312 392 e I contact: Bert Knijp Since its foundation in 1956, Winel has grown into a leading global supplier of high quality products and services tot the world’s maritime industry. An experienced team of specialists offer a wide range of doors, hatches, platforms, tank venting systems and special engineered products. Winel’s strength is offering a complete in-house service package which includes 3D design, engineering, testing, manufacturing, assembly, project management, support & logistic services.

g.J.WortelBoer Jr. B.v. Quarantaineweg 5, 3089 KP Rotterdam P.O. Box 5003, 3008 AA Rotterdam Harbournr: 2637 The Netherlands t +31 (0)10 429 2222 f +31 (0)10 429 6459 e I Every now and then anchors and chains must be replaced, so we understand your need for quality and speedy delivery. Wortelboer has what you are looking for. Our enormous stock of anchors and chain cables of all sizes and diameters in both our Rotterdam and China ports gives you the certainty that we can deliver the required materials very quickly and to any port in the world! All our materials are approved by any of the well-known class societies such as LRS, BV, RINA, DNV/GL, ABS and RMRS. Do you have problems with finding the right anchors? Could you use a hand while fitting anchors and chain cables aboard your vessel? We are more than happy to help you with it. Wortelboer has been a reliable partner in the shipping industry for more than 50 years. And that is why our customers keep coming back for more. Do you need anchors and chain cables? Come to WORTELBOER.

Next Issue nIcoverKen mArIne ServIceS Bv Algerastraat 20 3125 BS Schiedam, The Netherlands t +31 (0)10 238 0999 f +31 (0)10 238 0988 e I contact: Jacco Vermunt www.s h i p b u i l d i n g -industr

rBI mArIne conSultAncy De Ruyterstraat 62 4335 GN Middelburg The Netherlands t +31 (0)6 190 358 20 e I contact: Ruud Bimmel

Main Themes – – – –

Posidonia Athens Workboats, Tugs & Service Vessels Ballast Water & Emissions Ship Refit, Repair & Maintenance


Copy deadline Advertisement deadline

Please contact us for availability 5 April 2018

Subjects can be changed without prior notice.

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word on the sea

Yellow & Finch Publishers’ Marco Geels

Undivided Attention and NMT (Netherlands Maritime Technology). So here we are in 2018, launching Both receptions were very well organised the first issue of ShipBuilding at unique locations, and attended by many Industry in of this year! 2018 interesting people from the industry. marks the twelfth anniversary of Please let me remind you that in our next Shipbuilding Industry magazine. issue, we will offer exclusive exposure business As always, our goal is to keep our 2018 marks the opportunities for Posidonia Athens 2018, with readers up-to-date with current twelfth anniversary of a bonus distribution at the Posidonia 2018 events in the world of shipbuilding. trade show. Other themes in this issue will This year, we will be showcasing ShipBuilding Industry include Ship Refit, Repair & Maintenance, launches of new marine products, magazine. Ballast Water & Emissions and Workboats, projects, and developments, just Tugs & Service Vessels. Let us capture the as we have been doing over the undivided attention of your existing and potential business past eleven years. We will continue to publish the latest relations. innovations in following issues, so please do not hesitate to Together with my colleagues, I am more than happy to assist contact us about sharing your news. you with, and advise you on, your marketing communication January is the traditional month of drinks & bites. We needs. attended the Beachcombers’ New Year’s reception at the If you would like to receive more information for your 2018 new location of Radio Holland. Paul Smulders, CEO of Radio media plan, you can download our Media Kit 2018 from our Holland, opened the festive ceremony with words of welcome. website, or just contact me. We subsequently enjoyed a superb buffet, and raised a glass to 2018. I would like to thank Beachcombers and Radio Marco Geels Holland for this celebratory New Year’s event. The Yellow & Finch team also attended the New Year’s reception of the IRO

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hybrid marine


27 / 28 / 29 JUNE 2018



Marine Maintenance World Expo, the global exhibition dedicated to vessel maintenance and repair technologies and services




Full logistical services and worldwide deliveries for among others cruise and passenger vessels. • Grade A, D, AH36, DH36, EH36 + Z-test • 3 - 200 mm plates • Deep and wide stock Plates, Bulb Flats and Profiles with 3.2 certificate • Supply chain integrator for just-in-time deliveries of the full scope. From 4 – 7 September 2018 we attend the SMM fair in Hamburg #Hall 7

w w w. El e ct ric an d H y b ri d Mari neWo r l d E xp o .c o m

Avelingen-Oost 5 | 4202 MN Gorinchem | Tel.: +31 (0)183 633 788 | Fax.: +31 (0) 183 633 427 | |




SB I VOL. 12 ISSUE 1 | 2018

ShipBuilding i n d u s t r y

M A R I N E P R O P U L S I O N & P O W E R G E N E R AT I O N


SBI 2018 | VOLUME 12 | ISSUE 1


Alternative Fuels


Innovative Technologies outlook 2018

Predicting the Waves NAVCOM

ShipBuilding Industry 2018 Issue 1  
ShipBuilding Industry 2018 Issue 1