ShipBuilding Industry, Vol.8 No.3 by Yellow & Finch Publishers

N IO AT M TO AU

ShipBuilding &

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SBI 2014 | VOLUME 8 | ISSUE 3

SB I VOL. 8 ISSUE 3 | 2014

i n d u s t r y

DENMARK

OBLIQUE ICE BREAKER

NEW GENERATION HULL DESIGN SHIPBUILDING-INDUSTRY.EU

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Danish Design THREE INNOVATIVE VESSELS

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Publisher’s

note

Danish Blue DON’T WORRY, THIS PUBLISHER’S NOTE IS NOT ABOUT THE STRONG, BLUE-VEINED CHEESE FROM DENMARK. NEITHER IS IT ABOUT THE DANISH ‘BIG BLUE’ MAERSK LINE. IT’S ABOUT THE IMPACT OF BLUE DENMARK – THE DANISH MARITIME cluster of international shipbuilding, ship design and naval architecture. The maritime industry is the second largest industry in Denmark based on currency earnings. The industry offers solutions customised to specific requirements and has become famous for quality products and innovative technology. The country is a driving force for the industry, being home to some very large shipping companies and some top-class naval architects and suppliers. Denmark’s influence on the international shipbuilding industry is made plentifully clear in this issue: OSK ShipTech have designed a vessel to operate the EU’s first ever domestic ferry route powered by LNG (pg 38). Knud E Hansen won this year’s ShipPax award at the 12th Annual Ferry Shipping Conference with the design of RoRo vessel Bahri Abha (pg 44). The vessel is notable for her fast and flexible loading and unloading capabilities. Both ship designs demonstrate a progressive approach that hints at the future of European shipbuilding. Speaking of the future, Denmark has been outspoken in its promotion of reduced NOX emission regulations in the North and Baltic seas by 2016. One of the world’s largest shipping companies, Maersk Line, has been trialling NOX reduction technology on board two of its vessels (pg 34). We also look at the building of a fishing vessel at Karstensens (pg 14) that combines centuries of local industrial experience with the most up-to-the-minute propulsion technology for efficient, environmentally friendly performance.

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

Last but not least, in October Denmark will host a major new event for the global maritime industry – Danish Maritime Fair which goes along with the Danish Maritime Days. It will bring together a broad spectrum of leaders from across the industry with the objective to find new solutions to the most important challenges facing the industry today and in the future. And just to stick to the colour as mentioned in the headline: A Blue Innovation Camp will be an integrated part of the event providing the opportunity to see live innovation. Enjoy the issue!

DENNIS VINKOERT

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

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World Leading Experience in Flow Control

ShipBuilding i n d u s t r y

CHARLES VAN DEN OOSTERKAMP Chief Executive Officer

DENNIS VINKOERT Publisher & Executive Editor

charles@ynfpublishers.com

dennis@ynfpublishers.com

NATHALIE GEELS-VINKOERT Chief Financial Officer

MARCO GEELS Chief Commercial Officer

nathalie@ynfpublishers.com

marco@ynfpublishers.com

EDITORIAL

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JOHN GAULDIE Managing Editor john@ynfpublishers.com

ROB VAN AKKEREN Business Development Manager rob@ynfpublishers.com

BEN LITTLER Editor

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Pres. Rooseveltlaan 739 4383 NG Vlissingen, The Netherlands | T: +31 118 473 398 E: info@ynfpublishers.com | F: +31 118 461 150 | I: ynfpublishers.com Copyright & Disclaimer ShipBuilding Industry is owned and published by Yellow & Finch Publishers. The publisher, authors and contributors reserve their rights in regards to copyright of their work. No part of this work covered by the copyright may be reproduced or copied in any form or by any means without the written consent of the publisher. No person, organization or party should rely or on any way act upon any part of the contents of this publication whether that information is sourced from the website, magazine or related product without first obtaining the advice of a fully qualified person. This magazine and its related website and products are sold and distributed on the terms and condition that: – The publisher, contributors, editors and related parties are not responsible in any way for the actions or results taken any person, organisation or any party on basis of reading information, stories or contributions in this publication, website or related product. – The publisher, contributors and related parties are not engaged in providing legal, financial or professional advice or services. The publisher, contributors, editors and consultants disclaim any and all liability and responsibility to any person or party, be they a purchaser, reader, advertiser or consumer of this publication or not in regards to the consequences and outcomes of anything done or omitted being in reliance whether partly or solely on the contents of this publication ands related website and products. – The publisher, editors, contributors and related parties shall have no responsibility for any action or omission by any other contributor, consultant, editor or related party. Yellow & Finch Publishers is a member of the Netherlands’ Industrial Press Association (VIP). ISSN: 1875-0168

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

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contents SBI

ISSUE 3

SHIP REPORT

10 Polar Onyx – Ceona’s Fleet Development

2014

18 Breaking the Ice – New Generation Oblique Hull

NAVAL ARCHITECTURE & DESIGN

14 Green Powered Design – Building a Modern Trawler 29 Game Changer – Unique Drilling Vessel 38 Forward Thinking – EU’s First LNG Ferry 44 Rethinking the RoRo – Award-winning Flexibility

10 44

REFIT, REPAIR & CONVERSION

22 Ice Injection – Heinzmann’s Rail Retrofit

58 Get into the Groove – Refit with Mechanical Pipe-Joints SHIPBOARD AUTOMATION & MARINE ELECTRONICS

25 Team Work – Electrical Installation for Seven Waves 40 A Logical Choice – Energy Efficiency Monitoring 54 Hybrid Power – Efficiency for Icelandic PSVs

SHIPBUILDING TECHNOLOGY

26 Self Contained – Damen’s Ballast Water Treatment 30 Scrubbing Up Well – SOx Regulations Drive Solutions 34 Ready for Tomorrow – Developing NOx Abatement 48 Pulling Force – Offshore Vessel Deck Gear 51 Editor’s Picks – Production Efficiency REGULARS

1 Publisher’s Note 4 News in Brief 60 Outfitters Pages

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

Content SBI 8-3.indd 3

On the Cover Breaking wider channels in Arctic ice is an inefficient business that involves two vessels – until now. The 76.4m Baltika is triangular vessel with an azimuth thruster at each point developed for Arctech Helsinki Shipyards by Aker Arctic Technology. This innovative icebreaking vessel’s oblique hull breaks the ice at a 50° angle, opening a 50m wide channel in ice up to 60cm thick. She will also be used in oil spill response, external FiFi and environmental monitoring operations. Read more on pg 18. (Photo courtesy of Arctech) S B I 2014 | Vo l u me 8 | I s s u e 3 | 3

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SBI

NEWS IN BRIEF SBI FEATURE

DBR Generatorsets Wins Large Repeat Order DBR will supply emergency/harbour diesel generator sets for six new pipelaying vessels under construction at IHC Merwede for Subsea 7 and SapuraKencana. The order for the custom engineered units, generating up to 1,875kVA, follows DBR’s successful delivery of three similar generator sets for IHC Merwede in 2013. For each of the six new generator sets,

DBR selected Mitsubishi diesel engines and either 800kVA Leroy Somer or 1,875kVA AvK generators. The first of the six new generator sets was successfully FAT tested at DBR’s test bench and already delivered earlier in 2014. The delivery of the next custom built units will continue on-going in 2014 and 2015.

Emigreen’s New Generation Emigreen recently introduced a solution designed to control diesel engine exhaust emissions, the Emigreen Alpha-Alpha soot filter system. The innovative system reduces soot, hydrocarbon and noise emissions continuously monitors system performance and, if required, raises the temperature of the exhaust gas to incinerate any build-up of carbon deposits. The result: reduced emissions and a long service life under all engine loads. Additional operational benefits are high efficiency, a virtually odourless exhaust and compatibility with all marine distillate fuels, serviceability and durability. When retrofitted, the Alpha-Alpha replaces the original silencer.

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• News in brief SBI 8-3.indd 4

A 99m Feadship Yacht

Photo courtesy of Simpacker via Wikimedia Commons

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NEWS IN BRIEF Ship Repair Exhibition

MDConstructions Opens Second Facility

Marine Maintenance World Expo is back for its second year; building on the success of its inaugural event, for a 2014 line up that promises to be even bigger and better. Ideally located in Brussels, Belgium, Marine Maintenance World Expo will run from 14 to 16 October. The exhibition will bring the ship repair industry together focusing on new technologies and marine industry innovation.

Modular shipbuilder MDConstructions recently opened a new facility in the Netherlands. The steel and complete hull constructor for the shipbuilding, offshore, dredging and marine industries located their facility at the riverside of Rotterdam Maashaven. Their new facility has a total area of 2,700m2 and a height under the crane of 15m, plus their heavy-duty cranes have a lifting capacity of 110t.

Environmentally Friendly Ferry LaNaval Shipyard in Spain will design and build a new ferry for the Dutch company Royal N.V. Texels Eigen Stoomboot Onderneming (TESO). The 135m ferry will be named ‘Texelstroom’ and is a new generation vessel for the transportation of up to 1,750 persons and 350 vehicles. She will be extremely environmentally friendly with a diesel-oil or natural gas energy management system and electric batteries. Furthermore, she will have over 700m2 of solar panels providing some independence from conventional fossil fuels. Her design was supported by the I-transfer program for sustainable ferry travel, part of the EU Inter-Regional initiative.

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| Read more on shipbuilding-industry.eu

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

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September

October

December S B I 2014 | Vo l u me 8 | I s s u e 3 | 5

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D EE EN N! S! FR T IO OR AT BIT BIT TO HI HI EX EX 0+ 10

14-16 OCTOBER 2014 BRUSSELS, BELGIUM

DISCOVER THE VERY LATEST MARINE MAINTENANCE AND SHIP REPAIR TOOLS AND TECHNOLOGY The world’s only exhibition and conference dedicated to marine maintenance and repair tools, technologies, and services

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CATERPILLAR MARINE’S MAK SYSTEM WILL POWER FOUR ULSTEIN SX157 OCEAN-GOING TOWING VESSELS. READ MORE ON PG 60.

Strong Tensile Strength

18,000 hours’ Work on the Étoile

DSR Corp, the Korean shipbuilding and offshore rope maker, recently launched its innovative fibre rope, SuperMax78. The special fibre rope of Ultra-highmolecular-weight polyethylene (UHMWPE) has stronger tensile strength and weighs less than an eighth of steel wire ropes of the same diameter. SuperMax78 is specially designed so that its life span and performance is not affected by a wide range of weather conditions. Recently, DSR was awarded a significant offshore project in Brazil where they provided 3,300t Minimum Breaking Load slings.

After almost 6 months in the shipyard, the sail-training vessel belonging to the French Navy, schooner Étoile went back in the water. It has been Étoile’s biggest refit for 40 years. Guip Shipyard relaid her working and quarterdecks with Oregon pine, replaced some of her oak deck beams and gunwales, and built a new chart room for the navigation students. Oregon pine was also used to replace the old topmast. Her hull was thoroughly checked and some of her fastenings strengthened. Shipboard electronics were brought up to date by Guip while Navtis, joint contractor for the works, completely rebuilt the electrical system.

Haifa Port Orders Tug

Prototype with Suspension System

Zamakona Yards has signed a contract with Haifa Port Authority for the construction of ‘Haifa’, a Voith Schneider tug boat, to aid in port operations. The new building will be powered by two MAN 8L27/38 engines with delivery set for August 2015. Haifa will be a sister to the ‘Ilan I’, which began towing and general harbour operations at Haifa Port in 2012. With a length of 31.5m and a 12.5m beam, the new vessel’s Voith Design hull will have a bollard pull of 70t. It will be equipped with a minimum of two monitors, each able to discharge 1,500 m3 per hour at a pressure of 14 bar, and will be classified by Lloyd’s Register with FiFi 1 notation.

Research and development company Nauti-Craft Pty has released previously confidential details, images and video of their latest prototype vessel ‘2Play’. Their latest prototype is an 8m catamaran, the first of its kind. At its core is the Nauti-Craft marine suspension system. This technology separates the vessel’s hulls from the deck and superstructure via a ‘passive reactive’ interlinked hydraulic system that provides unsurpassed levels of control and stability whether stationary or travelling at speed. 2Play has recently successfully completed extensive sea-trials in the waters and had its public debut at Seawork 2014.

>> | Read more on shipbuilding-industry.eu

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NEWS IN BRIEF Distinctive FSIVs Delivered Piriou’s yard in Vietnam has delivered two of three FSIVs ordered by Suisse Outremer. The vessels are to be operated by ABC Maritime. The first, Kacey, was received in May this year. She was followed by her sister, Kathrin T in June. The third, Karol W, is anticipated for delivery in September. Piriou’s design is an aluminium vessel, with a multi-purpose scope, specialising in transportation of personnel and cargo on-deck. To facilitate cargo carriage the deck has a capacity of 226t. Other features include economic performance and a high level of manoeuvreability, courtesy of a waterjet propulsion system and DP2.

REPAIRS – CONVERSION – NEWBUILDING KARSTENSEN SHIPYARD Vestre Strandvej DK-9990 Skagen Denmark Telephone: +45 98 44 13 11 Email: kaship@kaship.dk www.karstensens.dk/en/

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SBI

NEWS IN BRIEF Underwater Welding Repairs

LNG-Powered RoRo Ferry from FSG

UPE recently performed a rudder inspection by using class certified NDT procedures. During the inspection it was shown that a weld seam of approximately 27m was corroded to the point that there was complete penetration and the rudder was partially flooded. The vessel had still two more years to go before dry docking, and her tight operation schedule left no room for off hire. A specialised repair plan was made in alliance with the classification society and in less than 50 hours the rudder was completely repaired by the grinding away of all corroded areas and re-welding of new seams. The rudder was filled back with air and all seams tested positive by certified MPI equipment.

Flensburger-Schiffbau-Gesellschaft (FSG) has chalked up yet another global sales success by signing a contract with the Australian shipping company SeaRoad for a 181m RoRo ferry new build. What is special about this ship, however, is that it will be the first of its kind for FSG to be powered by eco-friendly LNG rather than by diesel or heavy oil. FSG and SeaRoad have been working intensively over the past years on this project, which successfully moved into a new phase with the signing of this contract.

Efficient & Safe Classification Process

Nordic Yards Takes Over Volkswerft

SEA Europe and the European Recognised Organisations (ROs) have held a workshop on the Mutual Recognition of Classification Certificates. The aim was to develop understanding amongst maritime classification stakeholders. Discussions were held on competitive advantage, cooperation of industry in technical development, global acceptance of Mutual Recognition and the way forward. Douwe Cunningham, SEA Europe Secretary General, reported a positive atmosphere and said there were signs of trust being built between the industry and EU ROs. “Going forward we, as European technology manufacturers, have to assess if the ultimate goal of the industry, of relocating administrative burden, can be realised. This is the prime motivation of the industry for pursuing the Mutual Recognition of certificates.”

At Volkswerft Stralsund, Berthold Brinkmann, insolvency administrator P+S Werften, handed over a big key to Nordic Yards. With that, Nordic Yards has now officially taken over Volkswerft. “Volkswerft is one of the most diverse shipyards in the Baltic Sea region, and has excellent suitability both for the construction of ships and complex offshore structures and for the overhaul and repair of civil and military ships,” said Berthold Brinkmann. By the end of 2016, 500 employees should be working at the shipyard.

<< | Read more on shipbuilding-industry.eu

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SHIP REPORT

CEONA CONCLUDES FIRST PHASE FLEET DEVELOPMENT

Polar Onyx POLAR ONYX HAS MADE HER WAY TO BRAZIL WHERE SHE IS NOW WORKING AS A PLSV FOR PETROBRAS OFF VITORIA. CEONA IS operating the vessel in partnership with Odebracht Oil & Gas. The Ulstein vessel is able to facilitate subsea construction in water depths up to 3,000m – ideal specifications for the location of the Petrobras project. WORDS BY BEN LITTLER

s of 4 March this year, Polar Onyx began her charter with Ceona for a 5-year fixed period, with the option of an additional 5 years. The delivery of the Polar Onyx, simultaneously with the Normand Pacific for duties in the Gulf of Mexico, marks the conclusion of the first phase in Ceona’s fleet development programme. Speaking of the two vessels, Ceona’s Chief

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Operating Officer, Stuart Cameron, commented, “This is an important time for Ceona, with two vessels delivered for work on time following the completion of successful construction and installation schedules. As the first stage of Ceona’s fleet development programme draws to a close, we’re ready to deliver subsea services to match the best in the industry.”

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SHIP REPORT

SPECS Length o.a. 130m Beam 25m Draught 7.6m Deadweight 8,194t Speed 15 knots Dynamic Positioning DP3 and Operation+ Generator power 16,400kW Deck space 1,700m2 Classification society DNV Class notation SF, EO, DYNPOSAUTRO, CLEAN DESIGN, NAUTOSV(A), COMF-V(3), COMF-C(3), DK(+), HELIDK-SH, CRANE, SPS, VIBR, BIS

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SHIP REPORT

Position Strengthened Ceona Amazon Ceona Amazon was launched on 25 April in a ceremony overseen by Ceona COO Stuart Cameron at the Crist shipyard in Gydnia, Poland. After delivery the hull was towed to Lloyd Werft in Bremerhaven, Germany for final outfitting. Ceona Amazon’s design is based upon a DP2 drill ship. She is particularly suited to operations in remote and challenging waters and is able to lay flexible and rigid pipes and supply lines to depths up to 3,000m.

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Construction of the vessel was carried out by Ulstein Verft in Norway and she features an Ulstein X-bow hull. The vessel was delivered to owners GC Rieber Shipping. Speaking at the time of the delivery, CEO of the Ulstein Group Gunvar Ulstein said, “Ulstein has a complete cycle of expertise in ship design, engineering, shipbuilding and ship investments, specialising in high-quality, advanced offshore vessels for demanding operations worldwide. We have had an excellent cooperation with GC Rieber in the development and construction process and we wish the ship owner and contractors all success with the Polar Onyx.” Irene W. Basili, CEO of GC Rieber Shipping, said that the new vessel would help the company to develop its subsea capabilities further. “The new addition to the company is a vessel with high technical and operational capacity which will strengthen our position in the high-end subsea segment. The vessel is designed to meet the increasing expectations from our clients in this

segment in terms of operational redundancy and flexibility.”

Good Seakeeping The Polar Onyx is based on Ulstein’s SX121 design for operations in the SURF, construction and IRM markets and, specifically, in harsh conditions and deep water. She is 130m in length with a beam of 25m. Her Ulstein bow ensures she can maintain a good pace, at speeds up to 15 knots even in rough seas, without burning excess fuel – good news for both transit time and the environment. Environmental considerations are a key part of Ulstein’s design. The Polar Onyx, which carries a Green Passport, complied with all the latest environmental regulations and is certified to Special Purpose Ship and Clean Design. The vessel is powered by a diesel electric plant featuring six identical 2,740ekW generator sets for total installed power of 16,440kW. A steady course is ensured by a set of six thrusters – three fore and three, azimuthing, aft, totalling 15,280kW – essential for effective pipe-laying duties.

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Polar Onyx seen prior to her pipelay tower being installed.

Getting Ready to Go Huisman carried out the final outfitting of the vessel at their yard in Schiedam, the Netherlands. This involved installing a 275t vertical lay system (VLS) and a deck mounted carousel with 200t flexible product capacity. Also in Schiedam, two ROVOP hydraulic, work class ROV systems were mobilised to the Polar Onyx. Ceona awarded ROVOP with a 5-year contract for the provision of the systems. The technologically advanced systems include a modular design that improves repair and maintenance times. Also featured are a range of auto-pilot functions for improved safety and efficiency. The ROVs, as well as the VLS, enable the vessel to perform installation at depths of up to 3,000m. Ulstein have installed two moon pools, one 8 x 8m for the VLS and another, 4.9 x 4.9m for one of the ROVs. The other ROV is deployed over the starboard side of the vessel. ROVOP Managing Director Steven Gray said, “The long-term commitment agreed between Ceona and ROVOP reflects the shared vision of using advanced technology and personnel with decades

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of experience to challenge conventional thinking. This brings safer, more efficient and reliable services to the subsea construction market.”

High Standards Polar Onyx has the highest standard in dynamic positioning, DP3, with additional redundancy for all major onboard components. Operability in DP2 mode is maximised due to an Operation+ feature, which enables continued operations even after a substantial single system failure. Polar Onyx has two cranes, an offshore active heave compensated (AHC) crane that can lift 250t at an outreach of 14m and 12t AHC crane. Her large deck area of 1,700m2 offers storage capacity for up to 5,800t. Ulstein’s design provides the vessel with the capacity, weather and tide dependent, to remain at sea for up to 80 days. Whilst onboard accommodation for 130 people ensures she can be sufficiently manned during this period. i. www.ceona-offshore.com

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NAVAL ARCHITECTURE & DESIGN

BUILDING A MODERN PELAGIC FISHING TRAWLER

Green

Powered Design ALMOST A CENTURY OF DANISH FISHING VESSEL DESIGN COMBINED WITH THE MOST UP-TO-DATE HYBRID PROPULSION SYSTEM HAS RESULTED IN THE HERØYHAV – A FLEXIBLE, ECONOMIC AND ENVIRONMENTALLY FRIENDLY FISHING trawler bound for the Norwegian coast. Editor Tom Scott contacted Karstensens Shipyard Director and Naval Architect Kent Damgaard to discover that, due to changing fishing policies and practices, fishing vessel design is a dynamic, constantly evolving process.

n recent years, Karstensens Shipyard, on the northern tip of Denmark, has entered a new market in building vessels for the Danish navy. Traditionally, however, their main activity has been new building of fishing vessels – namely pelagic and whitefish trawlers. The yard has launched more than 400 vessels in the course of its 97-year history. One of the most recent was hull number 423 – the Herøyhav – a pelagic trawler and purseseiner constructed for a Norwegian fishing company of the same name.

First For Design

Karstensens has a rich history building pelagic trawlers: “Every design is unique and tailor-made to customers’ specifications and requirements,” explains Karstensens Shipyard Director and Naval Architect Kent Damgaard. “The 69.95m Herøyhav, 1 4 | S B I 2 0 1 4 | Vo l um e 8 | Issue 3

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with a 15m beam, is the first of this particular hull design. Another two new builds with the same dimensions are on order with us but these two differ considerably from Herøyhav in terms of the internal layout. This is due to specific customers’ requirements.” As is the norm at the yard, Herøyhav’s steel hull w w w. s h i p b u i l d i n g -i n d u s tr y. e u

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NAVAL ARCHITECTURE & DESIGN

Karstensens Shipyard Karstensens Shipyard is a modern yard with some 250 employees at its newbuilding and repair facility in Skagen, Denmark. The yard is capable of building a broad variety of ship types up to a length of 135m, including fishing vessels, tankers, freighters, ferries, naval offshore patrol vessels and other specialpurpose vessels. The yard has built over 400 vessels since its establishment in 1917.

was produced in Eastern Europe. The hull below the main deck is divided into clearly defined watertight compartments to contain, for example, the bow thrusters, fuel tanks, diesel engine and separate auxiliary engine compartment. Aluminium structures include the wheelhouse, chimney and fore and aft masts.

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Photo courtesy of Tage RishĂ¸j

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IR 96x267 Großanl Shipbuilding Indus8.7.14_IR 16.06.14 14:45 Seite 1

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CONTROLLABLE PITCH PROPELLER make MAN, suited for main engine MAN 6S46ME-B8.2; SMCR 7860 KW at 129 rpm MAN Alpha Single Screw CP-Propeller System VBS 1560 – ODS including: controllable pitch propeller, propeller shaft, intermediate shaft, stern tube bearings and stern tube seals, shaft grounding unit; hydraulic unit, etc.

€ 23.54

SLEEVE SHAFT GEARING make Renk, type SHH II-1430/905 (double stage design)

2 TRANSVERSE THRUSTERS make Brunvoll, FU 63 LTC 1750, 800 KW, incl. engines/hydraulic unit (2012)

2 EMERGENCY DIESEL ENGINES make Nordhavn/Scania marine emergency diesel generating set, type GASC 12-06E (RAL 606 -100) - 1 unit emergency port diesel engine, Nor.GASI12-06E MCR250KVA, 1500 rpm, 50 Hz, 3x400V (RAL 108) – 1 unit

2 REDUCTION GEARS make MAN, type AMG 28 EV, 31VO30

excl. VAT and postage Title Dimensions Edition language Author

On the Rocks Hardcover, 80 pages 32 x 27 cm English Anton Rijsdijk

To order your copies, please contact Charles van den Oosterkamp by email: charles@ynfpublishers.com

on’t miss this most unique and colourful book about shipwrecks worldwide. The book is a must-have for yourself and your friends, but also a perfect corporate gift for your business partners active in the maritime industry. The limited edition includes almost 70 beautiful full colour photographs taken by Dutch photographer Anton Rijsdijk. On his adventures around the globe, he has hunted down the most intriguing shipwrecks in the most remote spots in the world.

SEPARATOR UNIT make Alfa Laval; modular design, 2 units S 926 (HFO 380), 2 units S 926 (lube oil SAE 30 )

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NAVAL ARCHITECTURE & DESIGN

Quota Policies

The final design is specifically related to the available fishing quota of the vessel owner. “With this size class of fishing vessels, the quotas are often distributed between Barents Sea, North Atlantic and North Sea,” continues Mr Damgaard. With her bunker capacity of 500m3, the Herøyhav has the ability to stay out at sea for around 45 days. “In reality these vessels are seldom at sea for more than 14 days. More often the trips are very short, even as short as 2 days.” Another factor that determines the final design is the country of ownership and, consequently, that country’s fishing management policies. “There is a considerable difference between the quota-

Photo courtesy of Flemming Christensen

Variable Power Outputs

What stands out on the Herøyhav is the propulsion set-up to accommodate the different fishing patterns.

Photo courtesy of Flemming Christensen

management policies of North European countries,” informs Mr Damgaard. “In Denmark, in particular, the fleet has been dramatically reduced, which has led to the ordering and building of even larger vessels. In Norway, where Herøyhav is registered, such a congestion has yet to be seen. Norwegian fishing vessel design is more like an evolution of the existing fleet.”

the ECO Speed Pilot for optimal voyage planning and speed setting. In terms of footprint, the addition of a hybrid propulsion has design implications. “The only physical design difference between this hybrid propulsion and a conventional dieselmechanical system is a frequency converter,” adds Mr Damgaard.

Hybrid Flexibility

Hybrid propulsion systems are a combination of electric propulsion and diesel drive, and enable ships with variable power requirements to run at high propeller efficiency. The hybrid configuration of the propulsion package combines fuel efficiency and flexibility with high redundancy. The Herøyhav has a large number of operational modes at her disposal, enabling the engine and propeller to run optimally over a wider power range. The various power modes utilise dieselmechanical, diesel-electrical and hybrid combinations. The auxiliary generators can

As well as the overall design, what stands out on the Herøyhav is the flexible and environmentally friendly propulsion set-up that offers a number of fuel-saving power modes to accommodate the different fishing patterns it will encounter at sea. The hybrid propulsion package consists of a MAN 9L27/38 engine and a two-speed reduction gear that drives a MAN Alpha 4,200mmØ ducted propeller. The propeller nozzle is a customised MAN Alpha AHT design. MAN Diesel & Turbo also supplied its Alphatronic 2000 propulsion control system, including

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Green Features

The Herøyhav verified the following ship speed/ power modes during sea trials: • 11.6 knots – 1,400 kW (diesel-electric, variable propeller speed) • 14.0 knots – 2,400 kW (diesel-electric, fixed propeller speed) • 15.5 knots – 3,285 kW (diesel-mechanical) • 16.6 Knots – 4,785 kW (diesel-mechanical + electric boost)

deliver 1,500kW auxiliary power to the hybrid system, which – in combination with the main-engine power of 3,285kW – offer a total propulsion output of 4,785kW for trawling or full-speed steaming. As a result of the fuel-saving propulsion setups for the various operational modes, the Herøyhav limits exhaust gas emissions. The environmentally friendly features do not stop there – the coated propeller shaft, installed in combination with a waterlubricated stern-tube system, eliminates any risk of sealing damage and any leakages of stern-tube oil to the sea in the event of impact with fishing gear wires. i. www.karstensens.dk

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SHIP REPORT

NEW GENERATION OBLIQUE HULL FOR WIDER ICE CHANNELS

Breaking the Ice SOMETIMES A SINGLE ICEBREAKER IS INSUFFICIENT TO CLEAR A CHANNEL FOR LARGE VESSELS. USING TWO VESSELS IN TANDEM IS INEFFICIENT HOWEVER AND FOR YEARS ATTEMPTS HAVE BEEN made to find a solution. The answer to the problem is Baltika. Hailed as the most advanced and innovative icebreaking vessel, her oblique hull was developed exclusively for Arctech Helsinki Shipyards by Aker Arctic Technology.

WORDS BY BEN LITTLER

After many years of development work, the oblique icebreaker concept represents a breakthrough approach.

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he idea was first pioneered in the 1990s as a solution to the use of two conventional ice breakers to escort large tankers through the icy waters of the Baltic in winter. Aker developed a patented vessel design concept known as ARC 100. They proposed a triangular vessel with an azimuth thruster at each point. The plan was that the vessel would approach ice at a 50° angle, opening a 50m channel, large enough for vessels of 40m beam. In November 2011, the first vessel featuring the hull design was ordered by the Russian Ministry of Transport in a deal worth in the region of EUR 76 million.

Ice & Fire The hull blocks were constructed at Yantar Shipyards in Kaliningrad, Russia and then transported to Arctech in Helsinki for outfitting, finalising, optimisation and commissioning. Yantar is a part of the United Shipbuilding Corporation (JSC). Arctech is a joint-owned venture between JSC and STX Finland. The result, the NB 508 Baltika, is a multi-purpose icebreaker that can be used to break ice in harbours and adjacent waters, to tow distressed vessels to secure locations and to perform sea towing of vessels and floating structures. Arctech have built a vessel that can also be used in

Photo courtesy of Arctech

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rescue operations, oil spill response, external fire extinguishing, environmental monitoring and salvage and rescue operations. Baltika has a workboat for oil boom handling, a 25t knuckle boom offshore crane for workboat handling, load movement and oil spill response functionality and helideck suited to Ka32 helicopters.

Innovation in Her DNA Aker tested the hull form and established that it could proceed through 1m thick level ice both ahead and astern. Obliquely she can proceed in 60cm level ice. Baltika is 76.4m in length with a beam of 20.5m and a 6.3m draught. Esko Mustamäki, Managing Director of Arctech Helsinki Shipyard, said, “There is demand for innovative icebreaking vessels in the Russian market. This rescue vessel represents a totally new technology, which enables its versatile use in the Gulf of Finland and it is designed in accordance with the highest international and Russian requirements and standards.” The vessel is powered by a dieselelectric system, featuring three Wärtsilä 9L26 engines, suited to low sulphur fuel oil usage and with a total power of 9MW, three Steerprop pulling azimuth thrusters and the Metso DNA automation system. Metso’s DNA is a comprehensive

Photo courtesy of Arctech

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YOUR PROPULSION EXPERTS

THE DRIVE YOU DESERVE Our product range comprises azimuthing propulsion systems, manoeuvring and take-home devices as well as complete conventional propulsion packages rated at up to 30 MW. We offer economical and eco-friendly solutions particularly suited for vessels and rigs working in oil, gas and other seabed exploration and drilling as well as for pipe and cable laying, assistance and supply vessels.

SRP

STP

SCD Single

SCD Twin

SPJ

STT

SCP

SRT

Elmer A. Sperry Award

www.schottel.com

Training on the job by Nieland

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SHIP REPORT

Photo courtesy of Arctech

system which covers the machinery, alarms and monitoring, controller loops and tank monitoring as well as the pumps, valves and electric power management system. The process controllers are redundant with main and reserve units in different locations to secure maximum system availability. DNA features an extensive range of analytical and reporting tools to optimise machinery performance and reduce fuel consumption.

Slick Operator The oil spill response (OSR) capabilities of Baltika are advanced. She has an oil recovery system from Finnish company Lamor Corporation that can be employed even in heavy seas. The vertical side of the hull is used as a sweep arm and, as the vessel moves obliquely through an oil slick, contaminated water is guided through a hatch in the hull to a skimmer tank. Inside the skimmer tank a series of built-in brush collectors separate the oil from the water. The oil recovery sweeping width has a reach of 50m. Mikko Niini, Managing Director of Aker Arctic Technologies, said, “Oil combat in ice conditions is one of the major challenges for the international oil industry. After many years of development work, the oblique icebreaker concept represents a breakthrough approach for the solution… Drilling permits in the Arctic region will only be granted if multipurpose OSR equipped vessels and actionable contingency plans are in place to ensure rapid mobilisation and response to any incident.”

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Autopilot Engaged Baltika’s DP and autopilot systems are from Navis. This has been a challenging project, Navis report, due to the vessel’s unique shape. Preliminary trials highlighted the importance of these features to the control of such a vessel. The DP system, NAV DP4000, can be set to automatic and semiautomatic modes with speed and drift angle predetermined. DP algorithms take into account the need to minimise the impact of the hull’s asymmetry. Sea trials confirmed the DP control and heading control systems met their declared performance of being accurate at 6 Beaufort sea state and winds of 14m/s to a positioning accuracy of 1m and a heading accuracy of 1 degree. The Navis AP4000 Heading control system is an upgrade on the AP3000 and, Navis report, is part of a new generation of autopilots, representing modern, technologically advanced, digital solutions. Navis has designed the autopilot to reduce operator workload, increase motion efficiency and improve operational safety. Amongst the upgrades Navis made to the AP system are an improved screen view with day and night setting and increased front panel protection. This means that the AP can now be installed outside, on the fly bridge or the port or starboard wings. i. www.arctech.fi

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REFIT, REPAIR & CONVERSION Heinzmann’s retrofit has enabled future regulatory compliance and fuel savings with 40-year-old engines.

Photo courtesy of Heinzmann

HEINZMANN OPTIMISE ICE BREAKER ENGINE PERFORMANCE WITH RAIL RETROFIT

Ice Injection WITH INCREASING DEMAND FOR REDUCED EMISSIONS PERFORMANCE FROM ENGINES – NOT TO MENTION THE RISING IMPORTANCE OF FUEL SAVINGS – NEW SOLUTIONS ARE BEING put on the table more and more. Germany-based Heinzmann has recently demonstrated a solution involving the retrofit of a common rail system to a mechanical fuel injection engine. The results have been impressive. WORDS BY BEN LITTLER

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REFIT, REPAIR & CONVERSION

einzmann have 20 years of experience in electronic fuel injection. As well as developing and producing components they offer complete rail systems and related services on engines ranging in size from 500-10,000kW. Their challenge in this case was to retrofit a common rail system to an ice breaker with five 40-year-old 2.2 Pielstick engines, ensuring compliance with current and future regulations as well as delivering considerable savings on fuel costs. The vessel in question is operated by the Swedish Marine Administration in the Baltic Sea. Depending on the output required, between one and five engines are used at any one time.

Well Suited

Typically for a vessel such as this, work often involves ‘push-pull’ operations; fast and frequent load changes that equal high consumption of fuel and emissions in excess of those expected in modern maritime procedures. Heinzmann say that such vessels will benefit from retrofitted advanced electronic fuel injection technology. Heinzmann opted to convert just one of the five engines to begin with, in December last year. The work, which did not involve major modifications to the engine, was carried out in Lulea, Sweden in close cooperation with the engine manufacturer. Converting a single engine

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as a starting point allowed for comparisons to be made with the other, nonconverted, engines in terms of performance, fuel economy and emissions. Tests were carried out during the vessel’s usual operations commencing in January.

Administration will also be converted the following year. Additionally, two similar conversions are to be carried out on Finnish ice breakers. Heinzmann say that, based on assumed operations in advance of 5,000 hours per annum, associated fuel

lowest fuel consumption, in diesel and gas operation. The improvements can be furthered with combustion optimisation and modification of the combustion chamber and injection spray patterns. Heinzmann’s customer tailored solution is available

Good Results

Heinzmann have reported that all tests met the expectations of the customer. Transient behaviour improved in comparison to the original hydraulic governor, they say and particle emission has completely disappeared. Crucially, fuel consumption was considerably reduced, offering savings in excess of 6 percent compared to preconversion rates. Furthermore, as a result of cylinder to cylinder balancing and the applied injection profile the engine runs very smoothly, Heinzmann report. This, they say, will have a positive effect on the service costs and the life-span of the engine. As was anticipated, the conversion does not impact on the vessel’s NOx values. However, with the addition of an optional exhaust gas recirculation system, compliance with IMO Tier 2 regulations is anticipated without aftertreatment.

Quick Return

Because of the positive results, conversion of the remaining four engines is now due to be carried out in time for the coming winter. The other two ice breakers of the Swedish Marine

Photo courtesy of Heinzmann

savings will generate a return on investment within less than 2 years.

Best Ratio

for almost all 4-stroke and 2-stroke engines. i. www.heinzmann.com

According to Heinzmann, in the case of dual fuel conversion of an engine, the electronic fuel injection on the diesel side provides the best conversion ratio and

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Schwarze-Robitec GmbH

+49 221 89 00 80

W www.schwarze-robitec.com

E sales@schwarze-robitec.com

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VDL Klima KLIMARINE BOXCOOLER DIESEL-ELECTRIC PROPULSION COOLING ENGINEER-TO-ORDER STATE-OF-THE-ART PRODUCTION

Strength through cooperation

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VDL Klima bv • Meerenakkerweg 30 • 5652 AV Eindhoven • The Netherlands Phone +31 (0)40 298 18 18 • Fax +31 (0)40 298 18 00 info@vdlklima.com • www.vdlklima.com

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SHIPBOARD A UTOMATION & MARINE ELECTRONICS

CROON BAKKER DELIVER FULL ELECTRICAL INSTALLATION FOR SEVEN WAVES

Team Work

Photo courtesy of Bakker Sliedrecht

THE JOINT VENTURE BETWEEN CROON ELEKTROTECHNIEK AND BAKKER SLIEDRECHT, COMBINATIE CROON BAKKER, HAS DELIVERED THE COMPLETE ELECTRICAL INSTALLATION, INCLUDING ENERGY GENERATION, DISTRIBUTION, ELECTRIC DRIVES, automation including DP2, cabling including the high voltage installation (total 22MW) and more to Subsea 7’s flex-lay vessel Seven Waves. The vessel is the first in a series of four Subsea 7 PLSVs to be delivered from IHC Merwede’s yard in Krimpen aan den Ijssel.

roon Bakker’s scope of work for the Seven Waves project involved the engineering, manufacturing and mounting of the complete electrical installation, both high and low voltage. The partners have also been awarded the contract to carry out similar installations on three more identical vessels. This brings the total number of Subsea 7 vessels delivered or on order at the yard to eight. Seven Waves is to be used in the development of oilfields in water depths of up to 2,500m off the coast of Brazil for Petrobras.

Close Cooperation

The vessel was designed by IHC Merwede in close cooperation with Subsea 7. She has an overall length of 146m, a beam of 30m and has a DP2 system. She is equipped with a vertical (tiltable) lay system with 550t tension capacity and twin ROVs. IHC Merwede have fitted her with two under-deck storage carousels with the capacity to hold 2,500t and 1,500t of www. s h i p b u i l d i n g - i n d ustr y.eu

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Croon Bakker’s scope of work for the Seven Waves project involved the engineering, manufacturing and mounting of the complete electrical installation. product respectively. Her tower can operate at an angle of 10° and is fitted with two retractable tensioners, each of which has a 275t capacity. Seven Waves features on board accommodation for up to 120 personnel.

Photo courtesy of Robert Davidson

some of which fell within the scope of the Croon Bakker partnership. Installation of the electrical system included the incorporation of an engine redundancy system with a high and low-end voltage switchboard.

Full Scope

Croon Bakker were also responsible for the installation of the vessel’s automation, DP system, thrusters control, the switchboard and transformers and the control desk and cabling. Additionally they installed all the internal communications and the onboard entertainment systems. The partnership’s role in the electrical installation for the Seven Waves included carrying out the relevant Failure Mode Effects Analysis. i. www.croon.nl i. www.bakkersliederecht.com

High-Tech

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SHIPBUILDING TECHNOLOGY

DAMEN UNVEILS NEW BALLAST WATER TREATMENT SYSTEM

Self Contained AT THIS YEAR’S POSIDONIA EVENT IN ATHENS, GREECE, DAMEN UNVEILED THEIR NEW, MOBILE AND FULLY CONTAINERISED BALLAST WATER TREATMENT SYSTEM – InvaSave. An alternative to the costly retrofitting of a fixed system, InvaSave is a further boost for Damen’s Ballast Water Centre of Excellence. WORDS BY BEN LITTLER

he requirement of the Ballast Water Management Convention (BWMC), as well as additional localised regulations, to treat ballast water before discharge has, up to now, meant investing in a fully fixed system, often fitted retrospectively. For some ship owners this is not an ideal scenario – in particular those with ageing vessels that are not liable to be operating long enough for a return on investment and those that discharge ballast water only infrequently.

Containerised Solution

Step forward Damen with an innovative solution to the problem – and one that carries with it a number of additional benefits to boot. The entire InvaSave system sits within a single container 12.2 x 2.45 x 2.75m in dimension. Internally the container is broken into two parts – one housing the independent power supply and the other handling treatment and control. Each container handles 300m3/h of water. If

additional capacity is required then it can be reached simply by application of further containers. The system is based upon continuous fine filtration combined with UV treatment and requires no chemicals to function. Sludge and sediment is dewatered and compacted in order to receive further processing once safely onshore.

Fringe Benefits

The cost-efficiency of the system is of course, the primary benefit, as Gert Jan Oude Egberink, Damen Manager Ballast Water Treatment, states, “We have been looking into what we can do to help our customers regarding ballast water treatment and finding alternatives for those owners that may not want to retrofit a ballast water treatment system, perhaps because their ships operate on fixed routes or their ships

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SHIPBUILDING TECHNOLOGY

are too old and make the investment in a system prohibitively expensive.” But, he points out, there are others pros that may outweigh installation of a fixed system, explaining that InvaSave can also offer contingency at ports. “Ports may also need to provide back-up, in case a ship’s onboard treatment system fails.”

Upwardly Mobile

The portability of the system comes into its own in such a scenario. Its mobile nature means that Damen can deliver the container direct to a vessel, or to a port where it can be easily mobilised with a trailer, pontoon or, in the near future, a specialised Damen Ballast Water Treatment Vessel. This is only the beginning, however and there are a number of other advantages, not least of which is the fact that no vessel downtime is required for a lengthy installation process, or indeed for ongoing maintenance. Additionally, in contrast to fixed systems, the ballast water only requires treatment at the point of discharge and not at the point of intake. And then there’s the simple fact that the Damen system offers genuine ease of use, as Mr Oude Egberink continues: “This is all www. s h i p b u i l d i n g - i n d ustr y.eu

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in-house technology and is very simple to use – essentially it is a plug & play system in one container. Vessels only need to have a deck connection. Using this mobile treatment unit, owners and operators will be fully compliant with both the IMO and US regulations.”

Ballast Water Treatment Vessels

High Standards

The water treated by the system meets the standards specified in the IMO BWMC regulation D-2, at the very minimum. InvaSave additionally meets the highest noise level standards. InvaSave has been extensively tested in a range of conditions in the Dutch waters of the Waddenzee and the Ijsselmeer. What this demonstrates is the system’s versatility and capacity to operate effectively, not just in salt water, but also in fresh and brackish water. The new system is currently undergoing IMO type approval testing, which will continue throughout the year. It is anticipated that this will be received at the start of 2015. InvaSave is being certified by the Dutch Flag State and has a patent pending.

These unique vessels have been designed by Damen to operate in ports, supporting ships’ deballasting operations. An important financial partner in this is the Waddenfonds, an organisation responsible for conservation activities in the UNESCO world heritage site the Waddenzee. The first barge of this kind is already under construction and will, when ready, be used for operations in Eemshaven and Delfzijl, the Netherlands.

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Adri Overbeeke, Manager Engineering, has a wealth of knowledge and experience. He has been employed by Hydrauvision since 1987. Every day, Adri is involved in the innovation and development of new hydraulic systems: 'Hydrauvision is a true pioneer. We often develop systems that do not exist yet. Take, for example, the Constant Tension -CT- winches we developed years ago. These winches are now a household word in the offshore sector.'

Meet us during the

Open Day on

6 September

in Schoondijke (NL)

Hydraulic solutions Hydrauvision sets high standards for professional competence. Considering the fact that regular training courses do not provide required levels, Adri set up the Hydrauvision Training Centre. Adri: 'Sharing knowledge is of the utmost importance. After all, this will ensure continuity - both for ourselves and for our customers.'

One name says it all:

Hydrauvision.com

100

For over 75 years already, REINTJES Benelux – based in Antwerp – handles sales and services of REINTJES gear boxes and reversing gears for Dutch shipping, dredging, fishery, luxurious yachts, shortsea, sea-going and inland navigation...

Our service department is available for all spare parts as well as repairs. Whether it is an inspection or repair, our team of experienced service engineers is always there for you and assures you the reliability and quality REINTJES represents.

REINTJES Benelux BVBA Luithagen Haven 2, Unit F B-2030 Antwerpen Phone: +32 3541 9233 Fax: +32 3541 0212 www.reintjes.be

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NAVAL ARCHITECTURE & DESIGN

The UT 777 design is a unique, first of its kind vessel, which draws on the experience of RollsRoyce in the design of offshore support vessels.

ROLLS-ROYCE & ISLAND OFFSHORE DESIGN UNIQUE DRILLING VESSEL

Game Changer A UNIQUE ROLLS-ROYCE DESIGNED VESSEL IS CURRENTLY UNDER CONSTRUCTION AT KAWASAKI HEAVY INDUSTRY’S KOBE SHIPYARD FOR NORWEGIAN COMPANY Island Offshore. Rolls-Royce’s UT 777 draws on almost a half-century of UT solutions for the oil and gas industry. The vessel, to be known as Island Navigator, is an answer to calls for greater all-round efficiency.

SPECS Length o.a. Width Draught (approx.) Positioning Capability Ice Class Accommodation

168.8m 28m 8.5m DP3 1B 91 persons

WORDS BY BEN LITTLER

olls-Royce and Island Offshore have cooperated closely in the design of the vessel, which, according to Island Offshore CEO Håvard Ulstein, will be a “game changer.” The vessel is specially prepared to provide offshore drilling services, even in the harshest of conditions. Amongst her repertoire, the vessel will have the capacity to perform top hole drilling, subsea construction and inspection and repair and maintenance work in deep water. With adaptation she will also be capable of light well intervention duties.

Safe Speed

Island Offshore identified a number of benefits associated with using a monohull vessel for this scope of work, as opposed to an anchored rig. Such a ship offers lower day rates, faster transit, no requirement for a AHTS vessel and no need for lifting to take www. s h i p b u i l d i n g - i n d ustr y.eu

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place between a supply vessel and rig in heavy seas. Plus, with the DP3 system, not only is the need for anchoring removed, safety is also increased. In the event of a shallow gas event, the vessel is able to make a hasty exit from the scene. A feature of the design is an enclosed module handling tower, providing a secure, comfortable working environment.

Rolls-Royce are also supplying the vessel with major systems, including the propulsion system with six generator sets and seven electric thrusters, control and automation systems, mooring and anchoring deck machinery and electric systems. ABB are supplying a completed diesel and electric system for the vessel, including switchboards, medium voltage generators, transformers and motors.

Never Seen Before

i. www.rolls-royce.com/marine i. www.islandoffshore.com

John Knusden, Rolls-Royce President Offshore said, “This new design is based on many years of operating experience, especially from the vessel Island Wellserver, which we designed in 2005. The UT 777 will be unlike anything seen before and marks the latest chapter in the story of the Rolls-Royce UT design vessels, which have been pioneering oil and gas exploration for the past 40 years.”

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SHIPBUILDING TECHNOLOGY

Finnlines have ordered scrubber technology from both Wärtsilä and Alfa Laval in readiness for January 2015 and the new SOx emission regulations.

Photo courtesy of Wärtsilä

SOX REDUCTION REGULATIONS DRIVING EXHAUST GAS CLEANING INTEREST

Scrubbing Up Well IN JUST A FEW SHORT MONTHS VESSELS OPERATING IN THE NORTH AND BALTIC SEAS, THE ENGLISH CHANNEL AND IN NORTH AMERICAN WATERS, WILL BE REQUIRED TO EMIT LESS THAN 0.1 PERCENT SOX – a considerable reduction on the current 1 percent. High amongst the concerns of vessel operators is management of associated costs and one solution is already proving popular as the scramble for compliance begins – exhaust gas cleaning systems, or scrubbers. WORDS BY BEN LITTLER

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– FR ANK LOU WERS – SHIPBUILDING TECHNOLOGY

SPLIETH OFF DIR EC TOR

We’re convinced that scrubbers are the right way to proceed in complying with upcoming legislation.

nternational accountancy and consultancy service Moore Stephens says that some shipping companies are going to find the costs of compliance with the new regulations a challenge. Especially as they arrive alongside other new regulations, making for a string of almost simultaneous new investments. They point out, for example, that the cost of ballast water management systems, a solution to the IMO Ballast Water Management Convention, can range from EUR 400,000 right up to EUR 4 million, with additional implications for operating costs and the end price to the client.

Pick a Number, Any Number

“Think of a number. Any number will do, so long as it is very big. Then double it…”, says Moore Stephens Shipping Partner Michael Simms. He explains that the costs of such technology are largely unknown at this stage. “Scrubbers, meanwhile, may be the most cost-effective solution for some when addressing the SOx /NOx dilemma. One thing is certain however – shipping is going to have to find a great deal of money over the next few years.” The application of scrubber systems allows the operator to comply with the new rules for the Emission Control Area (ECA) and yet continue to use heavy fuel oil, reducing costs at a stroke.

pH Neutral

The companies providing this technology are already experiencing increased demand for their solutions as the dawn of the new regulations draws closer. Wärtsilä, for example, have recently been awarded an order to supply exhaust gas cleaning systems for six Finnlines vessels. Wärtsilä have 100 scrubber units either installed or on order for 51 vessels. The company has been awarded the IMO certificate for exhaust gas cleaning systems by classification societies DNV GL and Bureau Veritas. The Finnlines order requires one scrubber system for each of the six vessels. The two main engines on each of the ships will be connected to a single integrated scrubber system. Wärtsilä’s system is

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an open loop solution, which uses seawater to remove SOx from the vessel’s exhaust. The natural alkalinity of the salt water neutralises the acid that occurs as a result of the reaction between the SOx and the water, eliminating the need for chemicals. Emanuele Grimaldi, President and CEO of Finnlines, says environmental compliance and cost efficient operations are key factors in the success of Finnlines. “The installation of Wärtsilä scrubber systems on our recent series of six modern RoRo vessels is a major step in the implementation of our strategy. The extensive experience that Wärtsilä has in this area, together with the retrofit services the company can provide, will greatly help us during the engineering and installation phases of this programme.”

Clean SOx

Finnlines are particularly busy preparing for next January and have also ordered PureSOx scrubber systems from Alfa Laval for four existing RoRo vessels. The retrofits will be carried out on the vessels Finnhawk, Finnkraft, Finnmill and Finnpulp at Northern European yards between December this year and January 2015. All four of the vessels have four-stroke MAN engines, but will have differently configured PureSOx systems. The Finnhawk and Finnkraft, with their single 12.6MW engines, will receive single-inlet scrubbers, whereas the Finnmill and Finnpulp each have two 9.45MW engines and will receive multiple-inlet scrubbers. “Having multiple inlets will allow us to reduce the space and equipment requirements aboard the Finnmill and Finnpulp by using one scrubber to handle both engines,” says René Diks, Manager Marketing & Sales Exhaust Gas Cleaning at Alfa Laval.

Meeting the Future With Confidence Alfa Laval are providing all four of the vessels with open-loop systems, sized specifically for the Baltic, as Mr Diks explains: “The further north you sail, the less alkaline the Baltic Sea becomes. This has to be taken into account when installing an openloop system for these waters, because the

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23-06-14 08:58

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SHIPBUILDING TECHNOLOGY

Langh Ship’s vessel Laura, which has operated for one year with the DeltaLangh scrubber system.

Photo courtesy of Langh Ship.

alkalinity of the seawater has a direct impact on the scrubber’s cleaning capacity.” Finnlines has chosen a scrubber design that is open to the possibility of hybrid conversions at a later date, paving the way for compliance with further regulatory changes, as Mr Grimaldi suggests: “The PureSOx systems aboard our vessels will provide compliance and fuel economy in 2015, but also the flexibility to add closedloop operation down the road. They will enable us to meet the future with confidence.”

Right Way Forward

Alfa Laval have also received an order from Dutch shipowner Spliethoff to supply PureSOx systems to five ConRo vessels to be retrofitted during 2014. Spliethoff already have PureSOx installed on board their vessel Plyca. Director Frank Louwers says the decision to order five more systems was based on the success of this experience. “As a frontrunner with MV Plyca we’ve gained a lot of practical experience with scrubber technology. The PureSOx system works well and we’re convinced that scrubbers are the right way to proceed in complying with upcoming legislation.”

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The installation on board the Plyca and the new orders are multiple-inlet systems able to clean the exhaust gas from the main and auxiliary engines.

DIY

Deltamarin and Langh Ship have come together to form joint venture DeltaLangh with the aim of providing a cost-effective solution to the forthcoming legislation. Langh Ship considered the closed loop solutions available in the marketplace then decided, with Deltamarin, to produce their own. Managing Director Hans Langh already had 40 years of experience in water treatment systems through his company Industrial and Ship Cleaning Services Hans Langh. The result of this decision has been trialled already for one year aboard Langh Ship’s vessel Laura. The 6,500t vessel, with her 6MW main engine, has operated without interruption for a 12-month period, including throughout a Baltic winter and the icy conditions this entails. “The scrubber has proved to be very easy to operate, stable and does not add much extra workload for the crew,” says Langh Ship’s Technical Adviser, Reino Verosaari. Mike

Photo courtesy of Langh Ship.

The scrubber is located within the funnel seen here aboard the vessel Laura.

Laurilehto, Managing Director at Deltamarin, explains his company’s interest in teaming up with Langh Ship on the project: “When we heard about this new innovative solution… we knew that this was a product Deltamarin wants to be involved in.” The partners in the joint venture are optimistic that others will see the viability of the product. “The scrubber has been such a success that we are sure it will benefit other ship owners as well,” says Laura LanghLagerlöf, Commercial Manager at Langh Ship. i. www.alfalaval.com i. www.deltamarin.com i. www.langhship.fi i. www.wartsila.com

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SHIPBUILDING TECHNOLOGY

ALFA LAVAL AND MAN DIESEL & TURBO DEVELOPING EFFICIENT NOX ABATEMENT SYSTEM

Ready for TOMORROW CHALLENGES POSED BY THE IMO TIER III NOX ABATEMENT REGULATIONS SET TO COME INTO FORCE IN 2016 ARE STIMULATING FRESH IDEAS AND EXPERIMENTATION ACROSS THE MARITIME SECTORS. CHANGES ARE inevitable, it only remains to be seen which of the innovations currently being trialled will pass into common usage in the future. MAN Diesel & Turbo, along with Alfa Laval, are developing the Exhaust Gas Recirculation (EGR) solution. The potential of EGR is confirmed by performance aboard two Maersk vessels. WORDS BY BEN LITTLER PHOTOS BY ALFA LAVAL 3 4 | S B I 2 0 1 4 | Vo l um e 8 | Issue 3

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SHIPBUILDING TECHNOLOGY

Kristina Effler, Business Manager, Water Treatment Exhaust Gas Emissions at Alfa Laval.

EGR Technology have been trialled on board two Maersk vessels, the Alexander Maersk and the Maersk Cardiff (pictured).

EGR is one of two technologies currently under development that seek to deliver Tier III compliance without recourse to LNG. EGR, which involves the recirculation of exhaust gas, is integrated into the engine of a vessel and prevents the formation of NOx during combustion. Its rival, Selective Catalytic Reduction (SCR), on the other hand, is an after-treatment solution that removes NOx via a catalyst.

Proven Credentials

The emission-reducing capabilities of EGR can be seen in installations aboard the container vessels Alexander Maersk and Maersk Cardiff. The 1,092TEU Alexander www. s h i p b u i l d i n g - i n d ustr y.eu

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Maersk had her MAN B&W 7S50MC engine retrofitted with an EGR prototype in 2010. To date she has spent in excess of 2,200 hours operating at 50 percent NOx reduction over today’s basis emission level. The findings of this initial, retrograde, installation have been put to use in the 4,500TEU Maersk Cardiff. The new build’s engine is fully Tier III compliant and has been in operation for well over 1,000 hours up to now. EGR can also be operated in an optimised Tier II mode. MAN Diesel & Turbo introduced this in 2012 as a feature of the MAN B&W 6S8OME-C9 engine – that which has been installed aboard the Maersk

Cardiff. The Tier II mode facilitates a reduction in fuel consumption of approximately 4g/kWh at partial load.

Safeguarding Efficiency

An integral part of the development of MAN’s EGR has been incorporation of Alfa Laval’s PureNOx water treatment system. Kristina Effler, Business Manager, Water Treatment Exhaust Gas Emissions at Alfa Laval, says, “Alfa Laval is proud to be part of those pioneering EGR installations, where our PureNOx has the vital role of cleaning the wash water in the wet scrubber. No other vessel has EGR installed and operating reliably at Tier III.”

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SHIPBUILDING TECHNOLOGY

EGR depends on the effective cleaning of the wash water in the wet scrubber, which operates in a closed loop. PureNOx is based on high-speed centrifugal separation for the removal of potentially engine-damaging combustibles built up due to the use of diverse fuel types. “PureNOx keeps soot and other compounds from the exhaust gas from accumulating in the scrubber,” Ms Effler explains. “It safeguards efficiency, reduces maintenance and prolongs the service life of engine components by protecting them against corrosion. In addition, PureNOx enables the discharge of excess water in accordance with IMO criteria.”

Another advantage of EGR is its consistency in the face of varying engine loads. Mr Larsen says, “There has been no effect whatsoever when changing engine load. The EGR system has run without any problem and the emission reduction performance has not been affected.”

Competitive Edge

In addition to lowering emissions in line with forthcoming regulations, it is imperative that solutions also offer reductions in fuel costs. This is especially the case as ship operators seek to offset the costs of installing NOx abatement solutions to their vessels. Here, opines Ms Effler, EGR has the edge over SCR. “EGR is the only NOx abatement technology that offers fuel savings in addition to Tier III compliance. As such it is the only technology that will offset the initial investment over time.” A look at associated costs of EGR and SCR installations would, initially at least, seem to point towards the catalytic system as the more cost-effective of the two. However, the inevitable outlay on consumables and maintenance, Ms Effler says, makes the catalyst free EGR solution the cheaper option over time. Taking on-costs into consideration, SCR operates at 7 - 10 percent of fuel costs, whereas EGR is able to function at just 4 - 6 percent of fuel costs in Tier III mode.

Reducing the Workload

Associated costs represent just one element that vessel operators are likely to be weighing up when selecting a NOx abatement technology. Amongst the other potential causes for deliberation is the size of the installation itself and any additional requirements it may place upon the crew. Again, Ms Effler has confidence that EGR represents the most efficient option when faced with such considerations. “An EGR system is compact because nearly

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Looking to the Future

everything – including the water cleaning – is integrated into the engine itself,” she explains. “Compare this to an SCR system where significant engine room is needed for the reactor and other components. Likewise EGR is fully automated and has no filling elements to clean and replace, so it requires very little from the crew.” Kurt Larsen, Chief Engineer aboard the Alexander Maersk, confirms the importance of an easy-to-maintain system for a modern crew. “Today the workload for the crew is big enough already, so it’s essential that there isn’t yet another system to maintain frequently,” he says. Fortunately, he’s also in agreement with Ms Effler when it comes to EGR’s credentials in this area. “The potential of EGR seems good in terms of achieving a low-maintenance system,” he states.

PureNOx systems have been delivered to Chevron Corporation for the integration of EGR on two new build vessels. Lighter than the two Maersk vessels, these are to be powered by MAN B&W 6G7OME-C9.2 engines. A further delivery has also been scheduled to Mitsui Engineering & Shipbuilding. Alfa Laval is not seeing these successes as an opportunity to rest on its laurels however and is steaming ahead with further product development plans. “We are actively pursuing new possibilities, such as the potential of combining the EGR water cleaning system with that of a wet SOx scrubber,” confirms Ms Effler. “What we’ve seen aboard the Alexander Maersk and Maersk Cardiff is exciting and we on the PureNOx team expect further exciting developments as 2016 approaches.” i. www.alfalaval.com

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19-06-14 12:10

NAVAL ARCHITECTURE & DESIGN

DENMARK LNG-POWERED FERRY SERVICE

Forward THINKING DENMARK’S FIRST EVER LNG-POWERED DOMESTIC FERRY VESSEL, DESIGNED BY OSK SHIPTECH, HAS RECENTLY TOUCHED WATER FOR THE FIRST TIME AT THE REMONTOWA SHIPYARD IN GDANSK, POLAND. ONCE OPERATIONAL THE VESSEL will carry passangers on a regular service between Hou, Jutland and Saelvig, Samsø in Denmark. OSK’s Kristian Lind tells ShipBuilding Industry’s Ben Littler that the ferry represents an investment in a more gas-oriented maritime future. WORDS BY BEN LITTLER

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NAVAL ARCHITECTURE & DESIGN

“LNG was a sensible choice of fuel for this vessel. The ferry service runs up to eight return trips per day at 14 knots, which is easily within the capacity of the fuel tank. Because the crossing is so short there was no need to fit a large LNG tank to the vessel, which would have limited space for passengers and vehicles,” says Mr Lind explaining how OSK reached the conclusion that the domestic crossing would best be served by LNG fuel. Had the distance been greater the vessel would have required the type of large tank frequently associated with LNG-powered ships. As it is, OSK have outfitted the Samsø ferry with a 40m3 tank.

Thorough Analysis

“Actually the tank will hold enough fuel for around 3 or 4 days, but bunkering will be carried out daily in Hou, after the final crossing of the day,” he continues. The Hou – Samsø ferry service is currently operated by Faergen, who have a contract with the local authority, Samsø Kommune. The municipality, however, considered that there might be a more cost-effective way to run the service. To that end they approached OSK ShipTech to carry out design and tender for a new ferry. With the results of the tender it quickly became apparent that there was an option to improve cost-efficiency on the route: LNG.

Looking Into the Future

OSK recommended a dual fuel engine, capable of running on diesel or LNG. This enables the municipality to switch to the most cost effective fuel should the cost of the other increase dramatically at any point. However, it is envisaged that the ferry shall run on LNG for the vast majority of the time. Furthermore, Mr Lind suggests, over time this will equal great savings for the authority. “Although things are a little slow at the moment for LNG,” he says referring to the well known ‘chicken and egg’ situation resulting from reluctance to invest in either LNG vessels or infrastructure until one or the other becomes abundant, “this ferry is going to be in operation for 30 years and we are confident there is going to be a better market in the future.” He points out that OSK ShipTech have also been asked by Samsø Kommune to source the fuel for the ferry together with EMUC (Maritime Development Centre Europe). In this they have been insistent that anyone tendering for the contract offer a price based on the LNG price index and not, as is the more conventional practice, on the www. s h i p b u i l d i n g - i n d ustr y.eu

Samsoe ferry.indd 39

diesel fuel index. This is in anticipation that an improving market in the coming years will equate to lower prices for LNG.

Tip of the Iceberg

Mr Lind points out that the LNG technology is getting closer to Denmark, which will make bunkering cheaper than it has been historically. In the past LNG – the bulk of which is transported via a subsea pipeline running from Norway to Belgium – has had to be brought in from the Port of Zeebrugge. It is hoped that soon the closest available production terminal will be located in Hamburg, a mere 300km away and the situation looks set to improve further. “I see the solution, not this year, not in 5 years time, but maybe in 10 years time. We’ll have our own production plant in Denmark – on Samsø. Eventually the entire infrastructure will be able to be powered by LNG.” Of course, this has major implications for the future of shipbuilding for vessels operating in the region, suggesting that the construction of the Samsø ferry might, in fact, be just the tip of the iceberg for LNG powered vessels in the area – especially as emissions regulations continue to tighten.

Car Capacity

The ferry is a fraction under 100m in length, with a beam of 18.5m and draught of 3m. She will be transporting up to 600 passengers and will have a capacity to carry up to 160 cars or 16 trucks. She will be powered by four 1,000kW Wärtsilä 6L20DF generator sets and a propulsion system from Schottel. The interior of the ferry has been provided by Famos, who are also located in Poland, close the port area of Gdansk and Gdynia.

The Samsø ferry might be just the tip of the iceberg for LNG powered vessels in the area.

As a first, the LNG tank was also produced in Poland. The paint was supplied by marine coating specialists International Paint.

Good Looking

Mr Lind explains that the ferry will not look like a conventional LNG-powered vessel. “It’s a simple solution requiring no pumps and no pipes on deck. No one would suspect that it wasn’t a conventionally powered diesel engine just by looking at it.” He says there were two choices when it came to ensuring the safety of the vessel and that OSK selected the most costeffective method, without compromising the safety of those who will be travelling on the vessel. “There are two ways of making such a vessel safe: one is to use double walled piping and then conventional equipment in the engine room. The other is to use single walled pipes, but then everything in the engine room has to be arranged for ‘emergency shut down’. This is by far the more expensive method. The double walled pipes are every bit as safe and far more economical, so we opted for that method with the Samsø ferry.” i. www.osk-shiptech.com

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23-06-14 09:14

SHIPBOARD A UTOMATION & MARINE ELECTRONICS

ENERGY EFFICIENCY MONITORING IS BOTH GREEN & ECONOMICAL

A Logical Choice A SHIP THAT CONSUMES LESS FUEL OBVIOUSLY SAVES MONEY – IT’S NOT ROCKET SCIENCE. HOWEVER, IT IS NOT JUST A QUESTION OF SLOW STEAMING TO SAVE MONEY. IN TERMS OF FUEL CONSUMPTION, THERE ARE NUMEROUS factors involved that determine the optimum speed of a vessel. Editor Tom Scott spoke to Managing Director of Eefting Energy Harm Eefting whose energy efficiency monitoring system reduces operational costs, improves efficiency and reduces exhaust gas emissions. WORDS BY TOM SCOTT

ising fuel costs and compulsory compliance with international regulations leads vessel owners to try to consume less fuel. Eefting’s energy efficiency monitoring system (E2) monitors the efficiency of fuel consumption, speed and engine power because it turns out that in order to use less fuel, it is not simply a case of going slow. The principle is comparable to sitting in a stationary car with the engine running. “You will be operating very inefficiently,” explains Mr Eefting. “You will be consuming fuel without covering any distance.” When dealing with ships there is an optimum speed where fuel efficiency is maximised. “This is generally when the engines are running at around 50 percent capacity. For example, a ship with a top speed of 15 knots will have an optimum speed, in terms of fuel consumption, of around 8 or 9 knots.” Go any slower, and the fuel efficiency begins to decrease again.

Rules & Regs

Reducing fuel costs is not the only reason to improve efficiency though. International regulations also play a part in the whole story. For example, the IMO Marine Environment Protection Committee has mandatory measures to reduce emissions of greenhouse gases (GHGs) from international shipping. This represented the first ever mandatory global

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greenhouse gas reduction regime for an international industry sector. Since then, the MARPOL Annex VI amendments have made an Energy Efficiency Design Index and a Ship Energy Efficiency Management Plan obligatory for all vessels at or above 400 gross tonnage. “This system shows its worth when vessel owners are faced with compliance of compulsory regulations. Ship owners and operators can achieve realistic goals for reducing greenhouse gas emissions as well as significantly improving fuel efficiency,” informs Mr Eefting. Especially useful for when entering SECA areas is the fact that the E2 system registers fuel oil change-overs charting the time and geographical position.

Determining Factors

“Two years of researching market needs showed us that there was a definite need for an improvement in efficiency,” Mr Eefting says. “So we developed the product and now it is taking off.” By listening to existing customers, the company reports that long term reductions of fuel costs of around 5 percent are the average (although incidental reports of 15 percent savings on certain voyages have also been reported). How is this achieved? That is the crucial question. The answer, it seems, is to determine the optimum fuel

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SHIPBOARD A UTOMATION & MARINE ELECTRONICS

Green ships from Carisbrooke Shipping equipped with E2 Monitoring Systems.

consumption point. The problem is that the sea is a dynamic environment – wind speed, water depth, swell and wave height all affect fuel consumption. Because this environment is constantly changing, a monitoring system must be able to constantly adapt and present this information to the captain to enable correct on-the-moment decisions. The E2 system combines information about these external factors and combines them with data concerning fuel oil consumption, speed, propeller pitch, RPM and engine power. The measured values are transmitted to a touch screen panel on the bridge. These values are used for calculating various efficiency factors and emission values.

Powerful Information

The system assembles the data, together with the ship’s position and time of generation. This is then exported to a ship’s computer system in the form of sea voyage reports and noon reports. These are stored for further analysis, onboard or can be emailed onshore without the ship’s crew having to interfere. As well as providing information for shortterm decision making, these data can then be used for longterm trend analyses of the whole propulsion installation, propeller performance and hull fouling. Interestingly, the operational habits of various crews and the performance of different sister ships within a fleet can be compared. “Of course, most of the time a ship sailing from A to B has

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Touch screen panel on navigation bridge.

a specific ETA to meet,” says Mr Eefting. “In this case, the demands of the customer naturally come before fuel efficiency yet our system gives valuable information for the ship’s officer to find optimal speed settings to meet the ETA and sail as economically as possible, whether this in regards to fuel consumption, costs per nautical mile or optimised profit per voyage.” Trend analysis yields crucial information – giving vessel and fleet managers a powerful tool to make informed decisions on operations, maintenance and docking intervals. “The

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YOUR ROLE You’ll write and edit content for our trade journals and associated websites, varying from brief news articles to in-depth interviews, technical articles etc. – Collecting and writing news and articles – Creating and developing new themes – Proof-reading and editing copy – Collecting and selecting images – Close monitoring of trends and developments

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SHIPBOARD A UTOMATION & MARINE ELECTRONICS

Cobelfret / EuroShip Services’ RoRo equipped with E2 system.

system gives managers the flexibility of choice – the choice between sailing at the most fuel efficient speed or to aim for optimum profit in terms of delivery time.”

Measure & Improve

The fully installed E2 system consists of a touchscreen panel and NMEA data collecting box on the bridge, an Ethernet convertor box in the engine room and an optional slave panel located in the engine control room. Data transfer between the engine room and the bridge utilises the vessel’s Ethernet system. This method does not interfere with the ship’s computer network, thus eliminating the installation of additional signal cables between the two areas. Where no computer network is available, only one signal cable between the engine room and the navigation bridge has to be installed resulting in minimal installation costs. In terms of measuring equipment, the system has a minimal requirement of a fuel oil consumption meter with temperature transmitter, a speed signal (from a GPS receiver) and a pitch/RPM transmitter as well as fuel and power measurement of the auxiliary engines and oil fired heaters. Data collection, and therefore potential for analysis, can be extended with the addition of a propeller shaft torque meter and a shaft generator power transmitter. Fully comprehensive information can be presented by

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Standard equipment of the EZ monitoring system.

collating information concerning wind speed and direction, water depth, speed from the speed log.

Future Markets

Currently Eefting Energy has a client base founded around the short sea shipping sector. The principles are the same for any shipping market: “In terms of potential energy savings,” concludes Mr Eefting. “There is no difference between sectors, be it offshore related vessels or large container transport.” i. www.eefting-energy.nl

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NAVAL ARCHITECTURE & DESIGN

KNUD E HANSEN’S AWARD WINNING DESIGN THINKS OUTSIDE THE BOX

Rethinking the

SAY THE WORD ‘RORO’ TO MOST PEOPLE AND THEY WILL AUTOMATICALLY ASSUME THAT YOU ARE TALKING ABOUT A VESSEL THAT CARRIES WHEELED CARGO SUCH AS CARS, TRAINS OR TRUCKS AND TRAILERS LOADED ONTO THE vessel via the stern. Danish Naval Architects, Knud E Hansen A/S, have come up with a design that is more flexible, more efficient and is also an award winner. ShipBuilding Industry’s Tom Scott spoke to the company’s Senior Naval Architect, Christian Damsgaard, to get the low down.

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NAVAL ARCHITECTURE & DESIGN

RoRo Specifically, it was the efficient and innovative design of internal cargo arrangement that was recognised by the ShipPax Award jury. “Although the vessel has some container capacity, she is specialised in handling all types of cargo,” informs Mr Damsgaard. “Loading flexibility is therefore important.” The broad range of cargo that the vessel can handle demonstrates this flexibility. In fact, the Bahri Abha has 364 dedicated container positions but this can be significantly increased if MAFI trailers and cassettes are used. This is combined with an impressive 24,800m2 RoRo cargo capacity.

Efficiency & Flexibility

he 12th Annual Ferry Shipping Conference took place this year on board the cruise ship Romantika that was sailing between Stockholm and Riga. As in previous editions, the conference was the occasion to present the prestigious ShipPax Award. Launched in 1999, the ShipPax Award stimulates innovative solutions by promoting noteworthy design features on newly delivered ferries, RoRo and cruise vessels. This year’s winner was Knud E Hansen A/S in recognition of the design of the deep-sea RoRo vessel, Bahri Abha. The award is considered by many to be the most

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prestigious trade award in the combined ferry, RoRo and cruise industry.

Diverse Cargo

The 225m Saudi-owned Bahri Abha design certainly rethinks the typical RoRo. “This is not a typical RoRo vessel – one that has lanes for trucks,” explains Knud E Hansen A/S Senior Naval Architect Christian Damsgaard. “The Bahri Abha, however, sails with so many kinds of cargo that there are no lanes or dedicated areas for special cargo.” The vessel is also optimised for fast and flexible loading and unloading procedures.

“For a RoRo cargo vessel, the most important design criteria after fuel consumption is efficient layout as it reduces the time in port,” continues Mr Damsgaard. “An efficient layout also increases the flexibility during loading and unloading and reduces damages to the cargo.” The Knud E Hansen A/S designed layout is certainly flexible as loading can be completed both via ramp and cranes. “On top of this there are large flush hatches and a large sliding door, meaning that you can load directly into the forward hold and since the hatches are flush you can drive on them and into the hold,” explains Mr Damsgaard. The design is also efficient as the aft loading area gives the possibility of loading all decks simultaneously. “This results in undisturbed driving lines where loading trucks can drive faster and safer.” In addition to this there are a few features that give the possibility of loading very large items. “The Bahri Abha can carry all types and sizes of goods,” continues Mr Damsgaard. “From standard trailers and containers and heavy-lift cargo

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NAVAL ARCHITECTURE & DESIGN

to oil exploration equipment and construction machinery.”

Fuel Saver

What’s more, the vessel is fully independent with regards to manoeuvring and loading and unloading procedures, doing away with the need for shore cranes or harbour assisting tugs. What sets this vessel apart from the rest of the Bahri fleet is that she is smaller, yet boasts greater cargo lifting capabilities. She has two deck cranes, each with a 120t @ 15m lifting capacity. At present, the Bahri Abha and her five sister vessels operate a route from Saudi Arabia to the American Eastern seaboard and back again followed by a return trip to India. This new generation of RoRo vessels consumes an estimated 45 percent less fuel on this route than the older ships they replace, thereby delivering considerable cost savings. Such significant fuel savings are achieved by a number of factors – “There is really no single item that lies behind the saving,” says

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Mr Damsgaard. “The construction was optimised to avoid the excessive use of steel and in the initial stages the vessel was lengthened without increasing the deadweight, resulting in a more slender and efficient vessel.”

Tailor-Made Solutions

During the model testing phase, there were also benefits to be found: “The lines were optimised to the extent that there really was no more to gain.” Inside the vessel many systems are simply more efficient compared to those of the older sister vessels that date back to the 1980s: “The main engine was down rated and thus given a lower specific fuel consumption.” The Danish naval architecture bureau provided the concept and tender design and also supported the owner throughout the construction process. “This was a true tailormade solution meeting the owner’s requirements,” says Managing Director Finn Wollesen Petersen. “We are extremely happy to have won this award. I am very

proud of the whole Knud E Hansen team.” On the overall success of the project, Mr Damsgaard concludes that “it is more related to a good design where the owner understood the importance of allowing time for the designers to do a good job and explore various solutions before selecting the final path.” i. www.knudehansen.com

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SHIPBUILDING TECHNOLOGY

SEC-GRONINGEN’S OFFSHORE VESSEL DECK GEAR

Pulling Force FROM THEIR TRADITIONAL TRADE IN EQUIPMENT FOR BULK CARRIERS, SEC-GRONINGEN, A CIG COMPANY, HAVE SEEN INCREASING BUSINESS for the offshore industry in recent years, providing anchor handling and four-point mooring equipment. Head of Sales Martin Cremers explains the shift in demand, particularly for electric frequency controlled winches. WORDS BY JOHN GAULDIE

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Martin Cremers, Head of Sales at SEC-Groningen.

he Central Industry Group (CIG), a Dutch conglomerate in steel construction design, engineering and production, has rebranded group members to reflect their role in providing ship owners with total shipbuilding solutions. For example, Vuyk Engineering Groningen is now CIG Maritime Technology and Shipkits has become CIG Shipbuilding. The rebranding exercise is the latest rapprochement in the group members’ longstanding cooperation. The idea is that, together, they can provide a one-stop-shop for the industry. Recently they have developed designs for costeffective PSVs, light construction subsea vessels, dive support vessels, and walk-to-work type wind support vessels.

Anchor & Mooring Winch Supplier

While these designs paint a clear picture of CIG’s strategic ambitions, the individual group members remain focused on their respective markets. For example, Ship’s Equipment Centre Groningen (SEC) (now sporting the identifier ‘A CIG Company’ in their logo) has a long history of designing and manufacturing winches and other deck equipment. From their traditional trade in equipment for bulk carriers, SEC-Groningen have seen increasing business for the offshore industry in recent years, providing anchor handling and four-point mooring equipment for vessels utilised by marine contractors around the world. Particularly popular with the offshore industry is the company’s Ten Horn brand of electric frequency controlled mooring winches, with pulling force capacity up to 100t. “From PSVs, pipelay vessels and all kinds of offshore vessels, they’re using these systems,” says Martin Cremers, Head of Sales at SECGroningen, “[Four-point mooring] is more required these days, we see more offshore support vessels and diving support vessels are asking for these kinds of products. One reason is for safety reasons during diving operations. They don’t want to use DP, so then they put it on the four-point mooring system.”

Environmental Factors

SEC-Groningen has production facilities in the Netherlands and in Shanghai. The machinery produced under license in China is identical to the Dutch original, with the same prime Western

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components. As well as standardised designs, SEC-Groningen develops all kinds of custom winches, which are also a growing part of the company’s new turnover from the offshore industry, Mr Cremers confirms. He says more of these designs steer away from the hydraulic option. “Across the whole range, we’re seeing more and more clients choosing electric frequency controlled winches. It’s also to do with the environment. They want to get rid of the hydraulic oil as much as possible on deck, avoiding problems with leakage. Noise is another factor. If you have a hydraulic pump, then you’re always going to have a lot of noise.” The electric frequency controlled winches still have the same benefits as hydraulic winches, like stepless speed control and full control of torque, but have more options. “You have low start current, very low maintenance because you don’t have the hydraulic parts inside, it saves energy and also you don’t have so much piping and hydraulic oil on the vessel.”

Low Maintenance

Frequency control provides more options in control stands and makes it easier to have wireless radio control. The electric motor is always protected from overload – if the forces get too high then the brake automatically takes over. Another important issue with mooring winches is self-tensioning. The hydraulic versions typically operate with a load pin, which can be maintenance intensive, Mr Cremers says. “Another benefit of frequency control is that you have timecontrolled tensioning directly in the electric motor. You don’t need a load pin, so you can avoid problems with the self tensioning.” SEC-Groningen delivers winches with a separate power pack, but the company also integrates power directly into the winch itself. “For the shipyard it’s much more convenient, they can directly install the winch on deck, it has a complete foundation underneath, so the outlining is not necessary. You only need to install the electric wires for the electric motor. [Our winches] have a compact design, no tubes or hoses on the outside, so everything is built into the gearbox of the winch itself.” i. www.centralindustrygroup.com

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SHIPBOARD A UTOMATION & MARINE ELECTRONICS

Hybrid Power NORWEGIAN ELECTRIC SYSTEMS ON A QUEST TO BRING EFFICIENCY TO ICELANDIC PSVS

Photo courtesy of Fuglefjellet

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Photo courtesy of Havyard

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SHIPBOARD A UTOMATION & MARINE ELECTRONICS

NORWEGIAN ELECTRIC SYSTEMS HAVE RECENTLY BEEN AWARDED A CONTRACT TO SUPPLY A COMPLETE DIESEL ELECTRIC SYSTEM to Fafnir Offshore’s latest vessel, HD833 WE ICE PSV, under construction at Havyard Ship Technology’s yard in Leirvik, Sogn, Norway. The system, described as the most innovative of the vessel’s features, includes Quadro Energy Storage Technology (QUEST) to reduce fuel consumption, cost and fuel emissions. She is due for delivery in July next year. The contract for the vessel is worth just over EUR 43 million. WORDS BY BEN LITTLER

avyard’s new design is for a vessel displaying fuel economy and environmental friendliness. A vessel that is able to operate as efficiently as possible, with the least amount of influence from exposed waters, in areas such as the Arctic. To facilitate the required efficiency, Havyard have employed the most up-to-the-moment technology.

Catalyst Prepared

We have two main focal points… customers’ demand and use of the latest accessible technology.

The vessel is designed to meet the latest environmental standards, such as Clean Design and its low emission engines are prepared for catalysts. Havyard’s hull lines are based on those of a smaller PSV vessel – the Havyard 832 LWE – and on offshore wind farm service vessels. As well as reducing fuel consumption and providing a greater degree of crew comfort, the lines make it easier to keep the hull free from ice during operations in Arctic waters. Arve Helsem Leine, Design Manager of Havyard Design & Solutions said, “When we develop a new ship design we have two main focal points. Those are the customers’ demands in relation to the ship’s operational needs and area of operation and also to use the latest accessible technology and research tools in order to make the ship as efficient as possible. We have invested a lot in our design philosophy and in our calculation tools and

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SHIPBOARD A UTOMATION & MARINE ELECTRONICS

methods for testing. We also work closely with key suppliers in developing good solutions for our designs and hybrid battery power is a good example of this.”

Precision Positioning

Simply put, the idea is the same as that used in hybrid-car technology: to produce energy as efficiently as possible, whilst ensuring that extra power is available as and when it is required. PSVs typically experience a large range of variables in the amount of energy they need – for example, sailing requires a different amount of energy than is usually required during operations at an offshore oil rig. Weather and currents are two of the factors that play a role in this. Mr Leine explains the implications of this: “In traditional diesel-electric propulsion systems the diesel generators’ load will vary according to the alternating energy needs.”

Photo courtesy of Fuglefjellet

This means that diesel engines cannot constantly operate within a local area where these engines have the lowest possible fuel consumption. “With hybrid battery power you can constantly operate diesel generators at an optimal level. When energy demands vary you can either charge or discharge batteries, depending on whether the energy demands are lower or higher than the capacity of diesel generators in operation. Response time in relation to variation in power demands is also a lot shorter, so there is a quicker transfer of power to the ship’s thrusters, which ensures a more precise and secure positioning, for example in operations by an offshore rig.”

Faith in the Future

This will be the fourth time that Havyard have designed and constructed a vessel for

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Iceland-based Fafnir Offshore. Steingimur Erlingsson, founder and CEO of Fafnir, speaking of the vessels that Havyard has built for his company, said that they represented an “… indication that Iceland is taking its first step in the offshore industry.” He spoke highly of his relationship with the shipyard: “… it has been a privilege working with Havyard when it comes to finding solutions for technical challenges… In the Havyard 83 WE ICE design, we have continued our cooperation and further developed the PSV concept… Havyard really does live up to is vision ‘Improving Life at Sea’ and we have great faith in the future and our cooperation with Havyard.”

Herald of a New Era

For NES, this will be the second time they have supplied a diesel electric system for a Fafnir Offshore vessel. The first was for a HD832 L WE, which is due for handover in Q3 of this year. However, this is the first time that the system will feature QUEST technology. NES say that QUEST technology will open up a new era in the electrical propulsion market. QUEST 1 and 2 are two different engine storage systems. They enable the running of engines on one diesel generator set. When increased power is required it is supplied from the batteries, which are in turn charged by spare energy from the generator set.

placing it close to the main switchboard. NES say that the Quadro Drive has proven itself, with over 22 systems in operation already. Used with QUEST, further benefits can be experienced, for example, a battery pulse with either DC/AC convertor or DC/DC convertor. Furthermore, the fact that QUEST utilises existing products, readily available off the shelf, means there is no need to gamble with unproven, prototype technology.

Power on Demand

NES has, through the development of software, studied various vessels’ fuel and power demand. This has enabled them to establish necessary criteria to calculate the average level of power and any subsequent boosting power required from the battery. Conventional diesel-electric systems typically offer between 15 and 50 percent fuel savings, dependent on mode. With QUEST technology, however, NES suggest 15 percent savings to be possible. Altogether, the system coupled with Havyard’s hull design, sees fuel consumption reduced by between 30 and 40 percent in comparison with a conventional, diesel powered PSV. Additionally, because QUEST creates less demand for multiple generator set usage, diesel engine maintenance requirements are also lowered. Crucially, just as more robust emissions regulations come to pass, QUEST’s reduction of diesel use also makes for reduced NOx and SOx output. i. www.havyard.com i. www.norwegianelectric.com

On a Quest

QUEST has been part of NES’s planning since 2010, when they began to develop the Quadro Drive. “Our philosophy has always been to prepare a diesel-electric and hybrid electric system with modular ‘add-on’ capability,” NES have stated in a press release. “Like other companies we too studied the DC grid system as a possibility, but found it to be out of date, far too expensive, especially installation wise...” NES have extended the Quadro Drive with QUEST solutions, where a convertor is incorporated into the drive. This means there is no need to decentralise the battery banks. Space for the battery room can be found on any vessel design. NES offer the example of

NES Scope of Supply 5 x main generators 1,800RPM/1,350kW 2 x main prop. motors 0-1,200RPM/2,100kW 2 x motors for bow thrusters 0-1,200RPM/1,100kW 1 x motor retr. azimuth thruster 0-1,200RPM/880kW 2 x Quadro Drive for main prop 2,100kW 2 x Quadro Drive for bow thrusters 1,100kW 1 x Quadro Drive for retr. azimuth 880kW 1 x main switchboard 1 x B.O.S.S (Black Out Safety System) 1 x R.A.S (Remote Assistance System) 1 x QUEST 2 Energy Storage Systems

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REFIT, REPAIR & CONVERSION

Replacing the main engine cooling water piping using grooved-end couplings took just one week.

MECHANICAL PIPE-JOINTS DELIVER FAST & SAFE RESULTS FOR DREDGER RETROFIT

Get Into The Groove PIPING SYSTEM RENEWAL CAN BE A LONG AND EXPENSIVE AFFAIR WITH SOME SERIOUS SAFETY ISSUES. OFTEN THE WORK HAS TO BE CARRIED OUT IN LIMITED SPACE, WHICH COMPLICATES MATTERS AND ADDS TO THE TIME AND costs involved. When piping systems had to be replaced on the Canada-based Fraser River Pile and Dredge’s (FRPD) trailing suction hopper dredger (TSHD), the work had to be completed as quickly as possible. This, and the desire to avoid welding for safety reasons, led the company to select Victaulic’s grooved mechanical pipe-joining method.

he main engines of the 1983-built FRPD 309 TSHD recently underwent replacement of cooling water piping systems. Welding new pipes around fuel and other combustible materials obviously raises safety considerations. But as well as eliminating fire risk, FRPD Marine Technical Superintendent Igor Shlyk knew that using grooved mechanical joining instead of welding would greatly speed up the retrofit work on the TSHD.

Rapid Refit

“We’d used the Victaulic system before so I knew it would be way faster,” says Mr Shlyk. “Not only do you have fewer people involved but you don’t have to fit, cut and grind: you just order the piping and fittings, get a grooving machine and everything fits together.”

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REFIT, REPAIR & CONVERSION

Not only was the installation time reduced, but the project could also get off to a quicker start because there were none of the delays associated with welding. “As a BV Class vessel, we have to have all the procedures in place including welders’ certificates, welding procedures and hotwork permits,” explains Mr Shlyk. “We could eliminate that with Victaulic products.” There was also no need for the ultrasonic testing of welds: “In this case, we just pressure-tested the system and there were no leaks.”

A Tight Spot

The ease and convenience of the mechanical pipe-joining system helped overcome space constraints on board the

Couplings create permanent leak-tight seals and reduce system vibration.

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The coupling’s unique construction results in less vibration that, in turn, mean less maintenance. “When a dredger is operational there’s a lot of vibration,” explains Mr Shlyk. “There’s a lot of flexibility with Victaulic couplings and their design makes them work like shock absorbers.” Pleased with the final result of this recent project that took just one week to complete, FRPD is committed to using grooved pipejoining in preference to other methods. Work on cooling water pipes for the auxiliary engines and pump engines will follow. i. www.victaulic.com

Mechanical pipe joining helps overcome space constraints.

vessel. After pre-measuring, cutting and grooving the pipe, pieces were preassembled and fitted together progressively section by section. “With welding, unfortunately you can’t do that: you have to go back and forth several times, tacking welding and removing,” says Mr Shlyk. “If we’d tried to weld, I don’t see how it could have been done.” Similarly, any future maintenance will be much simpler. A union at every joint means that a worker needs to undo just two nuts and bolts and retighten them after replacing the gasket.

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Less Vibration

Mechanical Pipe Joining Explained Mechanical pipe-joining begins by cold forming or machining a roll groove into the pipe end. The coupling housing fully encloses the gasket, reinforcing the seal and securing it in position with the use of only two nuts and bolts. The mechanical joint creates a triple seal due to the design relationship between groove, gasket and housings. The joint’s integrity is only enhanced when the system is pressurised.

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SBI OUTFITTERS PAGES Pipework Anti-Fouling

Fixed Pitch Propeller Design

Cathelco is supplying seawater pipework anti-fouling systems for a series of eight PSVs which are being built by the Remontowa Shipbuilding yard in Gdansk. Four of the 92.65m PSVs are already in service for Edison Chouest Offshore. The Cathelco systems on board the Bongo, Kudu, Sable and Oryx will protect the seawater lines against blockages caused by the growth of barnacles and mussels. This will involve the installation of copper and ferrous anodes in the forward and aft strainers which are wired to a control panel. The remaining vessels in the series are at various stages of construction and outfitting at Remontowa Shipbuilding and will be delivered by midsummer 2014. i. www.cathelco.com

The FPP Opti Design, a new state-of-the-art fixed pitch propeller (FPP) design concept, has been introduced by Wärtsilä. The new design offers fuel savings of up to 4 percent and highly reliable full scale performance predictions. The concept has been developed utilising the latest computational fluid dynamics (CFD) technology. CFD calculations analyse not only the propeller performance but most importantly, also the interaction between the propeller and hull. This provides extremely accurate information to ensure design and parametric optimisation. i. www.wartsila.com

Structural Adhesive

Underwater Hull Cleaning GAC EnvironHull has developed the HullWiper ROV to pioneer unmanned underwater hull cleaning technology. The ROV uses high pressure water jets as the cleaning medium, eliminating the need for brushes, abrasives and divers to deliver a safe, speedy, consistent and clean result. The HullWiper ROV is fitted with a light and camera, allowing its operator to control the cleaning process below the waterline from the support vessel. The high-speed HullWiper ROV is designed to clean up to 2,000m2 per hour, completing a full hull in a just a few hours. i. www.gac.com

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Scott Bader’s Crystic Crestomer 1152PA urethane acrylate structural adhesive is specified by CTruk as suitable for all FRP bonding, hull stringers and bulkheads, transom sections, engine beds, deck sections and for hull to deck joints. Scott Bader’s technical data for cured Crestomer 1152PA gives typical physical property values of 100 percent elongation at break and a maximum tensile strength of 26 MPa (to BS EN ISO 527-2:1196 test method). The limiting factor is the fibreglass substrate failure, not the Crestomer adhesive joint strength. Crestomer 1152PA is MEKP cured, supplied to CTruk preaccelerated in 25kg pails, which is applied by hand. It offers a good level of application flexibility on the shop floor during the bonding assembly stage, as the Crestomer 1152PA grade has an open working time of up to 50 minutes (at 2 percent w/v catalyst, 25°C) and is suitable for gap-filling joints up to 25mm. i. www.ctruk.com i. www.scottbader.com

Tank Cleaning Fan Scanjet’s latest addition to the range of tank cleaning equipment is the Water Driven Portable Gas Freeing Fan, the SC F150W. The whole tank cleaning package, fixed, portable and including fans is available from one reputable manufacturer. The SC F150W is designed as a high performance (up to 15,000m3 per hour), deep penetration unit suitable for use on all types and sizes of vessels. Weighing under 20kg, it is truly portable and using layflat hoses means setting up is a one man job. i. www.scanjetuk.com

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SBI OUTFITTERS PAGES Caterpillar MaK

Synapsis for New Windpark Service Vessels

Caterpillar Marine has announced that Cat power and propulsion systems have been selected for four Ulstein SX157 ocean-going towing vessels being built at the Niigata shipyard in Japan for ALP Marine. Each vessel will have four MaK 9 M 32 C propulsion engines rated at 4,500bkW at 600rpm, three Cat C32 auxiliary generator sets rated at 940eKw at 1,800 rpm and one Cat C9 generator set for everyday power. “This remarkable project is a milestone achievement for Caterpillar Marine as it represents… that we are capable as a comprehensive provider of not only power solutions, but propulsion systems,” said Alexander Kohse Caterpillar Marine’s Global Offshore Segment Manager. i. www.cat.com

German navigation system manufacturer Raytheon Anschütz, together with its exclusive Norwegian distributor Syberg AS, has been awarded a contract for the supply of an advanced Synapsis Integrated Navigation System to two new state-of-the-art windpark service vessels. The Norwegian shipyard Havyard Ship Technology is designing and building the new vessels which have to meet the highest demands on design, safety, efficiency and performance. Raytheon Anschütz contributes to the advanced vessels with the supply of Integrated Navigation equipment from its Synapsis Intelligent Bridge Control series, which will be in compliance with DNV’s demanding DNV NAUT-AW notation. i. www.raytheon-anschuetz.com

Wencon Pipe Tape Pressure Tested

Certificated Battery Chargers Mastervolt, the Dutch-based leader in marine electrical systems, has received extensions of the coveted Det Norske Veritas (DNV) certification for a number of its high capacity Mass battery charger models. The new certificates have been applied to three of the 24-volt chargers, namely the Mass 24/25 – DNV, the Mass 24/75 and the Mass 24/100. The Mass chargers have been designed for the harshest of marine environments. The certification allows the equipment to be installed in any marine commercial operation requiring class approval, from offshore support vessels to charter superyachts. i. www.mastervolt.com

The Netherlands-based Repair Management has pressure tested the Wencon Pipe Tape. Wencon is thereby the only manufacturer of Water activated Pipe Tape which successfully passed the pressure test at the Dutch Ship Builder IHC Merwede. This shipyard is specialised in high class offshore and dredging vessels and they have their own material laboratory. Their laboratory (named MTI Holland as a member of the IHC Group) carried out this pressure test without use of Wencon Putty. Wencon Pipe Tape passed the test at 10 bar, without any sign of leakage and the Pipe Tape is approved by IHC Merwede for their aftersales department. i. www.wencon.com

Maintenance & Repair Works The Dutch Caterpillar dealer Pon Power and MaK dealer Bolier signed a 3-year contract for the maintenance and repair works of Cat and MaK engines for the Van Oord fleet. “The most important result is to make the maintenance works more efficient. It is our goal to improve the technical performance of the engines and to optimise the maintenance planning. This will result in a lower use of energy and lower emissions. Van Oord is very committed to contributing to a sustainable fleet,” mentioned Jaap de Jong, Van Oord’s Director Ship Management. i. www.pon-cat.com i. www.bolier.nl i. www.vanoord.com

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THE YELLOW & FINCH PAGES

ShipBuilding Industry’s Buyers Guide

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

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

Cramm HLS BV P.O. Box 510, 8901 BH Leeuwarden 6 2 | S B I 2 0 1 4 | Vo l um e 8 | Issue 3

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

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

DSR Europe office: Graf Adolf Str.98, 40210 Dusseldorf, Germany T +49 (0)211 164 9906 F +49 (0)211 164 9909 E euo@dsrcorp.com Contact: Mr. Phil Na Seoul office: Woosin Bldg. 7F, 646-15, Yeoksam-dong, Gangnam-gu, Seoul, 135-911 Korea T +82 (0)2 3420 3500 F +82 (0)2 3420 3600 E sales@dsrcorp.com DSR is the world leader in the manufacture of quality special fiber ropes and special wire ropes. We have

been trying our best to lead the industry by developing the most advanced fiber and wire ropes. We always work with our customers. We offer the best quality and service of our products.

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

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

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

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

Kramer Marine Engineering BV Houtkopersstraat 46 3334 KD Zwijndrecht The Netherlands T +31 (0)78 61 00 112 F +31 (0)78 61 03 966 E info@kmebv.nl I www.kmebv.nl Contact: Marco Kramer Kramer Marine Engineering is a naval architecture and marine engineering company servicing a wide range of w w w. s h i p b u i l d i n g -i n d u s tr y. e u

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YELLOW & FINCH PAGES clients and shipyards. The service we provide includes concept design up to production information including cutting files. Our vast experience ranges from small workboats, fishing vessels, inland barges and tugs to large ferries and mega yachts. Kramer Marine Engineering also has experience in dredging vessels and offshore modules. We are flexible and have lots of practical experience. Our goal is to deliver top quality design and engineering in the shortest lead times. To enable this we make use of the latest 3D engineering software. We think along and aim for long lasting relationships with our clients.

Nicoverken Marine Services BV Algerastraat 20 3125 BS  Schiedam, The Netherlands T +31 (0)10 238 0999 F +31 (0)10 238 0988 E info@nicoverken.nl I www.nicoverken.nl Contact: Jacco Vermunt Distributor, 24/7 service & spare parts agent of marine equipment. In our programme there are stainless steel marine pipes and drains, filtration, anti-fouling & cathodic protection, reverse osmosis desalinators (water makers), wastewater treatment, vacuum sanitary systems for yachts, deck equipment (doors & hatches) and watertight sliding door systems. Our Ship Repair department is specialised in the overhaul of all types of main and auxiliary engines, including attachments i.e. governors, turbochargers, fuel equipment and the sales of spare parts and engines. We are capable of crankshaft grinding. Our service is 24/7 worldwide!

PTR Holland B.V. Dintelweg 107 3198 LB Rotterdam, The Netherlands T +31 (0)10 714 49 45 F +31 (0)181 26 28 13 E info@ptrholland.com I www.ptrholland.com Contact: Joris J. Stuip From the early days PTR’s core business has been the manufacture of a full range of rope ladders using wooden, metal-alloy and synthetic

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

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steps. Jacobs or Monkey ladders are produced, but the main production is the manufacture of PTR Pilot Ladders to the all-important MED certification. PTR, under the supervision of Bureau Veritas, was one of the first manufacturers to be awarded MED approval for pilot ladders and lifeboat/ embarkation Ladders. Daily, MED approved ladders are shipped locally and by sea and air to users around the world, for other items please visit us at www.ptrholland.com

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

Stone Marine Singapore Pte Ltd 4 Tuas Basin Close Singapore 638797 T +65 6863 2681 F +65 6863 2683 E office@stonemarine.com W www.stonemarine.com Contact: Simon Honeybone (Managing Director), Stephen Yeo (Technical Director) Stone Marine custom design and manufacture high-end propellers and sterngear equipment. We use the latest design and engineering technology, including simulation software and 5-Axis milling machines, providing accurate and precise propulsion equipment. You can rely on our long established history of delivering high quality propellers, optimised for maximum efficiency, with minimal noise and vibration levels. Stone Marine propellers are produced to all the desired finishes from Class II to Class S for all types of vessels. The

maximum propeller diameter we build in Singapore is 4.0m (diameter) with shafts up to 12.0m in length. We are approved by all the major classification societies.

Teus Vlot Diesel & Marine Baanhoek 182b 3361 GN Sliedrecht The Netherlands T +31 (0)184 493 888 F +31 (0)184 493 889 E info@teusvlot.nl I www.teusvlot.nl Contact: Jan Breedveld Teus Vlot Diesel & Marine is specialised in the repair, maintenance, overhaul as well as in the installation of diesel engines and the development of technical applications. Also service and construction of electrical installations, and trading in electricity related equipment are part of the company’s activities. They also design and develop all types of technical facilities for dredging and related material. Cornerpoint is its worldwide supplier of a wide range of diesel engines, spare parts and related equipment.

WINEL B.V. P.O. Box 70 9400 AB Assen The Netherlands T +31 (0)592 366 060 F +31 (0)592 312 392 E sales@winel.nl I www.winel.nl Contact: Bert Knijp Since its foundation in 1956, Winel has

grown into a leading global supplier of high quality products and services tot the world’s maritime industry. An experienced team of specialists offer a wide range of doors, hatches, platforms, tank venting systems and special engineered products. Winel’s strength is offering a complete in-house service package which includes 3D design, engineering, testing, manufacturing, assembly, project management, support & logistic services.

G.J.Wortelboer Jr. B.V. Quarantaineweg 5 3089 KP Rotterdam P.O. Box 5003 3008 AA Rotterdam Harbournr: 2637 The Netherlands T +31 (0)10 429 2222 F +31 (0)10 429 6459 E info@wortelboer.nl I www.wortelboer.nl Already in the shipping industry for more than 50 years, we are your reliable partner for quick deliveries of all types and weights of certified anchors and all diameters of certified chain cables. On our yard in Rotterdam we have more than 7 million kilograms in stock for immediate dispatch. We can get it to the destination you require whether it is by (special) truck, by sea freight or in very urgent cases by airfreight. Also we can arrange the fitting for you aboard of your vessel. For more information, please look around on our new and improved website: www.wortelboer.nl!

Next Issue Main Themes

Deck Equipment Hoisting and Lifting Gear Focus on the Netherlands SMM 2014

Ship Reports

YN 455/456 – Shipyard de Hoop

Deadlines

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11 July 2014 1 August 2014

Subjects can be changed without prior notice.

S BI 2014 | Vo l u me 8 | I s s u e 3 | 6 3

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WORD ON THE SEA

SBI’s Marco Geels

Revival of fortunes where I saw most networking activity – China received Greece is on the up again after suffering the 72 percent of Greek bulker orders. As a reflection of consequences of a severe financial crisis a few years the healthy order book, Chinese shipbuilding yards ago. Prosperity is now returning to this beautiful were well represented with COSCO Shipyard and CSSC Mediterranean country. Two of the nation’s amongst the many present. mainstay sectors – tourism and shipping – are the It’s not just about Asian shipbuilding though – first to demonstrate the turnaround. Last year European yards were also present a record breaking 18 million with perhaps a greater leaning holidaymakers enjoyed Greek towards ship repair, for example hospitality and the shipping the Turkish Tuzla Shipyard, sector is showing concrete Greek Chalkis Shipyards and the signs of recovery. The Greeks Mediterranean Palumbo Group and dominated the global order book many more. last year, investing USD 4.5 billion The Chinese Pavilion Posidonia is internationally on bulkers, USD 3 billion on very important for European tankers and USD 1.6 billion on was where I saw most manufacturers and suppliers. container ships. networking activity. Wärtsilä, Kongsberg and ABB I experienced this feeling of Turbocharging were all there. The optimism and revival first hand latter had even sponsored the exhibition lanyard last month during my trip to Athens for Posidonia signifying the company’s desire for blanket coverage. 2014. Posidonia Exhibitions Managing Director Major exhibitors such as Transas, MAN Diesel & Dimitra Michael also echoed the opinion: “Shipping is slowly rebounding because global trade conditions Turbo and Alfa Laval have already confirmed their participation for Posidonia 2016. ShipBuilding are improving.” Industry will be there too – it’s just too important I was one of the almost 20,000 visitors that attended a record breaking event with 1,843 to miss. exhibitors from 93 countries. I visited stands from various global shipyards to learn more about the impacts of the expanding Greek fleet – the majority of which is to be built in Asia. South Korea is doing well, in particular in the LNG and LPG markets, as I learned from SPP Shipbuilding. Japanese shipbuilding is doing Marco Geels well in most segments but the Chinese Pavilion was marco@ynfpublishers.com 6 4 | S B I 2 0 1 4 | Vo l um e 8 | Issue 3

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SBI 2014 | VOLUME 8 | ISSUE 3

SB I VOL. 8 ISSUE 3 | 2014

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DENMARK

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