Maritime Review | Mini Mag: Marine Engineering / Engines and Propulsion

MINI MAG

2021 SHIPPING FISHING OIL & GAS ENGINEERING

AFRICA

SHIP SUPPLY PORTS

INNOVATION CAN AFRICA PARTICIPATE?

ON THE COVER | VOLVO PENTA IPS:

A propulsion revolution

SMART

MANUFACTURING

The unique Volvo Penta IPS system improves power, performance as well as onboard comfort for operators in both commercial and leisure applications. The system increases control, manoeuvrability and fuel efficiency and allows for a wide number of beneficial optional features and functions. The key to these exceptional qualities lies in the forward-facing, twin counter-rotating propellers with individually steerable IPSs under the hull. www.volvopenta.com

MARINE ENGINEERING | ENGINES & PROPULSION

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MARITIME REVIEW AFRICA MANAGING EDITOR: Colleen Jacka editor@maritimesa.co.za ADMIN & ACCOUNTS: Lesley Jacka admin@maritimesa.co.za ADVERTISING SALES: INTERNATIONAL & NATIONAL admin@maritimesa.co.za 021 914 1157 021 914 3742

THEME | Marine Engineering / Engines & Propulsion OFFICE: 021 914 1157 021 914 3742 POSTAL ADDRESS: PO Box 3842 Durbanville 7551

CONTENTS MARINE MANUFACTURING LOCAL DEVELOPMENT

COPYRIGHT: No content published in Maritime Review Africa may be reproduced in any form without written permission of the editor. Inclusion of any products in features or any product news does not indicate their endorsement by the publishers or staff.

Opinions expressed in the editorial are not necessarily those of the publishers, editors or staff of the magazine.

Every effort is made to check the content for errors, omissions or inaccuracies, but the authors, publishers and contributors connected with the magazine will not be held liable for any of these or for consequences arising from them.

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The Marine Manufacturing & Repairs, and Associated Services Development Programme (in short The Marine Programme) is and initiative of the dtic through their Aerospace Industry Support Initiative (AISI). The AISI is hosted within Industry Connect of the CSIR’s Manufacturing Cluster and has a specific aim of industrial development. Dr Nicolene Roux unpacks how the programme has assisted the sector since its inception as a pilot project in 2019.

SHIP & BOAT BUILDING WHAT IF?

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What if the mantra: “Built in Africa for Africa” was doing the continent a disservice? What if it was holding continental shipyards back instead of pushing them forward? What if it created an impression of Africa’s output as being less sophisticated and more expensive than established ship and boat building regions? What if it defined Africa’s vessel requirements to be less sophisticated?

Published by More Maximum Media

COVER STORY MINI MAG | 2021

The unique Volvo Penta IPS system improves power, performance as well as onboard comfort for operators in both commercial and leisure applications.

The system increases control, manoeuvrability and fuel efficiency and allows for a wide number of beneficial optional features and functions. The key to these exceptional qualities lies in the forward-facing, twin counter-rotating propellers with individually steerable IPSs under the hull.

SEE STORY ON PAGE 06

LEISURE BOAT BUILDING

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Vanessa Davidson highlights some of the challenges and successes in the South African leisure boat building sector during the COVID-19 pandemic and its impact on the industry and its markets.

QUAY QUOTES Marine Programme, along with its impacts in the industry, is 11 |“The growing annually. Although the programme is still in its pilot phase, it is hoped that it will make a lasting impact to the marine industry.” Dr Nicolene Roux of the CSIR.

ENGINES & PROPULSION

though we will not see a drastic steel replacement in com14 |“Even mercial ships on the same scale as the aviation or the automobile

Wolves of the sea

industries over the next 15 years, a revolution in advanced materials will quietly come into full play, from ship structure to machinery.” The Global Marine Technology Trends 2030 (GMTT2030) Report.

Versatility in output and applications

came to the fore in a number of countries as a safe and so18 |“Boating cially distanced activity, particularly in the USA market which is South

Diesel outboards becoming a popular choice

A first for Africa as new generation of engines adopted

PRODUCTS AND NEWS

Can marine engines and propulsion systems help meet the target of zero emissions by 2050?

Service your diesel engine now to avoid costly repairs later

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Africa’s primary export market. Restrictions on international travel also boosted market appetite for local activities such as boating, as opposed to prior international holiday opportunities such as chartering or adventure travel.” Vanessa Davidson of SABBEX.

key deciding factor in choosing these engines was trust in their 24 |“Apropulsion systems. It’s usually the number one deciding factor for

our customers, especially in commercial, but also in leisure boating.” Jacques Brummer of Southern Power Products.

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The maritime community will surely understand the concept of being keelhauled and we have reinstated the practice, which was allegedly instituted by the British Navy as a way of “severely rebuking a subordinate”.

But at the same time we will also applaud those individuals and companies in recognition of significant achievements.

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Applaud [BRAVO ZULU]

Keelhauled

For the combined efforts of the dtic, Aerospace Industry Support Initiative and the CSIR for their efforts to support local marine manufacturing.

Department of Forestry, Fisheries and Environment for the dismal attention to detail relating to the Fishing Rights Application Process.

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EDITORIAL COMMENT

By Colleen Jacka

ENGINEERING A BETTER FUTURE

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In the first of our online mini mags, we take a look at the initiatives that are currently underway, both internationally and regionally, aimed at engineering a better future for the environment as well as for economic progress for shipyards.

The weekly tenders published by Maritime Review clearly show that the continent has actively pursued the procurement of new vessels during the course of 2021. These have been mostly in the port, fisheries, naval and patrol sectors - and the United Nations plays an important role in procurement.

In addition, one single request for a quotation sought to obtain costings for 60 outboard motors - emphasising that there is clearly a market on the continent for water craft and accessories.

Sadly, however, the majority of vessels delivered into African waters are not built on the continent - the adage: Built in Africa for Africa does not seem to have taken hold amongst the main purchasers. And South Africa currently seems to be the only country to have designated the shipbuilding sector for local procurement.

Set against an agenda of improving technology and reducing the shipping sector’s GHG and carbon emissions, international collaborative projects are forging ahead while developing countries seem to be left behind - this despite, the efforts by the International Maritime Organisation (IMO) to ensure an inclusive mandate for reaching ambitious targets in the next decade and up to 2050.

It is, however, clear that there are a number of projects being undertaken on the continent, but it still feels disjointed and fragmented - with input from European companies and countries. As such, we seem to be still waiting to see Africa propel its own course in the new green innovative space in any truly cohesive way.

Colleen Jacka, editor editor@maritimesa.co.za @GeminiJourno

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Maritime Review Africa

Marine Engineering/Engines & Propulsion | 2021

EDITORIAL COMMENT

COMMENT

By Colleen Jacka

Maritime Review Africa

Marine Engineering/Engines & Propulsion | 2021

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COVER STORY

SOUTHERN POWER | Power for Professionals

REPOWER | extend your performance A smart way to improve your vessel’s overall performance is to simply replace its engine. Volvo Penta has developed repowering kits to ensure safe, easy and cost-effective replacement. Every kit is made to match, has been thoroughly tested, and will cause minimal impact to your existing engine bed. Your Volvo Penta dealer will be able to assist you throughout the entire repowering work.

Power Profes

APPLICATIONS | wide range Volvo Penta’s range of propulsion solutions are used by operators all over the world, improving performance, efficiency – as well as maneuverability, control and working environment.

The solutions are in use in a wide variety of business segments – such as coast guard and patrol vessels and passenger transportation.

TECHNOLOGY | well proven Volvo Penta diesel engines and propulsion solutions are based on our century-long marine experience and the Volvo Group’s collective expertise. This means a thoroughly tested and proven multi-platform technology and innovations that provide performance, reliability and maximized uptime.

PROPULSION SOLU

FUEL EFFICIENCY | leading One of the main benefits of Volvo Penta propulsion solutions is the impressive fuel efficiency.

This means that you can keep your fuel expenses and total cost of ownership down, while resting assured that you’ve made a truly effective choice when it comes to environmental care.

For all your Volvo Penta engine, spare parts & aftermarket needs contact Southern Power, the Volvo Penta Southern Africa Marine Market Center. www.southernpower.co.za sales@southernpower.co.za 021 511 0653 | 021 510 3049

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VOLVO PENTA IPS

SOUTHERN POWER | Power for Professionals

r for ssionals

COVER STORY

State-of-the-art, reliable and fuel efficient – the characteristics of Volvo Penta engines and propulsion solutions make them a perfect choice for a wide range of highperformance and heavy-duty applications. Based on Volvo Penta’s more than centurylong marine experience and the Volvo Group’s combined knowledge and technological expertise, our solutions have been developed, manufactured and thoroughly tested to meet the needs of demanding operators worldwide.

UTIONS:

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AQUAMATIC STERNDRIVE

INBOARD SHAFT Maritime Review Africa

Marine Engineering/Engines & Propulsion | 2021

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MANUFACTURING & REPAIR

Developing and showcasing capacity

Developing the local m manufacturing and rep The Marine Manufacturing & Repairs, and Associated Services Development Programme (in short The Marine Programme) is and initiative of the dtic through their Aerospace Industry Support Initiative (AISI). The AISI is hosted within Industry Connect of the CSIR’s Manufacturing Cluster and has a specific aim of industrial development.

Dr Nicolene Roux unpacks how the programme has assisted the sector since its inception as a pilot project in 2019.

Responding to the increased number of exemption requests received for designated marine components, the dtic initiated the programme in a bid to provide assistance and strengthen the sector’s ability to meet stringent quality standards required to produce internationally-benchmarked components.

The AISI was selected to act as programme managers as a similar programme for the aerospace industry was already being successfully managed under their auspices. The Marine Programme provides support to the marine manufacturing industry with the main aim to increase industrialisation and localisation.

Since the start of the initiative, a total of 13 marine beneficiaries have been accepted into the programme. All of these beneficiaries are SMMEs with the bulk of them operating as Level 1 B-BBEE companies. The programme is managed to uplift SMMEs within the marine industry and to grow the industry in a manner that reflects transformation.

This drive is clearly visible in the evaluation process applied to identify new

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Maritime Review Africa

Marine Engineering/Engines & Propulsion | 2021

entrants into the programme. The support is specific to marine manufacturing and is provided though one of two interventions namely “Standards and Accreditations” and “Technology Enhancement”.

Standards and Accreditations One of the most prominent shortfalls of the local marine manufacturing industry is the lack of the required marine related standards and accreditations. This shortfall prevents local manufacturers from participating in the international marine supply

Developing and showcasing capacity

marine pair sector

chains. For this reason the bulk of the support through the Marine Programme is directed towards the Standards and Accreditation intervention.

The aim is to address the shortage of locally accredited manufactured marine components (or systems) enabling the supply of these to the local and/or international marine market.

The identification of companies for this intervention is mainly undertaken through the issue of an expression of interest (EoI) followed by the evaluation of all the

MANUFACTURING & REPAIR

Dr Nicolene Roux obtained her doctorate in Technology and Innovation Management at the University of Pretoria in 2020.

She has a rich background in science and engineering having started her career as a geologist in the mining industry and then evolving from this path to include power generation as well as technology management within her scope of expertise.

Dr Roux started to manage the Marine Development Programme in August 2020, approximately one year after launch of the programme.

“The marine manufacturing industry is challenging and complex and I really enjoy learning about the challenges and investigating the solutions to them. People in the industry are eager to grow their companies and working with the beneficiaries is inspiring.” says Dr Roux who adds that she has met amazing people (especially the women) involved in this industry and all have a similar passion to develop it. proposals received.

Support is offered for marine-specific accreditation only, but does not extend to recertification or maintenance of accreditations.

Any organisation that is currently (or could be after benefitting from the proposed intervention) a system, sub-system or component manufacturer in marine manufacturing is eligible. Both large organisations (integrators and sub-systems suppliers) as well as SMMEs are eligible, although preference is given to SMMEs. Maritime Review Africa

Marine Engineering/Engines & Propulsion | 2021

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MANUFACTURING & REPAIR

Developing and showcasing capacity

Technology Enhancement The second intervention aims to advance the level of technology within the sector and aims to support companies to access new or existing markets. This new market is not limited to the marine industry but could extend into other industries. We believe that technology enhancement is a critical aspect for organisational growth.

The development and enhancement of new technologies, processes and manufacturing methods is fundamental to remain competitive on a global level.

From a South African perspective this intervention strives to increase localisation by establishing the capabilities to manufacture exempted products and components locally rather than to import them.

Depending on the allocated and available budget, the programme tends to only support one technology enhancement project at a time. The selected projects are usually of a nature that they will require the entire budget set aside for this intervention. Beneficiaries for the Technology Enhancement intervention are selected via a Call for Proposals (CFP) and the successful company is determined though by an evaluation committee.

The most recent CFP process made R750,000 available for a technology enhancement project. As part of the criteria for selection, an SMME must be able to fund at least 10 percent of the project costs, while larger companies must be prepared to fund at least 25 percent.

Like accreditation support, technical support is open to any organisation that is currently (or could be after benefitting from the proposed intervention) a system,

The most recent CFP process made R750,000 available for a technology enhancement project. As part of the criteria for selection, an SMME must be able to fund at least 10 percent of the project costs, while larger companies must be prepared to fund at least 25 percent.

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sub-system or component manufacturer in marine manufacturing. Both large organisations (integrators and sub-systems suppliers) as well as SMMEs are eligible, although preference is given to SMMEs. Successful support Since the kick-off of the Marine Programme, support has been successfully concluded for five beneficiaries.

Completed support is listed below.

Support for a company to become the first local manufacturer of type approved valves. Bureau Veritas and Lloyds Register Type Certifications on marine butterfly valves.

Support for a company to obtain IACS (Lloyd’s Register and Bureau Veritas) approved and certified Welding Procedure Specification and Welding Procedure Qualification Records.

Support for a company for the implementation and certification of ISO 45001.

Support for a company for the implementation and certification ISO 9001.

Support for a company who developed a mobile Ship Ballast Water Treatment System Examples of projects still receiving support from the Marine Programme include:

Support towards various welding and welder certifications.

Support towards specialised ISO implementations and certifications.

Support towards Marine Chemist certifications (working in confined spaces).

Support towards the design, manufacture and supply of Hydrofoils for Sailing and Power Boats.

Support towards certifications for valve positioning indicators (IECES, ATEX and SANAS.

Support towards international SOLAS approval for locally manufactured life jackets.

In the last financial year the programme

Developing and showcasing capacity

MANUFACTURING & REPAIR

Lessons learned As with any pilot project of this nature, the programme has some lessons under the belt.

After initially accepting requests for support towards ISO quality management systems implementation (QMS) and certifications, the programme has taken the position not to include these accreditations going forward. SMMEs that require ISO QMS support is referred to the Small Enterprise Development Agency (SEDA). The AISI has successfully referred six marine companies to SEDA for various QMS support.

Acknowledging that obtaining marine standards and accreditations is a technical undertaking and generally involves multiple aspects and pre-certification requirements to be addressed before the actual certification we have realised that a clear understanding of the required support is needed upfront by both the beneficiary and the AISI. We have also found that some expertise and testing facilities are not available in South Africa.

Accessing these expertise and facilities is an expensive process that often requires annual re-certification. The sustainability of these types of certifications should, therefore, be carefully considered.

Alternatively, the establishment of the local capabilities is an opportunity that should be better understood.

Marine manufacturing SMMEs are always welcome to contact us directly to enquire about the programme. The Marine Programme is currently being housed on behalf of the dtic within the Industry Connect department of the CSIR. The department has expanded and currently includes team leaders, economists as well as a department head.

The development and enhancement of new technologies, processes and manufacturing methods is fundamental to remain competitive on a global level.

From a South African perspective this intervention strives to increase localisation by establishing the capabilities to manufacture exempted products and components locally rather than to import them. has actively pursued localisation of designated components. This renewed drive is to address the increased amount of exemption requests for designated components.

Going forward, instead of identifying the bulk of the beneficiaries though the EoI and CFP processes, the programme will start focusing on manufacturers of components that fall on the designated component list. These manufacturers could come from any manufacturing background (mining, chemical, automotive), but after support should be able to supply a certified product into the marine industry.

The Marine Programme, along with its impacts in the industry, is growing annually. Although the programme is still in its pilot phase, it is hoped that it will make a lasting impact to the marine industry.

One such success story is the support provided to a local valve manufacturing company to obtain Bureau Veritas and Lloyds Register Type Certifications for their marine butterfly valves, a designated component. Through this support Paltechnologies become the first South African company to manufacture type-approved butterfly valves for the marine industry.

The Marine Programme will strive to build on this success story and support industry to obtain international standards and accreditations for locally manufactured products. Support will continue for marine companies to become leaders in manufacturing while simultaneously reducing the number of exemption requests granted by the dtic for the designated marine industry.

Maritime Review Africa

Marine Engineering/Engines & Propulsion | 2021

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SHIP & BOAT BUILDING

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Can African shipyards compete?

IF WHAT What if the mantra: “Built in Africa for Africa” was doing the continent a disservice?

What if it was holding continental shipyards back instead of pushing them forward? What if it created an impression of Africa’s output as being less sophisticated and more expensive than established ship and boat building regions? What if it defined Africa’s vessel requirements to be less sophisticated?

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Ship and boat building is currently not a designated sector in any country on the continent besides South Africa where all vessels procured by government departments are required to be built locally with at least a 60 percent local content component.

But, the idea of promoting the Built in Africa for Africa mantra speaks to many aspirations of developing the continent’s Blue Economy and industrialisation - especially when one considers the number of vessel tenders issued over the last year by government departments on the continent.

Maritime Review’s weekly tender alerts highlight the number of opportunities for vessel builds. These tenders are issued by port authorities, fisheries departments, navies and, quite significantly, United Nations departments. They range from small vessels such as fibreglass canoes to dredgers and harbour tugs. It is clear that there is a market, but it is also clear that supply is open to the world.

With the establishment of the African Continental Free Trade Agreement, one could contend that designating this sector as a “built in Africa” requirement makes

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perfect sense. The question, therefore, is why is this not the case? Is there a perception that African ship and boat builders cannot compete?

Can African shipyards compete?

Vessel tenders issued in 2021 COUNTRY Kenya

MONTH January

The Global Marine Technology Trends 2030 (GMTT2030) Report, developed by Lloyd’s Register, QinetiQ and the University of Southampton, provides an understanding of the long-term challenges and opportunities that come with new technological changes.

They examined more than 56 critical technologies that could be developed and implemented around 2030 by the commercial shipping, naval, and ocean space sectors. Of these, 18 technologies scored the highest in a net assessment that combined technical feasibility on a commercial basis, potential marketability, and, most importantly, their transformational impact on the respective sectors.

These 18 technologies are robotics, sensors, big data analytics, propulsion and powering, advanced materials, smart ship, autonomous systems, advanced manufacturing, sustainable energy generation, shipbuilding, carbon capture and storage, energy management, cyber and electronic warfare, marine biotechnology, human–computer interaction, deep ocean mining, human augmentation, and communication.

The report highlights that manufacturing-technology developments are enabling high levels of innovation in all aspects of product development and support, reducing costs, weight and

VESSEL 10 x fishing boats

Technological leaps As a continent, we keep referring to the Fourth Industrial Revolution and paying homage to the need to upskill and invest to ensure that we become competitive, but collaborative efforts elsewhere in the world highlight that we may being left to play catch-up once again. So unless the idea that Africa does not need the smart ships and boats of the future is true - our capabilities need to advance apace with international developments.

SHIP & BOAT BUILDING

2 x transportation boats February

Patrol vessel

March

Water boats

July

20 x fishing boats 2 x fish transportation boats

Malawi

June

Research boats

Mauritius

June

Port floating craft 2 x harbour tugs

Morocco

March

Semmi rigid vessels

August

Port craft

Mozambique

April

Patrol vessel

Seychelles

August

Patrol vessel

Somalia

April

10 x Search and rescue boats

South Africa

April

Rubber duck Grab Hopper dredger

September

4 x Jet ski rescue 2 x port launches

November

�ast ferries

South Sudan

October

Fibreglass fishing canoes

Tanzania

April

Patrol vessel

Uganda

August

Search and rescue boat

SOURCE: Maritime Review Africa Tender Alerts

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“Additive manufacturing will offer greater flexibility in the location of the manufacturing.

In terms of ship repair, the conventional practice of stocking components and tooling goods onboard will be replaced by storing additive manufacturing machinery and feedstock materials. As consumer products constitute the largest additive manufacturing market, the need for carrying manufactured goods via containers may be shifted to raw materials.”

Maritime Review Africa

Marine Engineering/Engines & Propulsion | 2021

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SHIP & BOAT BUILDING

Can African shipyards compete?

complexity. “In the long term, these developments will enable the production of components and products on or near their point of use.

“Even though we “The complex intewill not see a drastic rior structure of a steel replacement in component can offer reduced commercial ships on the same weight and scale as the aviation or the automobile industries over the next 15 improved operational efficiency. years, a revolution in advanced The use of materials will quietly come into forging, cutting, full play, from ship structure and welding will to machinery,” be reduced,” it high-

“Trials are already underway to conduct 3D printing onboard ships. Future developments such as 4D printing, coupled with nanotechnologies and robotics, are expected to lead to the printing of autonomous vehicles that can suit specific mission needs in-situ,” the report predicts.

Future shipbuilding The digital integration of design and construction is becoming a reality and shipyards are being driven to pursue automation in an effort to remain competitive.

The report predicts that, while additive manufacturing will not be able to replace the entire production line, it is likely to be able to influence certain sectors.

lights, adding that CAD software will necessarily need to be upgraded to support complicated geometry created by the additive manufacturing process.

“Even though we will not see a drastic steel replacement in commercial ships on the same scale as the aviation or the automobile industries over the next 15 years, a revolution in advanced materials will quietly come into full play, from ship structure to machinery,” the report further predicts.

Indeed these developments could actually help African boat and shipyards if they are willing to be proactively aggressive in their investment in new technology and skills. Keeping pace and even

SUPERSTRUCTURE & HATCH COVER can be made of lightweight composites which enable modular construction. Some of such composites can be made of bio-based materials. The superstructure will also be fitted with thermochromic or electrochromic windows.

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PROPELLERS & RUDDERS

ENGINE & OTHER MACHINERY

can be made of composite materials. Selfrepairing materials will be developed for bearings.

will be made of ceramic or metal composites. New noise and vibration damping materials will be introduced to the system.

Maritime Review Africa

Marine Engineering/Engines & Propulsion | 2021

Can African shipyards compete?

But this is only possible if continental shipyards are ready to invest. According to the report, metal based additive manufacturing is already being lead by the USA, Japan and Germany, while other governments are investing to ensure that they do not fall behind.

Global Marine Technology Trends 2030

surging ahead wherever feasible will make African ports attractive for ships needing just-in-time 3D printed components, for example.

SHIP & BOAT BUILDING

Global Marine Technology Trends 2030

New technology and machinery The report predicts that a new generation of machinery will emerge with enhanced performance. “Inherent smart features can be designed for corresponding applications; these may include self-repairing materials developed for bearings or for the exposed surface of ice-class vessels.

Materials will become more dependable and more reliable. However, new materials’ behaviour-monitoring strategies should be developed to accommodate materials’ new characteristics.”

In addition, the report highlights that regulators and classification societies will need to develop requirements in surveying and testing these new technologies.

CARGO HOLD will be fitted with self- regulating thermal insulators that adapt to changing operating conditions where temperature control is vital.

FLEETS OF THE FUTURE TechoMax Ships will have many sensors to monitor cargo, machinery and equipment conditions. Sensor networks will place precise information at the fingertips of ship owners and operators. Through digital round-the-clock watchkeeping, the vessel will be fully monitored.

Crews will be drastically reduced and they will need to allocate a set of unified skills, making the traditional distinction between the engine and deck departments fade away.

TechoMax Ships will be techno-ships that will use techno-rules and techno-vetting for their daily operations

SHIP STRUCTURE

will be built with high strength and toughness structural materials.

SOURCE: The Global Marine Technology Trends 2030 (GMTT2030) Report

HULL will be built using self-healing materials. The surface of a ship’s hull will be protected by advanced anti-corrosion and anti-fouling coatings that are effective and more environmentally friendly Maritime Review Africa

Marine Engineering/Engines & Propulsion | 2021

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SHIP & BOAT BUILDING

Can African shipyards compete?

South African Leisure Boat Building: Overcoming the impacts of COVID and regaining ground on the international market

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By Vanessa Davidson

hen Level 4 amended lockdown regulations were announced last year, they excluded the boat and ship building sectors, as key manufacturers from returning to work. At the time, the automotive sector was highlighted by COGTA as a manufacturing sector that could return to work at 50 percent, whilst ship and boat building were afforded no dispensation for “return to work”.

This was a critical moment in the sector, with a backlog of work needing completion and players in the industry highlighting the significant potential negative economic impact of an extended full prohibition of return to work under Level 4.

SABBEX, industry representatives, the dtic, the Department of Transport and a number of other entities worked extremely hard lobbying COGTA for a 50 percent return to work, the same as the automotive sector. It was a collective effort, highlighting the importance of the

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A Two Oceans Marine Catamaran RIGHT: The new NSRI vessel is launched.

Can African shipyards compete?

SHIP & BOAT BUILDING

Boating came to the fore in a number of countries as a safe and socially distanced activity, particularly in the USA market which is South Africa’s primary export market.

Restrictions on international travel also boosted market appetite for local activities such as boating, as opposed to prior international holiday opportunities such as chartering or adventure travel.

Maritime Review Africa

Marine Engineering/Engines & Propulsion | 2021

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SHIP & BOAT BUILDING

Can African shipyards compete?

boat and ship building sectors, in terms of contribution to GDP and jobs and its positive trade balance contribution to the country.

With a huge sigh of relief, the vessel manufacturing sector was granted a return to work at 50 percent under Level 4. This necessitated, in many instances, companies re-working their entire production processes to accommodate two shifts per day which also took into account the curfew hours imposed on the country.

In addition, production processes were isolated in “bubbles” to ensure if infection happened in one production “bubble” it could be contained and not transmitted to the wider shop floor staff. Innovative sanitising and work protocols all came into play.

With boats being relatively confined spaces, boat builders really had to think out of the box to re-jig their production.

There was 110 percent commitment to keeping their staff safe but business was precarious.

Transport challenges Another urgent issue that arose at the same time was the Provincial border lock down, with completed boats needing road transport across Provinces to meet ship bookings for export. In addition, completed boats within provinces had shipping schedules disrupted and could not be loaded for export.

It was a common sight during lockdown to see a bevy of Robertson and Caine export catamarans lined up in the port on blocks waiting for export. Boats due to be sailed to their export destinations “on their own bottom” were also unable to leave harbour.

Supply chain disruptions On the other side of the coin, a significant proportion of input materials and components in the leisure boat building sector are imported. With significant disruptions in the supply chains and shipping sched-

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ules, import delays had a knock-on effect on production timelines for manufacturers.

Shipping and freight logistics specialists in the boat building sector worked tirelessly to unblock and expedite issues to the best of their abilities.

Whilst many under lockdown levels 4 and 5 were not working, the background work by owners and senior management in the boat building sector to pivot and respond in very practical ways to the Covid restrictions meant seven day weeks and long hours. Boat builders are tenacious solution seekers by nature and this was no exception, everyone brought every resource and every piece of energy to navigate the complex landscape and find a solution.

Market shifts On the positive side, as Covid took hold globally, people started to re-think priorities. What was a bucket list item, to one day own a boat, took a real hold in people’s mind and in many instances accelerated the buying timeline. With work from home protocols and more screen time, buyers were far more immersed in the online buying space and verifying and checking and accelerating purchase decisions.

Boating came to the fore in a number of countries as a safe and socially distanced activity, particularly in the USA market which is South Africa’s primary export market. Restrictions on international travel also boosted market appetite for local activities such as boating, as opposed to prior international holiday opportunities such as chartering or adventure travel.

This shift is also reported in the local South African small leisure boat market with dealers reporting increased business activity albeit to a lower level than what is seen in the USA. Regionally, boat brokers have also indicated an upswing in the sale of new and used boats.

Reports from international colleagues

Can African shipyards compete?

SHIP & BOAT BUILDING

The Cape Town Boat Show is generally seen as an opportunity to promote boating to the local market. With the advent of COVID, however, it has not graced the maritime calendar over the last two years.

indicate that this upswing in recreational boat buying and boating activity is a global response. Obviously, this response is limited to the LSM grouping who can afford to purchase a vessel, large or small, but the accelerated buying times are significant.

Prior to Covid a purchase timeline for a recreational catamaran in the 40 – 50ft category was roughly 4 to 5 years. Buyers would attend American Boat Shows and review all their purchase options, returning again and again to the shows to see the boats and verify their purchase decisions. That timeline has sped up and the order books are looking positive for South African builders.

People ask if the boat building industry can market virtually and the answer is almost 100 percent no in my opinion.

There are many smart virtual walk-through options and digital technologies to support our marketing efforts, but nothing can really replicate the experience of being on a boat, on the water in real-time.

Prior to Covid a purchase timeline for a recreational catamaran in the 40 – 50ft category was roughly 4 to 5 years. Buyers would attend American Boat Shows and review all their purchase options, returning again and again to the shows to see the boats and verify their purchase decisions. That timeline has sped up and the order books are looking positive for South African builders.

There are so many sensory experiences that are difficult to replicate virtually on a boat. The dtic approved a National Pavilion for the Miami International Boat Show in February next year and we have seen an unprecedented number of companies applying for the Pavilion.

The current ban on travel to the USA is a red flag and could scupper plans for the National Pavilion. Hopefully this is not the case as the increased market demand in the USA is a perfect time to showcase South African leisure boat building capabilities in person and fill the order books even more.

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ENGINES & PROPULSION

Powering the maritime industry

Wolves of the sea

Unleashing the stamina of Volvo Penta Wind, oil or gas. In any offshore operation, Volvo Penta has a large presence.

Southern Power supplies Volvo Penta’s power solutions to multiple offshore support vessels, including crew transfer and wind farm service vessels. They also supply SOLAS-approved engines for rescue and MOB boats, and gensets for supply vessels.

Operators of offshore wind farm service vessels and crew transfer vessels in the Oil &Gas sector rely on Volvo Penta to provide safe crew transport, high operating speed and massive bollard pull. As an active Volvo Penta partner, Southern Power provides everything needed to meet the demanding 24/7 requirements of the offshore industry.

New project Southern Power is currently working on an exciting project to equip two high-performance vessels with triple Volvo Penta D13 1000 hp engines, Volvo Penta’s most powerful engine.

These vessels are Fast Crew Boats; modern high-speed vessels with semiplaning aluminium monohulls, Classed with Bureau Veritas, their layout is particu-

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larly suited to coastal service in oil and gas fields, where they are primarily used for crew transfers.

The vessels will reach max speeds of over 30kn, over 250Nm range. With their powerful Volvo Penta engines they are truly wolves of the sea - apex predators.

Each vessel will be propelled by three D13 1000 hp engines, matched to Doen Waterjets. This is a unique project, in that each vessel requires a triple engine installation with water jets with a FiFi 0.25.

According to Southern Power’s techinicians, this required certain specific changes on the vessel’s middle engine gearbox, and this is where the Volvo Penta S-order ( Special Order System) has proved invaluable. “We’ve been able to match the complete supply to the customer’s unique requirements,” they said.

Matching available engine ranges and duty cycles with class approval has proved to be a rewarding exercise, with full support from Volvo Penta’s central engineering function and the technical support team of Doen “down under”.

Whilst the project is still in progress, we look forward to completion of the two

Powering the maritime industry

ENGINES & PROPULSION

builds and are anticipating rewarding sea trails and final commission of the entire propulsion systems.

Southern Power’s dedicated product support team provides full commissioning and registration for both Volvo Penta and Doen waterjets, with all the relevant set up diagnostic tools to ensure that whenever a vessel leaves shore, the owner can have complete peace of mind that their vessel will perform as designed, with full coverageMR-halfpage-D13.pdf by our service partners 1 2021/11/18 10:44:42 as well as dedicated Doen service points.

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ENGINES & PROPULSION

Powering the maritime industry

Versatility in output and applications

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anmar’s versatility, output range and quality of its engine portfolio makes it a good choice for various applications in the commercial market.

The separation of dedicated business units enables Yanmar to focus on the specific segments of light-duty, high-speed, and large engine commercial use, providing the cost and efficiency benefits of an engine line-up proven for its durability and extremely low fuel consumption.

Yanmar’s range is well suited for commercial applications from workboats, rescue and safety boats, fishing and passenger vessels to salvage/towing, government service vessels, port authority boats and large offshore vessels.

With a large common rail recreation and light duty commercial (LDC) EPA-certified engine lineup, supported by a global marine service network, the range is engineered for the harshest of conditions with the additional features required by the rigorous SOLAS (Safety Of Life At Sea) regulations.

These Yanmar diesel engines are designed to exceed global emissions regulations and standards.

Options also include semi 2-pole, high-power alternators, NMEA connec-

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tivity and more, to satisfy nearly any light-duty commercial application requirement.

The EPA Tier III and IMO Tier II certified 4LV and 6LF engine series are well-suited for water taxis, high speed fishing vessels, pilot boats and government service vessels. The 4LV engines are cleaner, quieter and produce significant torque and acceleration while the 6LF models are compact and light weight engines for semi-planing and planing lightweight hulls with inboard propulsion systems.

The EPA Tier III, IMO Tier II and IMO Tier III (with SCR) 6AYEM-ET engines are renowned for their high output and high torque, long life and high reliability, easy maintenance, low fuel consumption and life cycle value.

The large-scale marine engines, which are used as power and energy sources for large tankers and other ships, achieve a high level of power, fuel economy and higher-dimensional durability required for the harsh open ocean waters.

Further capabilities of the large engine business unit include its dual fuel 8EY26LDF marine engines, which run on diesel as well as environmentally friendly LNG, enabling them to satisfy IMO Tier III regulations. With features such as load fluctuation tracking, acceleration performance, and high thermal efficiency, in addition to precision air-fuel ratio control technology, 8EY26LDF engines always maintain optimum combustion, enabling them to deliver stable, highly reliable operation.

Diesel outboards becoming a popular choice According to Hugh Hudleston, Cox’s Head of Sales, high performance diesel outboards have become a popular alternative propulsion choice for commercial operators.

Joining a recent Think Tank panel to answer a series of questions on making the switch to a diesel outboard, Hudleston says that the diesel outboard range offered by Cox provide increased safety, fuel efficiency, reduced maintenance and haul out costs, as well as longer service intervals.

“The feedback about the engine’s performance has been overwhelmingly positive with most comments focusing on how quiet the engines are, how smooth they operate through the water and how fast and responsive they are. The overall performance of the engine has exceeded way beyond expectations,” he says.

The company ramped up production in February following an injection of investment.

“This year we have proved once again that we are strongly-placed to overcome the industry wide challenges that have been at the forefront of businesses throughout the world and continue to deliver on our goal of bringing the world’s highest performing, diesel outboard to market.”

Powering the maritime industry

ENGINES & PROPULSION

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Powering the maritime industry

A first for Africa, as a new generation of engines reports for duty

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outhern Power recently supplied new generation Volvo Penta D6 Aquamatic DPIs for two 13-metre Guardian high-speed patrol, crew and security transfer vessels, built

by Veecraft Marine, part of the Paramount Maritime Holdings Group.

These vessels have all-aluminium hull construction, with seating for two crew members and eight additional passengers.

The crew cabins below deck have two berths, sanitary facilities and a pantry.

Optional extras can be fitted to customise the vessels for specific patrol missions.

They can handle river, harbour and coastal patrol duty and security personnel transfers, with the D6 DPI’s giving them a range of 32nm at a brisk 25 knots.

These technologically advanced engines replace the old D6, and D4, range entirely and are designed for improved performance, reliability and serviceability. This is the first build with Volvo Penta’s new range of D6 engines in Africa.

Engine choice is key A key deciding factor in choosing these engines was trust in their propulsion systems. “It’s usually the number one deciding factor for our customers, especially in commercial, but also in leisure boating,” says Jacques Brummer of

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Southern Power. That’s why meticulous targets were set for the facelift of the D6 range - updating, redesigning, and improving on 85% of the components for:

Increased reliability, with less disruptions from surprise problems.

More engine specs than previously offered, for rating 4 operations.

The second customer imperative is affordability or Total Lifecycle Cost. Fuel consumption has been reduced by up to 7% across the range, maintenance labour is now 20% less and parts and lubricants will cost 40% less, across the engines’ lifecycle. This was achieved through longer service intervals; synchronised servicing; less service points and easier service operations.

Overall user experience relating to performance requirements of power, comfort and ease of boating are also important.

Power has been increased by 10% across the range, allowing the D4 & D6 engines to power larger boats, while current boat models will feel the change in power.

As for comfort, the biggest news is the completely new DPI with silent shift and low speed mode. Overall, these are now smoother and more precise running engines.

Powering the maritime industry

Last but not least, when it comes to ease of boating the new D4/D6 engines offer improved maneuverability, thanks to significant improvement on the sterndrive with new features.

There is now better diagnosibility and system monitoring of the complete package, and servicing of the DPI drives is easier.

Volvo Penta is very active in the coast guard and patrol sector, where uninterrupted service, reliability and low fuel consumption are essential. Volvo Penta’s extensive experience supports operators in making the best propulsion choice.

As the prolusion supplier for this particular build, we will be keeping tabs on the performance of the Guardian vessels in their area of operation and their owners’ feedback will be an important reference for future builds of this type.

MR-halfpage-D4-D6.pdf 2021/11/18 10:44:13 Volvo Penta D6: the1 complete package

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The Volvo Penta Aquamatic Sterndrive D6-DPI is a totally integrated propulsion package, powered by an in-line 6-cylinder, 5.5-liter, common-rail diesel engine with double overhead camshafts, turbo and supercharger.

Working together with the perfectly matched DPI DuoProp, the package offers exceptional diesel performance combined with low emissions.

Totally integrated system from helm to propeller

Solid and robust engine design

Electronically controlled common-rail injection system

Electronic Vessel Control

Electronic shift and throttle

DuoProp twin counter-rotating propellers

Hydraulic steering

Easily accessible service points

Power and performance.

Redefined.

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Powering the maritime industry

Can marine engines and propulsion systems help meet the target of zero emissions by 2050?

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Innovation needs for decarbonization of shipping Technical annex report, November 2021

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here is no denying that the goal of cutting carbon and GHG emissions set by the International Maritime Organisation in the medium to long term are ambitious, but some feedback from industry stakeholders indicates that it may be viable if a cohesive and collaborative effort is sought across regions and sectors.

In a submission to the IMO, the International Chamber of Shipping stated; “Notwithstanding the enormity of this challenge, with the necessary commitment from governments and all other relevant stakeholders, plus a credible plan for delivery, a net-zero carbon ambition could be achievable by 2050, but only provided that the IMO takes the necessary decisions to manage this process within a global regulatory framework,” In addition, the ICS notes that the development of relevant technologies, fuels, propulsion systems and related infrastructure are in the control of stakeholders other than shipowners, particularly energy providers and engine manufacturers which the IMO is unable to regulate directly.

Both the ICS and other maritime stakeholders have recognised that thousands of zero carbon ships will need to be in operation by 2030 in order to achieve the IMO’s ambitions of zero carbon by 2050.

The reality is that technology readiness levels relating to zero carbon technologies and fuels for marine application are currently inadequate to achieve this 2030 milestone.

Need for innovation According to a report issued by Mission Innovation in November this year titled Innovation needs for decarbonisation of

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shipping, some engines are already available that can use alternative fuels, but many of these are still in the testing phase and are mostly dual fuel solutions that allow for the use of fossil fuels as well.

The report highlights the readiness of six alternative fuels for use in the shipping sector. These are include; green hydrogen, green ammonia, E-methanol, HVO drop in biodiesel, biogas and Dimethyl.

Each of these fuels are weighted differently with regard to their readiness for use within available engine and propulsion systems. According to the report, while there are some engines on the market that can use e-methanol and biofuels, these are being used as part of commercial tests and that further information is required to ensure that “they can be used with confidence”.

The report goes on to say that: “Ammonia engines and hydrogen fuels cells are lagging and have yet to be fully developed although are expected in the coming years. At the same time, green pilot fuels and auxiliary engines have not received the same innovation focus.

While improvements could be made, the technology needed to control emissions from e-methanol and biofuel is relatively strong, although solutions to address nitrous oxide emissions from ammonia are needed.”

The report also highlights that a lack of coordination and information sharing is hampering progress: “Fuel producers are calling for engine manufacturers to introduce new types of engines, vessels operators mandate that bunkering infrastructure needs to change, and ports are calling for better fuel supply etc.”

Powering the maritime industry

ENGINES & PROPULSION

Service your diesel engine now to avoid costly repairs later Replacing your diesel injection components can be very costly – not to mention the damage it can do to the rest of your engine. Bosch Diesel’s certified fuel injection experts are trained to world-class standards and will make sure that the cleaning, servicing, refurbishing and calibration of your diesel injection components are done to the same standards.

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Sales and services When it comes to diesel injection components, you can’t afford any inefficiencies. Faulty or failing parts can cause high fuel consumption, low performance, and permanent damage to the rest of your diesel engine. Bosch Diesel will find the right part and service for your needs!

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All work is done in-house to the highest standards using quality parts. To keep your engines running at optimal capacity, book a premium diesel injection component repair today.

Visit www.boschdiesel.co.za to book a fuel injection repair today.

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