Drydock Magazine: January - March 2024

MAGAZINE

MARCH 2024

FACE THE FACTS: Grand Bahama Shipyard gets off the roller-coaster ON THE LINE: Standardisation is key to reviving the battery retrofit market EMISSIONS SPECIAL: Carbon capture and ammonia fuel solutions

MAGAZINE

MARCH 2024

Contents 2

Face the Facts

We compare an interview held five years ago with Grand Bahama Shipyard’s CEO with what he has to say now, after seeing a roller-coaster ride of natural disasters and a pandemic

10 On the Line

With the use of recent battery technology growing, advancements in safety regulations and standardisation hold the key to reviving the retrofit market, says Shaun White, Managing Director of Foreship

FACE THE FACTS: Grand Bahama Shipyard gets off the roller-coaster ON THE LINE: Standardisation is key to reviving the battery retrofit market EMISSIONS SPECIAL: Carbon capture and ammonia fuel solutions

6Sigma Marine, Cape Town is a privately owned Ship Maintenance, Repair, Refit and Conversion company, providing services in and around the ports of Cape Town, Saldanha Bay and Walvis Bay (Namibia). The head office is located at the entrance of Sturrock Drydock, Cape Town, which is South Africa’s biggest drydock.

16 Area Review

In our Baltics review, we feature BLRT, Green Yard, Remontowa and Scanunit

28 Spotlight

The spotlight is turned on cruise & ferry repairs, with updates from Damen Shiprepair, Drydocks World, Remontowa, SMS and Trimline, amongst others

44 Mechanical Matters

Azipods for the retrofit market, timely repairs with new equipment from MarineShaft and a propeller upgrade for an Icelandic sailing ship

56 Analysis

Technologies to make shipping greener and more sustainable

68 In Focus

PPG’s ice-going protection success and remote thickness measurements by drone

76 Special Feature – Emissions Issue: March 2024 Volume No.48 No.1 ISSN No. 0143-5000

Editor: Mark Langdon Advertisement Manager: Nick Carugati Production Manager: Tatum Le Patourel Design: Fiona Andreanelli Accounts: Claire Long Subscriptions: Emma Hardy Publisher: Andrew Deere

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Carbon capture and ammonia fuel solutions to reduce environmental impact

86 Worldwide

A look at how innovative technology is being used to power the windassisted shipping revolution

94 News

The latest products, appointments and news

2 – FACE THE FACTS 2024

An extremely resourceful business

In the short term, whist GBS awaits the arrival of the new docks, it works on a mix of vessel types

DRYDOCK 2024 – 3

Despite a roller-coaster ride of natural disasters and a pandemic, Grand Bahama Shipyard is very much alive and thriving. Here, we compare an interview conducted five years ago (A2), with the CEO’s comments today (A7).

4 – FACE THE FACTS 2024

Dave Skentelbery initially joined the Grand Bahama Shipyard in January 2016 as VP of Commercial, and was promoted to CEO in 2017.

Dave is an experienced marine industry executive with over 40 years working in the industry. He started his career in the Merchant Navy, has a Master Foreign-Going certificate and has served as Master on offshore vessels.

On coming ashore, he was the Operations Director for the world’s largest fleet of independently owned cable ships, where he was responsible for both operational and technical performance of the fleet including global ship repair, conversion, and newbuild contracts. He has operated at board level since 1992 in marine businesses and in many countries including China, Singapore and India. He was also a Director and shareholder of the A&P ship repair and conversion group in the UK from 2001 to 2010, where he was part of the team that turned it from a loss-making ship repair business into a profitable organisation which continues to flourish. After leaving A&P, he set up a consultancy business, and was instrumental in the build and first two years’ operation of a new shipyard in India. On successful completion of that project he was recruited by Grand Bahama shipyard.

Q. You have been CEO at GBS for about two years (seven years) now, so how does it compare with your previous jobs?

the day after leaving the yard. We must balance this with ensuring our customers from other industry sectors are served in a timely manner.

A.2 Grand Bahama Shipyard is certainly the busiest and most challenging ship repair yard I have worked in.

There are of course challenges because we are located on a relatively small Island, so ensuring that everything is here and waiting for the vessel’s arrival is an important part of planning. The vast majority of our ship repair materials have to be imported and therefore planning and scheduling is important. We do however have excellent trade links by sea and air with the rest of the world.

We are probably the world’s busiest cruise ship yard, and that means we must be able to cope with multiple large projects in short time frames, and there is no room for delay. Many of the ships that leave here sail overnight to Florida and pick up passengers

DRYDOCK 2024 – 5

In terms of managing shipyards, it is the best business I have had the opportunity to run, and has certainly proved the adage; ‘you are never too old to learn’ and hopefully to add value to an already successful business.

A.7 This has been a job like no other! It is explained in more detail later in the article.

It has been a roller-coaster ride of natural disasters and a pandemic, yet we have kept the business very much alive and thriving.

Q. What changes have you seen since you took over?

A.2 Since taking over we have seen a growth in revenue from both the cruise and commercial sector. Our ability to turn all types of vessels round in time frames that are generally shorter than our competitors is attractive to many owners and does give us a competitive edge.

The cruise lines are giving us larger scopes of work that has allowed us to grow our revenues from this sector.

Also, the cruise lines are becoming far more cost conscious than when I first arrived here, which is driving us to be more efficient and lowering our cost base. This will make us more attractive to all sectors.

A.7 We went from being the world’s busiest cruise repair shipyard, operating three docks, to a one-dock operation.

The reasons behind this are complex; we lost a dock in an accident in April 2019 and then the island was struck by the Category 5 hurricane Dorian in September of the same year, causing major damage to the smallest of our docks.

As we dusted ourselves off from these two major events Covid struck and brought the cruise industry to a standstill.

Interestingly however we kept going; the demand for the one operational dock was high and the business thrived.

We are now embarking on a $500m-plus transformation project that will see us getting two new floating docks. The biggest of these will be capable of lifting vessels of up to

130,000t displacement – for the cruise ship buffs amongst the readers, that is an Icon class vessel.

We fully expect to regain our position as the world’s busiest cruise repair facility but have the capability to drive up revenues from commercial vessels.

Q. GBS has been through a period of expansion with investments in facility upgrades and purchasing of new machinery and tooling. Has this now been completed, or are there any further plans?

A.2 By no means is our investment complete, as we are continually reviewing and updating our facilities. In the coming year, we intend to add two more quayside cranes and commence upgrading our machine and pipe shop.

This will benefit all the sectors in which we work. We are also increasing our warehouse space, which is important for our cruise customers when executing large revitalisation projects.

Another area we are exploring is increasing our quay space, so we can get ships out of dock quicker and complete projects alongside. This will also allow us to develop our in-water survey capability.

A.7 These are extremely exciting times. The $500m transformation project is underway, the dock building at QBSIC China has started, dredging works for the new docks will start in March 2024, work has already started on the pier extensions and we are well advanced in a number of other areas to update the yard.

We will receive and commission our first new dock by January 2026 and the second dock later in the same year.

These new docks will be a gamechanger in the region.

We already have both cruise and other commercial vessels booked as far out as 2029.

Q. What does the market look like going ahead.

A.7 In the short term, whist we await the arrival of the new docks, the market looks strong with a mix of vessel types.

Throughout 2020-2023 we have

WE WILL RECEIVE AND COMMISSION OUR FIRST NEW DOCK

BY JANUARY 2026 AND THE SECOND DOCK LATER IN THE SAME YEAR.

6 – FACE THE FACTS 2024

SINCE 2020, OUR MARKET SPLIT HAS MOVED DRAMATICALLY AND IS NOW PREDOMINANTLY VESSELS OTHER THAN CRUISE.

Grand Bahama Shipyard before the natural disaster

operated at 90%-plus dock occupancy plus a healthy amount of alongside repairs and in-water survey work.

2025 is already shaping up to be a good year, with an approximately 50/50 split between cruise and other vessels, and I expect dock occupancy again to be more than 90%.

The cruise lines are different, postCovid, being much more cost conscious, but booking levels are healthy. We have yet to see our first big revitalisation project post-Covid, but we cannot complain at the work we are getting.

Q. GBS has been looking to increase its share of repairs in other sectors. Has this been a success, and how much of the business accounts for work outside the cruiseship sector?

A.2 In short, yes this has been a success and continues to grow. The yard (despite industry myth) does not survive on cruise business alone, and vessels from other sectors are extremely important to us. Around 40% of our business comes from other sectors, and we are working towards increasing this.

We have been successful in attracting and keeping customers, as they see

DRYDOCK 2024 – 7

value in our quality and ability to turn vessels around quickly and efficiently.

We are also working on several facility development projects to enhance our efficiency and attractiveness to all other sectors.

A.7 Since 2020, our market split has moved dramatically and is now predominantly vessels other than cruise.

This is great news for the business as we find we have many repeat customers and they come to us because of our timeliness, learned from the cruise projects, our pricing and quality.

As we move forward there is going to be an inevitable increase in cruise revenues.

However, with the new docks, we will be better able to have greater throughput and I think the vessel types we see will be more balanced. This will see us being a much more robust business, serving the marine market as a whole.

Q. What do you regard as your yard’s main (ship repair) strengths?

A.2 The ability to safely deliver vessels back to the owners on time, with a high level of quality, and where required, absorbing growth work into the original schedule.

8 – FACE THE FACTS 2024

FOR US THE FUTURE LOOKS GOOD, WITH BOOKINGS OUT TILL 2029 FOR APPROXIMATELY 40% OF OUR PLANNED REVENUE.

This, together with an experienced multi-national management team and workforce, allows us to be a leader in the cruise line repair industry, and an extremely credible, globally competitive repair yard for other sectors.

A.7 Nothing has changed since my last interview, other than we have demonstrated we have a resilience to overcome the worst of natural disasters and come out stronger and better than before.

The ability to safely deliver vessels back to the owners on time, with a high level of quality and where required, absorbing extra work into the original schedule.

This, together with an experienced multinational management team and workforce, allows us to be a leader in the cruise line repair industry and an extremely credible globally competitive repair yard for other sectors.

Q. Who do you regard as your main competitors and why?

A.2 + A.7 This varies depending on the vessel type and trading pattern. In the commercial sector we compete with the Mexican yards, Curaçao and Trinidad, and interestingly, Portugal for some vessels. Generally, this is on price, as rarely does a competing yard tender and meet a shorter timeframe. We see some competition from the US yards, but nothing too significant.

In the cruise market, there is currently no regional competition. This does not make us complacent but vigilant and always looking at improving our offer to the cruise lines. Cruise lines do have options, particularly those that trade both in the Caribbean and Europe, so we must be able to compete with the European cruiseship repair yards.

Q. How do you see the future in terms of ship repair activity, both for your yard, and in more general terms for yards in the region?

A2. I believe we will see a steady growth in the commercial vessel sector, as we work on becoming more cost efficient. Certainly, we will see more

demand for afloat work and in in-water surveys, as periods between dockings are extended. We are ideally suited for this with our deep-water berths (and I have to say the crystal-clear waters of the Bahamas), and it is certainly a market sector we intend to develop.

Our location is perfect for this, with no great deviation required from the busy shipping routes, and we will apply the same principles of safe timely delivery to this service as we do to drydockings.

A.7 For us the future looks good, with bookings out till 2029 for approximately 40% of our planned revenue.

Combined with a good regular customer base from across the marine world, I only see the yard going from strength to strength.

We do compete with other yards in the region but as long as we maintain our competitive edge of safety, quality, timeliness and price we will thrive.

I should add our location with regard to world shipping routes is also a great advantage.

Q. Is there anything you would like to add?

A2. There are some industry myths surrounding the yard regarding it being a cruise ship only yard; last year we docked 18 cruise vessels and 70 + vessels from other sectors. These included tankers, bulk carriers, offshore vessels, bulk carriers, containers ships, tugs and barges. Probably the only sector we did not engage was the defence sector. We are an extremely resourceful business, with an enviable track record and a mission to build on this for the future.

A.7 I believe we have broken the industry myth that we are a cruiseshiponly yard. We have challenges to attract old customers back as the new docks come online, but that orderbook that I look at tells me we are already some way to resolving that. We cannot, however, be complacent and we will continue to focus on being a safe, efficient, value for money ship repair yard.

10 – ON THE LINE 2024

Maritime battery guidance charges BATTERY ENERGY STOR ahead

Increase Operat

Reduce Emissions

Reduce Engine Running Hours Peak Shaving

Load Ramping

Large Lo

DRYDOCK 2024 – 11

Battery technology is widespread, and its use continues to grow strongly in power systems for new ships. Recent advancements in safety regulations and standardisation hold the key to reviving the retrofit market, says Shaun White, Managing Director of Foreship UK.

RAGE SYSTEMS IMPACTS

tional Safety

oad Starting

Blackout Prevention

Thruster Starting

Battery energy storage system impacts

12 – ON THE LINE 2024

T

he latest figures from the Maritime Battery Forum (MBF) show that the number of ships featuring battery technology is still climbing, but the growth of retrofit projects has fallen.

By the end of 2023, MBF reported that 1,054 seagoing vessels included batteries as part of their power systems, with a combined output of 883MWh. But, while retrofits and newbuild projects followed a similar growth path to 2019, by last year retrofits contributed only 24% of installations. In 2023 itself, the retrofit share fell further to 11% (29 ships) of 240 battery projects.

MBF indicates that shipowners and forum members attributed the retrofit slowdown in part to COVID-19, with increasing capital equipment costs, high installation expenses, and safety worries also cited.

These obstacles, combined with the ongoing challenge of locating appropriate space for batteries on current vessels, led many owners to postpone or put off investments in battery technology.

MBF also believes that steps which aim to simplify installations and create a safety framework for the

maritime battery sector can help overcome key points of owner concerns about battery retrofits.

Battery recharge Shaun White, the Managing Director of Foreship (UK), has been a strong supporter of maritime battery systems for a long time. He emphasises the important role advancing safety measures and establishing standards can play in addressing misconceptions that have hindered the recognised benefits of installing shipboard energy storage solutions.

“The maritime battery is often misunderstood, with many believing that a sizeable battery is necessary for environmental and operational advantages, leading to cost, space, and safety concerns. Consequently, proposals for projects face difficulties in obtaining necessary approvals and moving forward with implementation.”

The maritime battery retrofit market is caught in an ongoing cycle where the price point does not decrease because of limited adoption, and limited adoption persists due to the high price point.

DRYDOCK 2024 – 13

Foreship collaborates with owners on battery projects continuously, covering everything from feasibility studies and detailed design to installation supervision. Doing so has involved working ahead of regulations to make battery systems safer, more dependable, and better designed, says White. “Constant technological development makes it critical that the maritime industry adopts safe and uniform standards, based on wellunderstood, industry-driven guidelines,” he says. “Safety and standardisation will be key for confidence in and the wider uptake of shipboard battery technology.”

In its first EMSA Guidance on the Safety of Battery Energy Storage Systems (BESS) on board ships, published last year, Europe’s maritime safety organisation notes: “There is no regulatory instrument at international level on the safety aspects of using batteries in ships.

This important scope has been left to and evolved through the requirements of class, industry standards and codes with limited requirements and experience from… flag states.”

Foreship was also among the stakeholders consulted on the functional requirements for risk mitigation included in the new EMSA Guidance, as both an invited participant and through its participation in the MBF. The resulting document goes beyond batteries and their integration, to include the design, installation, and operation of systems, says White.

“This Guidance offers a significant step forward for assurance of the monitoring, management and protection of battery safety, which will encourage a wider pool of owners to consider the advantages inherent in battery systems.” Recommendations cover training and operational procedures, ventilation, fire safety, systems testing and maintenance, and relevant shipboard spaces.

Lessons learnt and leadership Foreship has also contributed directly to emerging maritime guidance and industry best practices for batteries,

and to developing recommended standards so that battery systems are harmonised. It was one of the 21-strong group of expert organisations consulted to develop the MBF’s first version of its Firefighting Guideline for Maritime Battery Systems, published in October 2023, detailing techniques and strategies to deal with battery systems fires on board hybrid and electric ships.

The company has also been highly influential among the 28 organisations contributing to MBF’s Guideline towards Standardisation of Containerized Maritime Battery Systems, whose publication is expected to accelerate the adoption of both fixed and swappable shipboard battery systems.

Syb ten Cate Hoedemaker, Managing Director, Maritime Battery Forum, comments: “The value that Foreship brings as an active member of the MBF is not only that they put effort into investigating the possibilities for batteries on ships that might not seem obvious at first sight. They are also open in sharing their insights, experience and lessons learned from these challenging projects.”

Foreship’s White describes the work done by both the MBF and EMSA as “excellent progress to aligning the maritime industry and addressing safety concerns. Optimising battery technology for its performance and safety demands requires a holistic approach taking into account the risk-based scenarios on ship integration, safer locations and arrangements for battery spaces, and mitigation on fire safety, gas detection and firefighting systems,” he says.

Increasingly, Foreship is using a datadriven design approach based on owner operating profiles to size batteries more precisely and make better decisions on their role and capabilities, and on their location. “We’re making more and more use of a data-driven approach to accurately size battery systems and reduce the need for end-of-life oversizing,” says White.

This approach can be used to better identify the full potential of a retrofit case, by evaluating the battery system

WE’RE MAKING MORE AND MORE USE OF A DATA-DRIVEN APPROACH TO ACCURATELY SIZE BATTERY SYSTEMS AND REDUCE THE NEED FOR END-OF-LIFE OVERSIZING.

14 – ON THE LINE 2024

Hurtigruten is one of a number of ferry/cruise operators employing battery technology

for its contribution to the overall flexibility and optimisation of the power system. An optimally sized battery can have widespread positive impacts – on engine efficiency, emissions reduction and safety, in its use for peak shaving, load ramping or as a spinning reserve.

Batteries are a proven technology which contributes to achieving reduced emissions during ship operations, while enhancing the efficiency of many alternative ship fuels and sources of power it works with, White points out.

Big enough to handle it Small enough to care

Foreship showcased its continued partnership with the MBF during its presentation at the Watts UP Conference in March 2024 in Oslo. It focused on a successful collaborative project to implement a data-driven design strategy to optimise battery systems, which results in smaller, lighter, and less oversized batteries. The innovative approach will revolutionise the traditional methods used in large cruiseship retrofits, challenging the norms in battery system applications, chemistry selection, and technology utilisation, says White.

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16 – AREA REVIEW 2024

Focusing on the Baltic region

A new drydock for BLRT, conversions at Green Yard and Remontowa and a firefighting first from Scanunit.

DRYDOCK 2024 – 17

Bow Firda and Bow Precision both visited BLRT’s yard in Klaipeda to undergo scheduled special surveys in Q4 2023

18 – AREA REVIEW 2024

January 30 2024 saw Tallinn Shipyard’s floating dock touch the water for the first time

BLRT

Repair Yards – a group of ship repair yards located in the Baltic States (Estonia and Lithuania) and Northern Europe (Finland) –are part of the BLRT Grupp: the largest industrial holding in the Baltic Sea region.

In Q4 2023, Bow Firda, owned by Odfjell SE, and Bow Precision, managed by Synergy Marine Group (Singapore), both visited the group’s yard in Klaipeda to undergo scheduled special surveys.

Supersegregators, a term referring to vessels designed for the transportation of various types of liquid cargo while ensuring strict segregation between different products, perfectly describe Bow Firda and Bow Precision. Equipped

with advanced technology and storage compartments, these vessels can transport multiple, often incompatible, liquids simultaneously without risk of cross-contamination.

Together, they boast an impressive total of 75 cargo tanks, demonstrating their substantial capacity for liquid transportation. This feature is crucial for industries relying on the purity and separation of their liquid products, highlighting the importance of these vessels’ capabilities.

Naantali projects Silicone paint application over the flat bottom and vertical sides of the 162.5m long reefer CS Stratos was implemented by the team at BLRT’s Naantali yard.

DRYDOCK 2024 – 19

Within the framework of the project, the shipyard team also completed the replacement of outdated pipes and steel constructions, along with the loadtesting of four deck cranes and two accommodation ladders.

The most challenging, and at the same time the most interesting, part of project implementation was the silicone paint application. Surfaces were cleaned to Sa 2, followed by multiplelayer application of a high-performance, eco-friendly paint, which created an exceptionally smooth surface to protect the vessel from fouling.

The coating not only protects the hull, but also reduces fuel consumption and is environmentally friendly.

The 22,452gt Cool Express, the world’s biggest refrigerated cargo ship, owned by Nissen Kaiun Co Ltd and ISM managed by Kowa Marine Service Co from Japan, a new customer to BLRT, was welcomed in Klaipėda for its first special survey.

The work was carried out over the Christmas and New Year holidays.

This vessel, capable of carrying refrigerated cargoes at temperatures as low as -30°C, is nearly 190m long and 30m wide and was built five years ago.

The maintenance included the application of an ice-class coating on the hull, various systems pipe renewal, electrical motor overhauls and additional works on electrical equipment, valve overhauls and boiler cleaning.

20 – AREA REVIEW 2024

The Green Yard Kleven shipyard offers new construction, repairs, rebuilding and recycling of ships

DRYDOCK 2024 – 21

Following the Cool Express, its sister ship Cool Eagle, a similarly designed but newer vessel built three years ago, will be the next to undergo maintenance at BLRT. On January 30 2024, a significant milestone was reached for the Tallinn Shipyard as its new 180m-long floating dock touched the water for the first time.

“As we approach the concluding phases of the project, excitement grows for the enhanced services and capabilities that the new floating dock will introduce to the shipowners visiting our yard in Tallinn,” said Irina Kostina, Marketing and Communications Manager at BLRT Repair Yards. “Constructed to accommodate Handysize vessels, its arrival in spring 2024 is eagerly awaited by shipowners and our team alike.”

The construction agreement for the 10,000 tons lifting capacity floating dock was signed in the late summer of 2022.The dock is scheduled to be completed in spring 2024.

REPAIRS AT GREEN YARD Green Yard Kleven AS in Ulsteinvik, Norway and its sister yard Green Yard Feda in Angholmen are both part of Green Yard.

The Green Yard Kleven shipyard offers new construction, repairs, rebuilding and recycling of ships, and is Norway’s first and only end-of-life shipyard. The yard has a long shipbuilding tradition.

Green Yard Feda was the first shipyard in Green Yard and offers all types of shipyard services, recycling of ships and offshore rigs.

“We are currently doing a major conversion of a cable-laying vessel for a Japanese customer,” says Karl Johan Barstad, Sales Manager Retrofit, Green Yard Kleven AS. He told DryDock: “We are rebuilding the hangar and installing a brand-new state-of-the-art cable handling system onboard.”

In addition the yard has converted several PSVs into Survey ROV vessels with extended accommodation,

22 – AREA REVIEW 2024

Remontowa carried out a wing sail adaptation project on the Ville de Bordeaux Ro-Ro vessel in January 2024

ROV mezzanine decks and offshore cranes etc. “We also do charter mobilisations such as seismic, bottom survey, ROV etc.”

He says: “We focus on sustainability, and the synergy between the different business areas of newbuildings, retrofit and recirculation, give a big upside both for the yard, customer and environment.

Second-hand parts and materials can be used on other projects, and parts and materials from retrofit projects can be re-circulated in an environmentallyfriendly way or sold on the secondhand market by us. We are also seeing the newbuilding market rise, and we have lot of faith in signing newbuilding contracts in close future.”

CONVERSION AT REMONTOWA Remontowa has recently converted a pipe-laying vessel into an interarray cable vessel for an undisclosed owner. The vessel can now lay energy cables between wind turbines and transformers at offshore wind farms.

It was fitted with a modular cable lay spread system, housing all components for cable operations. The conversion required the dismantling of equipment left over from the vessel’s former

function, including removing a recess in the main deck, previously housing the pipe laying equipment. Remontowa mounted a new deck on which the modules, cable carousel with steering engines, loading tower, etc, were arranged. Foundations for the ROV were prepared, and docking facilities (boat landing) were installed to ensure safe communication with tugs and OSVs during cable work. The vessel was also shortened by several metres.

Retrofit work In January 2024, Remontowa carried out a wing sail adaptation project on the Ville de Bordeaux Ro-Ro vessel. At a later date, the vessel, which transports Airbus aircraft parts, will have three wing sails installed, which is expected to save up to 560 tonnes of fuel and reduce CO2 emissions by 1,800t per year. The shipyard fabricated the base structure for the wind-assisted propulsion, including the foundations on which the wing sails are to be mounted later during the ship’s stay near the production site.

In addition, Remontowa rearranged the ship’s cargo space to accommodate the transporting of six sets of the singleaisle aircraft’s components between Europe and the US.

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24 – AREA REVIEW 2024

ARC DEFENDER LEFT REMONTOWA WITH HER CLASS RENEWED AND A BWT SYSTEM INSTALLED. AS THE CAR CARRIER OFTEN TRANSPORTS HEAVYWHEELED EQUIPMENT, PARTICULAR ATTENTION WAS PAID TO THE RORO SYSTEM.

X-Press Feeders ships

ARC Defender

X-Press Mulhacen left Remontowa with her class renewed. In addition, the yard installed a module with a scrubber inside in the stern part of the superstructure. The vessel has also been fitted with a Mewis Duct. The shape of the rudder blade has been modified by mounting a special bulb to enhance the hydrodynamic performance of the steering system.

ARC Defender left Remontowa with her class renewed and a BWT system installed. As the car carrier often transports heavy-wheeled equipment, particular attention was paid to the Ro-Ro system. Amongst other things, new steel was applied to the stern and side ramps on which the cables and seals were replaced, and the actuators were checked while the ramps were subjected to maintenance.

Repairs also covered the internal lifting frame, including replacing seals and overhauling the electric motors.

Whilst X-Press Mulhacen was drydocked, the rudder blade was repaired, the cavitation belt in the thruster tunnel and the bilge keel on the starboard and port sides were replaced and the shaft received new seals. Overhauls were carried out on the main engine and electric motors, including the bow thruster one. The vessel was also fitted with a new sea chest and the ship’s hull grit-blasted and newly painted.

The X-Press Godavari underwent a similar scope of work, but was also fitted with an Alfa Laval BWT system.

During a full drydocking survey, work included inspecting the bow thruster, replacing the seal on the propeller shaft and polishing the propeller. The ICCP anodes were replaced, and overboard valves were examined.

When the ship was moored at the quay, the yard teams dismantled and overhauled the lifeboats, subjecting their davits to load tests. Other work

DRYDOCK 2024 – 25

included cleaning the boiler, checking the pumps, coolers and heaters. Over 300 lights and the floors in the crew cabin bathrooms were fixed along with the pipe lagging. The ARC Defender changed its livery from the colours of Wilhelmsen to ARC.

Bow Fagus The Bow Fagus chemical tanker (Odfjell) called at Remontowa to undergo a CAP programme. A strength assessment, fatigue strength analysis and a detailed hull inspection were conducted, including checks on the existing tank condition.

In addition, much of the steel in the ballast and cargo tanks was renewed.

Many areas of the ship, including the deck, underwent outfitting touches, not to mention maintenance of the hull.

Anchors and chain cables needed to be renewed, with many cable lengths having to be replaced. The chain lockers also welcomed some steel replacements. The hydraulic motors of

the mooring winches and windlasses were also subject to repair.

The scope of the overhaul also included inspection of the pressure-vacuum valves and electric motors (including from the bow thruster). The main engine turbocharger, heaters, air cooler, boilers and all safety valves were also thoroughly checked. The seals on the propeller blades were also replaced, and a new accommodation ladder was installed.

FIREFIGHTING FIRST FROM SCANUNIT Maritime engineering specialist Scanunit has carried out what it believes is the world’s first replacement and decontamination of a PFAS/PFOS foam firefighting system on a commercial vessel. Aurora, a 1992-built ferry operated by EQT-owned Öresundslinjen (a subsidiary of Molslinjen), was the vessel concerned and the work was carried out over the weekend of January 27/28 2024.

The Bow Fagus called at Remontowa to undergo a CAP programme

26 – AREA REVIEW 2024

system was able to be refilled with a fresh supply of fluorine-free foam concentrate by 06:00 on Sunday.

Testing of the system after the changeover showed it was now far below the ECHA and EPA restriction of 1 ppm The test carried out by Eurofins laboratory analysts on the Aurora sample returned a result of just 4,400ng/l or 0.0044ppm.

Collective commitment This collaboration between Scanunit, LifeClean, Johnson Control, and Fortum Waste Solutions underscores a collective commitment to environmental responsibility and innovation in the maritime industry. The successful project not only meets the impending regulatory requirements but also sets a new standard for the industry’s approach to environmental safety and sustainability.

Christian Andersson, Senior Chief Engineer, Öresundslinjen/Aurora

An IMO resolution will see the phase-out of foam firefighting systems that use fluorinated foams containing perfluorooctane sulfonic acid (PFOS) as the foamproducing component because of their negative impact on human health and the environment. The longevity of these chemicals has resulted in them being dubbed ‘Forever Chemicals’.

Work on Aurora involved the removal of some 200 litres of AFFF foam containing PFAS/PFOS followed by decontamination of the tanks, 200m of pipelines and 52 spray nozzles of the ship’s firefighting system.

The decontamination was performed

by Scanunit using Sani A supplied by LifeClean, a specialist chemical provider based in Sweden. Decontamination and cleaning of the system produced 2,200 litres of wastewater which was removed by waste disposal contractor Fortum.

Emptying the system of the PFAS foam began at 22:30 on Saturday and the

Marcin Mikołajczak, Scanunit’s Managing Director, expressed his company’s dedication to supporting Öresundslinjen’s environmental ambitions. “We are proud to support Öresundslinjen in reaching their environmental goals,” Mikołajczak said. “Our innovative decontamination process reflects our commitment to delivering environmentally conscious and effective marine engineering solutions.”

Christian Andersson, Senior Chief Engineer, Öresundslinjen/Aurora, commented: “Finally after almost 12 months of evaluating different options to get the ship’s engine room fire suppression system PFOS/PFAS free, we chose to team up with Scanunit and LifeClean to decontaminate the system. Their strong cooperation together with Johnson Control, Fortum Waste Solutions and Eurofins gave us a cost-efficient option which met our expectations. Excellent project planning together with the ship’s crew meant the job was completed during the ship’s regular weekend night layup, avoiding unnecessary down time. The ship is now ready for the 2026 PFOS ban with a fluor-free system and once again our efforts leading the industry in sustainability and environmental responsibility by taking early action has paid back.”

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28 – SPOTLIGHT 2024

CRUISE & FERRY REPAIR & RETROFIT UPDATE The Queen Mary 2 drydocks at Damen Shiprepair Rotterdam, the Mein Schiff ships at Drydocks World, multiple passenger ship drydockings at Remontowa, a busy start at SMS, corridor conversions for Trimline, new agreements for Wärtsilä, Carnival Corporation, ABB and Norwegian Cruise Line Holdings, and environmental solutions from SeaTec and Vikland.

October 2023 saw Cunard’s flagship, Queen Mary 2, docked for the first time at Damen Shiprepair Rotterdam’s Botlek yard

DRYDOCK 2024 – 29

30 – SPOTLIGHT 2024

Queen Mary 2 was in the Botlek yard for 21 days of maintenance and refurbishment

O

ctober 2023 saw Cunard’s flagship, Queen Mary 2, docked for the first time at Damen Shiprepair Rotterdam’s Botlek yard. The 345m vessel, capable of carrying 3,864 passengers and crew, was in for 21 days of maintenance and refurbishment. DSR is responsible for docking the vessel and providing support for the many specialist subcontractors who worked on board over the three-week period.

The scale of the work was quite remarkable, with 50,000m3 of scaffolding being required for work on the ceiling lights and chandeliers, which

in some areas were up to 80m above the ground. The vessel’s five swimming pools also required refurbishment, a major task that demanded painstaking care even without the challenging time frame. The exterior of the ship also underwent a major painting programme.

Cunard chose DSR for this project for a number of reasons. Rotterdam is just 12 hours away from the Southampton cruise terminal from which the Queen Mary 2 operates much of the time, and DSR Botlek also has one of the largest drydocks in western Europe, measuring 405 x 90m. There is ample space

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year previously. Resources had to be booked and orders placed, particularly for the large amounts of scaffolding required. DSR Botlek also drew on the resources of its sister yard DSR Schiedam. The two yards have a long history of working together and pool their skills and experience when needed.

Planning the docking began four months ahead of time as the Queen Mary 2 has an unusually deep draft at 10.5m, giving the docking team just a two-hour tidal window to get her in and positioned above the blocks. Arranging the blocks exactly on the dock bed was in itself a long process. DSR has a docking team that is second to none, and while getting a ship with a 41m beam positioned exactly in a dock 90m across was an exceptional challenge, they achieved it with a combination of advanced technology and years of experience.

A challenging project Much of the project was done in the face of persistently wet and windy weather from the Atlantic. To get the exterior works done to schedule required the construction of numerous exterior habitats to allow paint and sealants to dry, which added an extra element to the project. Shifts had to be extended to get the programme done and the workforce had to take care to ensure that everyone could work safely and efficiently.

for contractors’ containers and their equipment, which is vital for this project given its scale. At its peak there were over 400 20ft containers on site, 80 of which were in constant use transporting materials and waste on and off the ship.

Five cranes were required to support the workforce at the height of the project and up to 3,000 people worked on the ship at any one time.

Meticulous preparation The Queen Mary 2 may have entered DSR’s drydock 7 on 16 October, but preparation for its arrival began over a

“In all, it represented a vast logistical challenge for the DSR project team,” said Lead Project Manager Alexander Stijlaart. “But at DSR our clients know that our ethos is that we say what we do and we do what we say. We also treat every day as a Monday, with maximum energy, doing what it takes to get the job done, and to the highest standards. We are fortunate to have a dedicated and highly experienced workforce supported by a network of first-class suppliers and partners.”

DSR Botlek and DSR Schiedam between them have extensive experience of hosting cruiseships for maintenance and repair. Recent projects include three AIDA cruiseships; the AIDAprima, AIDAbella

32 – SPOTLIGHT 2024

Sisterships Stena Hollandica and Stena Britannica (seen here) called at Damen Shiprepair Rotterdam recently

and AIDAperla, and the Norwegian Escape for Norwegian Cruise Line, plus the Emerald Princess and Sky Princess from Princess Cruises. Prior to those, the then Amsterdam and Rotterdam (now the Bolette and Borealis, operated by Fred. Olsen) and the Norwegian Star were docked there. During Covid, Genting Hong Kong’s 335m World Dream came in for nine days.

In January 2024, the Norwegian Joy was drydocked at DSR’s Botlek yard for a major 21-day refit. The work scope

included the removal and maintenance of her Azipods, a complete paint job, and the conversion of a lounge facility into 64 new staterooms. A dedicated team of 600 workers ensured the vessel’s care 24/7, preparing it for future voyages.

Ferry repairs at Damen Damen Shiprepair Dunkerque has started 2024 well with a yard fully booked with ferries. When Stena Line sisterships Stena Hollandica and Stena Britannica called at Damen

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Shiprepair Rotterdam recently, they were treated to an environmentally conscious re-spray. The vessels were first hydroblasted, an environmentally conscious and rapid means to remove old paint.

Following this, Stena Hollandica was repainted with X-GIT Low Friction, and Stena Britannica with silicone – both of which are free from biocides and reduce hull friction. As a result, both fuel consumption and emissions are drastically reduced. Damen states: “No

matter what colour you want us to paint your vessel, we’ll make sure it’s green!”

CRUISESHIPS AT DRYDOCKS WORLD While it is not unusual to find cruiseships drydocking in different parts of the world for scheduled maintenance, it is unusual to see a large cruiseship drydock at Drydocks World in Dubai. However, the Mein Schiff 5 drydocked there during the last week of November 2023.

34 – SPOTLIGHT 2024

Both Mein Schiff 5 and Mein Schiff 2 (seen here), were docked at Drydocks World for 11 days each

The vessel spent a total of 11 days in drydock, where a range of crucial maintenance and upgrade works were carried out. “It’s worth noting that we had two vessels docked recently, one after another. Both vessels, Mein Schiff 5 and Mein Schiff 2, were docked for 11 days each, and all the works were efficiently completed within this short period, ensuring the vessels’ operational commitments are fully met,” explains Capt. Rado Antolovic, CEO, Drydocks World. “This achievement aligns with our commitment to delivering projects within record timeframes to best assist

our clients and support their business objectives.”

During the drydock period, a comprehensive array of services was undertaken to ensure the continued operational efficiency and safety of the vessels. This encompassed specialised services specifically tailored for cruise vessels, including the mobilisation and installation of high-capacity cooling pumps to meet the cooling water supply requirements for the vessels and the enhancement of waste handling capabilities to support vessel docking and repair activities.

DRYDOCK 2024 – 35

Precision work Additionally, logistical support was provided, comprising heavy lifting cranes, forklifts, storage facilities, and temporary tents to accommodate storage needs efficiently. Surface treatment and painting of the external hull were meticulously executed, with the vessels’ main logo on the port and starboard hull applied using laser projection technology for precision.

Essential standard docking tasks, such as the overhaul of sea chests and overboard valves, maintaining anchors

and chains, and conducting necessary repairs on the tail shaft and rudder, were also carried out. The thorough overhaul and repair of thruster units and stern thruster blades were conducted under the supervision of specialised technicians arranged by the vessel owners.

Furthermore, onboard pools underwent refurbishment, including painting and maintenance of both small and large pools. Various steel and piping works were also undertaken, addressing critical aspects of the vessels’ structural integrity and functionality.

Interior work Throughout the drydock period, coordination and assistance were provided to specialist contractors for interior works, ensuring seamless management of all aspects of the vessels’ maintenance and enhancement. “Interior works were entrusted to specialist companies arranged by the vessel owners, with Drydocks World providing full logistical support and assistance to ensure the timely completion of these tasks,” says Antolovic. “Drydocks World’s expertise and reputation for meeting the unique requirements of cruise vessel dockings played a pivotal role in securing the contract. Past successful projects, including collaborations with Carnival, demonstrated the yard’s capabilities, thus earning the confidence of TUI Cruises/RCCL for their Mein Schiff 5 and Mein Schiff 2 drydocking needs.”

Future work When it comes to further cruiseship drydockings in the future, Antolovic told DryDock: “Drydocks World is committed to expanding its services to cater to the growing demand for cruise vessel maintenance and repairs.

With advanced orders already in place for additional cruise vessel dockings over the next few years, the company remains dedicated to delivering exceptional service and exceeding client expectations and maintain its position as the best and only facility for cruise vessel docking and repairs in the region.”

36 – SPOTLIGHT 2024

PASSENGER SHIP DRYDOCKINGS AT REMONTOWA The passenger/cruiseship Clio recently left Remontowa with its aluminium superstructure refurbished. The main job was to replace the bimetal, a combination of aluminium and carbon steel, between the superstructure and the hull, totalling more than 160m.

To carry out this scope, it was necessary, among other things, to partially dismantle 40 cabins. In addition, the tank tops in the osmosis room and the wastewater tank structure were renewed. The rudder stocks were replaced, and the steering gears and starboard gearboxes were overhauled.

The vessel gained a new AC Unit (chiller) and Air Handling Unit. The refit project also included replacing carpets, wallpaper and ceilings, prefabricating new stairs, and installing Starlink antennas in the passenger cabins.

Scrubber retrofits In the fourth quarter of 2023, Remontowa hosted twin DFDS RoRo vessels successively for a similar scope of work. The main task on both Tulipa Seaways and Acacia Seaways was scrubber installation, requiring the mounting of two fully-equipped, 9m high scrubbing towers in the funnel of each vessel. The installation was preceded by several weeks of prefabrication of the funnel section, the reinforced caustic soda tank weighing 20 tonnes and the room housing all the equipment. Preparing the foundations and platforms for seating the scrubbers was also necessary.

Due to the funnels’ height and very large equipment dimensions, the retrofit project was a logistical challenge. An additional crane was moved onto the deck next to the funnel to facilitate installation and raising of the scrubbers to the correct height.

The passenger/cruiseship Clio recently left Remontowa with its aluminium superstructure refurbished

The new funnel sections were prefabricated in two parts. The lower, inclined one was already installed before the scrubbers came in. Once those had been transported on board the vessels and placed on the foundations, the next stage was to install the second funnel sections. Finally, the former funnel tops were replaced. Once the scrubbers landed at the target site, the final step was to connect them and start the system.

BWTS retrofits Selandia Seaways and Botnia Seaways both underwent similar extensive maintenance work whilst at Remontowa.

The most recent project on Selandia Seaways was mechanical work combined with retrofitting the vessel with Alfa Laval’s BWT system as the main job. A new compartment, the BWTS room, where the main system equipment was located, was arranged in the tank on the port side. The required pipes and electrical power were connected.

Six separators were replaced to enhance the vessel’s fuel system operation further – three for heavy fuel, two for light fuel, and one for lubricating oil.

The existing bio-block was removed and a new one with vacuum pumps installed. The ferry also gained three new engine exhaust outlets and oil filters on the port side. The ship also had large amounts of steel replacement, both structural and plating, including tanks and decks.

The ship’s stay in a drydock was an opportunity to overhaul all overboard fittings, the boilers and the bow thruster. The seals were replaced on the propeller blades. The overhaul of the ramps is also worth mentioning, including the bearings and actuator replacement.

DRYDOCK 2024 – 37

38 – SPOTLIGHT 2024

SMS is completing a major interior upgrade for the Isle of Man Steam Packet Co onboard the HSC Manannan

BUSY START AT SMS The SMS Group enjoyed a busy Q4 2023 and looks forward to a solid Q1 2024.

“Q1 is dominated by significant cruise and ferry works,” says Nicholas Warren, Commercial & Communications Director.

“SMS is completing a major interior upgrade for the Isle of Man Steam Packet Co onboard the HSC Manannan, a huge interior refurbishment project for Norwegian Cruise Lines, and an exciting upgrade for Cunard.”

Interior outfitting and marine refurbishment continue to make up a significant part of SMS’s turnover. “2024 is another big year for us,” says Dan Lockyer, Director of Interiors. “We’ve onboarded two new international cruise operators and we’ve programmed works in Cadiz, Germany, Singapore and Grand Bahamas.”

He concludes by saying: “The market has clearly recovered and we’re now best placed to benefit from that upturn – our value engineering and price point has been very well received by the market.”

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Marketing & Communications Manager.

“Our works were carried out in service over two weeks.”

The project involved extensive demolition works, including removing an existing bulkhead which had to be carried out with minimal impact to passengers.

“As we were working in service, works were more complex, including installing hoardings to restrict access, as we were working within an operational music hall.”

The project was completed on time with very positive client feedback.

CORRIDOR CONVERSION FOR TRIMLINE Trimline’s brief was to install a smokeless casino within an existing corridor located at the back of the music hall on the Odyssey of the Seas.

The outfitter also had to install some additional machines within the main casino. “This was a new concept from the previous Jazz Club conversions, but some of the main installation principles still applied,” explains Bev Edwards,

“Our team did a fantastic job converting a corridor into a smokeless casino,” says Billy Morton, Project Manager, Trimline. “Despite the extensive remodelling of the space whilst the ship was in service, there were no passenger complaints, and the client was very complimentary about the end result and how our team worked.”

Trimline has converted spaces into smokeless casinos on several Royal Caribbean International ships, including Harmony of the Seas, Allure of the Seas, Symphony of the Seas and Oasis of the Seas. The transformations all took place while the ships were in service, each taking around two weeks to complete.

Trimline has recently installed a smokeless casino at the back of the music hall on the Odyssey of the Seas

40 – SPOTLIGHT 2024

Wärtsilä and Carnival have signed a one-year extension to the performance-based agreement that covers the maintenance, technical support, optimisation and fuel saving solutions for 57 cruiseships

Trimline’s team of demolition and removal experts, joiners, electricians, decorators and labourers worked closely with data, IT, and casino commissioning specialists to ensure that their work was completed efficiently and with minimal disruptions to guests and crew. With a focus on safety and customer satisfaction, Trimline’s team carefully handled materials around the ship and adjusted their work patterns to accommodate passenger and crew movements.

WÄRTSILÄ AND CARNIVAL CORPORATION EXTEND AGREEMENT Wärtsilä and Carnival Corporation have signed a one-year extension to the performance-based agreement that has been in place since 2017. The agreement, which was due to expire in March 2029, will now be valid until March 2030. It covers the maintenance, technical support, optimisation and

fuel saving solutions for 57 cruiseships within the global Carnival Corporation fleet. The contract was signed in October 2023.

By optimising the performance and efficiency of the ships’ Wärtsilä engines, fuel consumption is reduced, which in turn lowers greenhouse gas emission levels. The programme is considered a key element within Carnival Corporation’s strategy to reduce greenhouse gas emissions along its fleet operations.

“In extending our agreement with Wärtsilä, we are emphasising our commitment to reducing our environmental impact as we pursue net zero emissions by 2050,” says Riccardo Cordara, AVP Fleet Asset Management at Carnival Corporation.

“The partnership and collaboration with Wärtsilä are extremely important to us, and we appreciate the ongoing support they are able to provide,” says Andy Dickinson, Director PBL at Wärtsilä. “We

DRYDOCK 2024 – 41

are pleased to continue and strengthen our long-term partnership with Carnival Corporation via this agreement extension. Wärtsilä can leverage on its vast experience, its in-house expertise, and its innovative approach to maintenance support to optimise performance and efficiency. The result benefits not only cruise operations, but the environment as a whole.”

In addition to scheduled and unscheduled spare parts, the Wärtsilä agreement includes technical advisory for major overhauls, technical audits, crew training, equipment monitoring, technical support, and an industry-first tailored fuel savings programme.

ABB ACCELERATES DECARBONISATION ABB and Norwegian Cruise Line Holdings (NCLH) have signed a long-term partnership agreement to accelerate the decarbonisation and digitalisation of the Norwegian Cruise Line (NCL)

fleet. Targeting increased safety and efficiency, the agreement covers 14 existing ships and a further four vessels due for delivery from 2025 to 2028.

The first phase of the partnership includes a 10-year Azipod propulsion service agreement for the fleet, providing efficient preventive maintenance to support safety and maximise vessel availability as well as fast turnaround for planned Azipod propulsion maintenance. In addition, ABB will supply modernisation of the propulsion control system for 11 vessels, and shore connection installations on board four ships. With these planned installations the entire NCL fleet can connect to shoreside power supply for emissionsfree operations while in port.

“We are pleased to solidify our longterm collaboration with ABB in a strategic partnership that aligns with our climate action strategy, centred as it is on the pillars of efficiency, innovation and collaboration,” said Patrik

ABB and NCLH have signed a long-term partnership agreement to accelerate the decarbonisation and digitalisation of the Norwegian Cruise Line (NCL) fleet, which covers 14 existing ships

42 – SPOTLIGHT 2024

AS AN ESG LEADER FOR THE MARITIME INDUSTRY, SEATEC IS DEDICATED TO PROMOTING INDUSTRY BEST PRACTICES.

Dahlgren, Executive Vice President, Vessel Operations, Norwegian Cruise Line Holdings. “With ABB’s support, we will accelerate the decarbonisation and digitalisation of our fleet, taking our operations another step forward towards a sustainable future.”

“Norwegian Cruise Line Holdings is a highly valued partner of ABB, and this agreement reaffirms the strong collaboration between our companies,” said Juha Koskela, Division President, ABB Marine & Ports. “We are pleased to continue our collaboration and see our solutions and services playing an integral role in the modernisation of their growing cruise fleet. Through this collaboration, we will help NCLH to achieve safer and more efficient vessel operations while, more broadly, contributing to maritime decarbonisation.”

Based in the US, NCLH operates vessels under three wholly-owned subsidiaries: Norwegian Cruise Line, Oceania Cruises and Regent Seven Seas Cruises, all of which incorporate and utilise ABB technologies.

ENVIRONMENTAL SOLUTIONS FROM SEATEC AND VIKLAND SeaTec is partnering with global healthcare specialist Vikland to support ship operators in their pursuit to reduce fuel emissions and energy consumption to meet industry environmental standards and improve air quality onboard.

With steadfast goals to support cruise operators and clients throughout the maritime industry, Vikland and SeaTec are actively identifying solutions to lower all their clients’ environmental footprints and to provide strategies which will help them achieve key sustainability goals.

The key focus of the partnership will be to collaboratively introduce Vikland’s Air Purification solution to the cruise industry, and beyond. This alliance forms a technical and technological synergy that will help to optimise ship operations and consequently satisfy

Environment, Social and Governance (ESG) objectives.

Vikland’s Air Purification Solution, which uses Pyure technology, is a patented system approved by the US Food and Drug Administration (FDA) that proactively and continuously reduces viruses, bacteria, odours and volatile organic compounds (VOCs) both in the air and on surfaces. By its nature, air purification provides critical results for an industry responding to the need for heightened attention to ESG. Vikland’s Air Purification solution has been proven to lower emissions and energy consumption. Through higher air recirculation, it reduces the heating, ventilation and air-conditioning (HVAC) load on a ship which typically accounts for 20-50% of a ship’s energy consumption and fuel usage, offering significant energy savings for all vessels, whilst enabling measurable results towards environmental goals.

From the public health, or “social” perspective, air purification is vital for interiors and the wellbeing of crew and guests. The solution actively improves the air quality onboard whilst reducing communicable diseases to meet the social standards and achieve a higher level of wellbeing onboard for guests and crew alike.

“Collaboration is more and more important in the maritime industry as we collectively address challenges of decarbonisation and sustainability,” said Peter Hult, CEO of Vikland.

“Working together has never been more important, which is why we have teamed up with SeaTec. Through our partnership, we are providing a proactive solution to help our clients meet their sustainability and ESG goals.”

“As an ESG leader for the maritime industry, SeaTec is dedicated to promoting industry best practices,” said Elliot Gow, CEO of V.Services, which includes SeaTec within its portfolio of marine support services. “Our partnership with Vikland will help us to realise our customers’ environmental goals by reducing energy consumption whilst simultaneously enhancing crew welfare.”

44 – MECHANICAL MATTERS 2024

DRYDOCK 2024 – 45

Azipod propulsion ticks all the boxes in the growing retrofit market ABB’s market-leading Azipod electric propulsion system has become a commercially attractive retrofit option for existing vessels as shipowners seek ways to comply with new emissions regulations.

46 – MECHANICAL MATTERS 2024

T

he International Maritime Organization (IMO) introduced its new EEXI and CII regulations at the start of last year with the target of reducing greenhouse gas emissions from international shipping by 40% by 2030. The new rules apply to all cargo, Ro-Pax and cruise vessels over 5,000gt and include an annual emissions ratings system that will get increasingly stricter year-on-year. Many vessels across different classes will struggle to meet the increasingly tighter regulations. In addition, poor CII emissions ratings for ships will likely have adverse effects for vessel operators as charterers and financiers will favour more sustainable vessels. Hence the regulation will serve to strengthen the green economy across all aspects of the industry.

Azipod electric propulsion has become a commercially attractive retrofit option for existing vessels

Regeneration game These changes have sparked a surge of enquiries from shipowners looking

at ABB Azipod electric propulsion as a potential cost-effective retrofitting solution to keep ageing ships on the right side of compliance and to extend their lifespan. “We have seen a rapid increase since the turn of the year in the number of enquiries for retrofits using our Azipod propulsion system,” says Toni Roiha, Global Sales Manager, Marine Propulsion Services, ABB Marine & Ports. “Azipod propulsion ticks all the boxes in the growing retrofit market.

Azipods have become a commercially attractive retrofit option for existing vessels as shipowners seek ways to comply with new emissions regulations – there is a lot of potential.”

Jumping the queue Shipyards have a long backlog of newbuilding projects, so retrofitting older vessels with a new propulsion system is a much quicker modernising solution than having to wait for a

DRYDOCK 2024 – 47

production slot for a new ship. “There is a long wait for new ships, so more and more operators are looking to find other ways for their fleet to meet the new regulations,” says Roiha.

This jump in interest towards ABB’s services is also based on the long track record Azipod propulsion has in the newbuild segment, where the system has delivered unparalleled efficiency, reliability and sustainability over 30 years. In total, ABB has sold more than 700 Azipod units. They improve operating efficiency, boost a ship’s hydrodynamic performance and cut fuel consumption by up to 20% when compared with a traditional shaftline setup.

In addition to improved manoeuvrability, vessels featuring Azipod propulsion benefit from reduced noise and vibrations for greater passenger and crew comfort. The simple and flexible structure of the units allows optimised

Carnival Corporation has specified Azipod propulsion for over 40 vessels

48 – MECHANICAL MATTERS 2024

The flexibility of the Azipod electric propulsion system gives ship designers more freedom with the hull shape

positioning of the propeller according to a ship’s hull shape. Adjustable strut height of the underwater propulsion module allows using the best possible propeller diameter without a head box on the ship’s hull and large tilting angles of the Azipod units in both longitudinal and transversal direction. This enables locating the Azipod units into an undisturbed wake field, ie, water flow.

The flexibility of the electric propulsion system gives ship designers more freedom as the hull shape, especially the skeg, can be designed based on

hydrodynamical evaluation without the dimensional restrictions of a long, traditional shaftline. The propeller positioning and the hull form are always designed together with the shipyard or design offices. Additionally, the 360° directable thrust of the Azipod propulsion units eliminates the need of stern tunnel thrusters, leading to more optimised hull shape and less hydrodynamic drag. Space saved by locating the motor outside the ship allows for more flexible design and frees up space for cabins, cargo or other

DRYDOCK 2024 – 49

assessing whether a vessel is suitable to the full design and installation phase, and then monitoring the units once in operation for maximum efficiency.

Having a single point of contact saves time and money.

Each Azipod system retrofit unit is made in the same ABB factories as the newbuild systems and has the same components. However, each retrofit takes on its own unique profile and design, depending on the dynamics of the ship’s hull.

ABB is ideally placed to assess each project by working together with customer and shipyard teams. Not every ship has a suitable hull to accommodate a retrofit, but ABB’s team seeks to identify any potential.

“We have seen a rapid increase in the number of enquiries for retrofits using our Azipod propulsion system,” says Global Sales Manager Roiha. “We work with the customer’s teams so that we are able to find a solution that is easy to fit in and can improve value for the customer. We always do a design review with them. Our hydrodynamicists and naval architects work to find the most suitable Azipod propulsion model, so customers can see an increase in avoided emissions and capital savings from using less fuel.”

At your service

features. It is no wonder shipowners are now reviewing the potential for Azipod propulsion as a retrofit solution when they are drawing up investment plans on how to modernise.

Single point of contact ABB’s focus is to provide a one-stop shop for Azipod propulsion retrofitting projects, handling everything from start to finish, making the process as smooth as possible for customers. The service covers all stages of a retrofit, from

The Azipod propulsion system’s high level of reliability and ease of access for maintenance are common themes across a wide range of vessel types.

A further key benefit from getting an Azipod system retrofit is that each new customer will gain access to ABB Marine & Ports global service network. ABB Ability Collaborative Operations Centres around the world provide 24/7 support ensuring dedicated expertise and fast response times. “We also provide comprehensive condition monitoring, so we can see what is happening in the units in real time when the vessel is in operation,” explains Roiha. “We can plan for any maintenance with the operators, so that it matches their business needs – it doesn’t matter if a customer is operating in the Pacific or Arctic.”

EACH AZIPOD SYSTEM RETROFIT UNIT IS MADE IN THE SAME ABB FACTORIES AS THE NEWBUILD SYSTEMS AND HAS THE SAME COMPONENTS. HOWEVER, EACH RETROFIT TAKES ON ITS OWN UNIQUE PROFILE AND DESIGN, DEPENDING ON THE DYNAMICS OF THE SHIP’S HULL.

50 – MECHANICAL MATTERS 2024

Timely repairs with new equipment When crucial components such as shaft seal liners suffer damage, owners face the urgent need for replacement or repair solutions. Time is money, and delivery speed plays a critical role in the decisionmaking process.

Sales Manager. “From receiving pictures of the damage and measurements of the depth, we suggested repair by laser cladding of the two duplex seal liners.”

The damaged vessel, Wind of Change, was docking in Poland, from where the client shipped the shaft seal liners to MarineShaft’s workshop in Denmark.

Top: MarineShaft recently repaired two damaged shaft liners Above: And also recently completed another urgent repair on a crankshaft

I

n a recent case, MarineShaft successfully repaired two damaged shaft liners on a tunnel thruster in only four days. “We received an enquiry from our French client to repair or replace the liners,” says Hanne Magnussen, the marine repair company’s Marketing Manager/Area

“The liners had a surface layer of chromium, which we machined off and then conducted a liquid penetrant test,” explains Magnussen. ”We applied Stellite by laser cladding.

Each layer applies 0.8mm. The new material melts into the base material to obtain an even harder and more resistant surface. In this case, three layers were sufficient, but additional layers can be applied if needed, as can be seen in the following case.”

DRYDOCK 2024 – 51

The rough surface resulting from laser cladding was then machined to its original dimensions. A second liquid penetrant inspection of the machined area confirmed the quality of the welded area, and the final review was completed.

“We then arranged a swift transport of the liners back to the vessel,” says Magnussen. “The whole job was completed in four days.”

Crankshaft repair MarineShaft also recently completed another urgent repair. A crankshaft had sustained damage to the coupling end.

“The customer had previously made a temporary repair using a fitted ring on the coupling end, but now they had to find a more permanent solution,” says Magnussen. “Our customer contacted us to discuss our repair proposal and we recommended a repair by laser cladding to rebuild the surface even harder.”

Upon receiving the crankshaft in Marineshaft’s workshop, engineers skimmed the surface to prepare for the laser cladding and NDT tests. The laser cladding process was then started to fill in the ring. “In total, we applied 16 layers, each x 0.8mm of Inconel 625,” explains Magnussen. “After welding, we machined the repaired areas and another NDT test was carried out by a third-party company.”

It took MarineShaft just three days to repair the crankshaft with approval from DNV.

New and larger equipment “We recently acquired further laser cladding equipment, which is performing exceptionally well, with the repair case described above being carried out using this new equipment,” says Magnussen.

“Now having two pieces of equipment ensures we have the capacity for any urgent requests, as most of our laser cladding repairs are related to breakdowns where fast action is crucial.

Another important reason for this expansion is to provide more repair possibilities. This new equipment has a more extended range and is easier to move around on its continuous tracks.

The robot arm can lift 45kg of robotic equipment compared with the other equipment’s 10kg capacity.”

MarineShaft has also acquired a new laser lance. “With the new lance, which can reach approximately 700mm, MarineShaft can repair internal damage in larger components such as couplings and cylinders,” explains Magnussen.

The new lance can fit into diameters as small as 170mm and fits on both MarineShaft’s laser cladding machines.

“A new job is already waiting in our workshop: A cylinder block from a 1962-built B&W Alpha engine,” says Magnussen. “We need the reach of this new lance for this repair.”

MarineShaft has class approvals to use laser cladding on: • Stainless steel • Carbon steel • Bronze • Cast iron.

MarineShaft has acquired further laser cladding equipment and a new laser lance (seen here)

52 – MECHANICAL MATTERS 2024

Saving fuel on historic Icelandic sailing ships Icelandic North Sailing, in collaboration with the University of Iceland, has shown impressive results in improving fuel consumption and CO2 emissions by retrofitting modern propeller systems on historic sailing ships.

W

hen overfishing, fishing quotas and the transition to large-scale industrial fishing sent the characteristic Icelandic broadhulled oak fishing cutter into oblivion in exchange for modern fishing vessels, an important part of Icelandic history and folk spirit was disappearing forever.

For the Sigurbjarnarsons, a family from Húsavík, this development was hard to watch, since fishing from oak vessels had been the environment and culture surrounding the family and supporting them the better part of their life. At the time when the head of the family, Sigurbjörn Sörensson, former owner and skipper, retired, this tradition appeared to come to an end.

The sons, Hörður Sigurbjarnarson and Árni Sigurbjarnarson, went their own way, and with the acquisition and renovation of the oak cutter Knörrinn in 1994, they founded the wildlife tour company North Sailing. Today, the company remains in the family’s care with Hörður’s son, Heimir Harðarson, active on the board of directors. “My father and uncle could not let the oak boats disappear forever,” says Heimir

Harðarson. “They are an essential part of our family’s and Icelandic identity and history, so we had to save at least one from demolition – if nothing else, just for the family’s sake.”

Since 1995, North Sailing has offered whale watching trips in the scenic waters around Iceland. The fleet currently includes 11 unique historic wooden vessels from Iceland, Denmark and Germany. “Through North Sailing, we can preserve these wonderful vessels, so future generations can experience history and nature through guided tours,” says Heimir Harðarson.

New propellers Parallel with their desire to preserve the historic boats, it was important from the start that the brothers minimise their environmental footprint. Since the vessels are typically between 50 and 100 years old, that goal can be a challenge, due to old and polluting engines. As a result, improved fuel utilisation and propulsion have always been highly prioritised when the time came for vessel renovation. “By renovating the boats in North Sailing,

DRYDOCK 2024 – 53

54 – MECHANICAL MATTERS 2024

University of Iceland is on the case Before installing the propeller, Harðarson contacted Professor Rúnar Unnþórsson and Satish Kumar Bonthu from the Faculty of Industrial Engineering, Mechanical Engineering and Computer Science at the University of Iceland.

They made plans for measuring and evaluating the improvement in performance and fuel consumption compared to the original propeller.

The study showed a consistent 30% reduction in fuel consumption and improved speed. CO2 emissions were also reduced by 30%.

Above: The new propeller has shown impressive results with improved fuel consumption and reduced CO2 emissions

we have a unique opportunity to test different engine and fuel solutions that hopefully contribute to greener shipping,” says Harðarson. “That is why we’re always curious about solutions that can improve our environmental footprint.”

Most recently, Harðarson and his team have turned their attention to the vessels’ propeller systems to find the most optimal propulsion solution.

When the team retrofitted the schooner Hildur’s old propeller with a new one from Denmark’s Hundested Propeller, improvements were to be expected.

Still, the result came as a surprise.

“The result was above and beyond our expectations,” says Harðarson. “Rúnar and Satish’s study clearly shows that retrofitting propellers is not only a good financial investment for the owner but is also a win for the climate. We hope we can spread this message through our work at North Sailing.”

“Systematic measurements were made at different speeds, logging fuel consumption, sailing speed, wind speed and other weather data,” explains Professor Unnþórsson, head of the study. “The results of this study clearly show that the shipping and fishing industries can drastically reduce their fuel cost and carbon footprint with existing technology. In short, there is no excuse to hesitate any longer.”

GREEN TECHNOLOGIES

56 – ANALYSIS 2024

DRYDOCK 2024 – 57

The GAMMA project will develop and convert a bulk carrier to sail on climateneutral fuels and green power

The new GAMMA project, a containerised hydrogen system for ships, methanol Superstorage, a batterypowered offshore conversion and a revolutionary hull-cleaning robot all offer technologies to make shipping greener.

58 – ANALYSIS 2024

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ransport and trade on the ocean blue must be made much greener.

This is the goal of the new €17m European GAMMA project, which began in January 2024, where companies and researchers from Europe will develop and convert a bulk carrier to sail on climate-neutral fuels and green power.

“We will retrofit a bulk carrier with highly innovative technologies and during a demonstration campaign we will prove that it is possible to replace auxiliary generators with a new fuel system that runs on e-fuels,” explains Kjartan Due Nielsen, Innovation Manager at Icelandic engineering company Verkís, which is leading the GAMMA project. “After proof of concept in GAMMA the next step would be to replace the main engines of a ship for a full energy transition. All in all, the project is very visionary, and could be a green game-changer for shipping in the future.”

Climate targets for 2050 The International Maritime Organization (IMO) has set a goal for the maritime sector to reduce the industry’s greenhouse gas emissions to around net zero by 2050. The five-year GAMMA project will contribute to this, say representatives from the start-up company Aurelia, which specialises in the concept design of climate-friendly vessels.

“This will include covering and supervising the engineering tasks behind the design and the integration of new green technologies into the ship without compromising its operational capabilities,” says Elena Prato, who with Tomas Veiga, Emmanuel Viglione and other colleagues from Aurelia will gather the threads of the technical project coordination in GAMMA. “The integration will be based on a tradeoff between weight, volume, cost and, above all, safety. Our challenge is to consider how the systems will impact on the current vessel and to maintain safety in all operations. In this project, we will link a range of technical competences across the 16 partners from Europe for the benefit of all.”

Electricity from hydrogen and green fuels An innovative fuel system will be installed. Ammonia and green methanol will be bunkered onto the ship and then converted into hydrogen with cracker and reformer technologies.

The hydrogen will be purified and then converted into electricity with a fuel cell, which will be providing electric energy to the vessel and thus replacing the use of the auxiliary generators running on fossil fuel.

In addition to that, the partners have gone further, since part of the energy necessary to convert to hydrogen will be supplied by renewable energy – in this case PV panels, which will be installed on the hatchcovers of the bulk carrier.

Fraunhofer Institute provides the conversion technology, Amnis Pura the purifying and the fuel cell is provided

by Ballard Power Systems Europe.

DRYDOCK 2024 – 59

Meanwhile, PV panels will be provided

by Italian company Solbian.

“We have several decades of experience from innovation within green fuels, and therefore look forward to contributing to GAMMA with our research to convert e-fuels to hydrogen, and look forward to bringing the new green technologies in the project forward,” says Dr Gunther Kolb, Head of Division Energy, Fraunhofer Institute for Microengineering and Microsystems.

A CONTAINERISED HYDROGEN SYSTEM FOR SHIPS HAV Hydrogen of Norway has received NOK 12.4m ($1.17m) in funding to build, test and certify a full-scale prototype of the company’s Zero Emission Pod – a containerised hydrogen (H2) energy system for ships.

The DNV-approved Zero Emission Pod is a complete deckhouse where several fuel cells are mounted together with a complete hydrogen distribution system, control and safety system including emergency shutdown system, ventilation system, cooling system, and DC/DC power distribution system.

The Zero Emission Pod received Approval in Principle (AiP) by DNV last year. Building and testing of a full-scale prototype is a continuation of this work. The prototype testing will further enhance technology readiness level and – from a shipowner’s perspective – substantially de-risk the solution. The latter will make it easier for shipowners to choose to invest in one or more Zero Emission Pods.

“Our system is designed based on a risk-based methodology in order to comply with the safety barrier requirements of IMO’s fuel cell

60 – ANALYSIS 2024

METHANOL SUPERSTORAGE SOLUTION On the understanding that ‘green’ methanol will one day run vessels almost emission-free, commercial shipping is increasingly looking favourably on a fuel type which – in its current form – is widely used in other industries.

HAV Hydrogen is to build, test and certify a full-scale prototype of its Zero Emission Pod

guidelines,” explains says Kristian Osnes, Managing Director of HAV Hydrogen.

“This is essential to create a mass market product that can be quickly adopted by the maritime industry.

Moreover, having a physical, working product to showcase to shipowners and yards will enable an enhanced understanding of the maturity and marketability of the Zero Emission Pod.” The prototype will be built during 2024. Testing and certification will be conducted at SINTEF’s new test facility in Trondheim, Norway.

Newbuild or retrofit Installed effect from the Zero Emission Pod can be used for the main propulsion systems, or for additional power supply on board the vessel to comply with green operation standards. Quayside, the hydrogen system can ensure sufficient green power supply to the vessel, which does not need to rely on onshore charging infrastructure to achieve zero emission status.

“The Zero Emission Pod can either be utilised as a retrofit option for vessels that have not already been prepared for a conventional retrofit installation below deck, or as a complete plug-in module that de-risks the yard installation for newbuilds. The size of the potential market is huge,” adds Osnes.

Derived today principally from natural gas, methanol is nonetheless available, relatively easy to handle and predictable. Lower carbon today, and potentially zero carbon tomorrow, methanol therefore offers a practical alternative to HFO, and a pathway towards International Maritime Organization and EU targets for decarbonisation.

However, methanol’s other outstanding characteristic is its space inefficiency: tonne for tonne, it takes 2.4 times more methanol to generate the equivalent energy as HFO. Conventionally, tanks storing low flashpoint fuels on board ship feature cofferdams of at least 600mm across to separate internal and external walls.

Included as a safety precaution, the gap also restricts capacity.

Imaginative design can help find unused spaces for extra storage on board a newbuild ship, but opportunities are more limited on existing vessels. Where retrofitting a dual-fuel engine to run on methanol is feasible, the fuel storage issue may restrict a ship to short voyages or demand more frequent bunkering – both of which impact on ROI. Understandably, huge interest greeted Lloyd’s Register Approval in Principle (AiP) for SRC Group’s ‘Methanol Superstorage’ in October 2023. The retrofitted tank storage solution increases volume by 85%, according to SRC, but can be installed with only a minimal impact on the general arrangement.

Closing the gap The Methanol Superstorage solution dispenses with the cofferdam

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altogether and instead installs tank walls formed by sandwich panel system (SPS) technology, consisting of a continuous polymer core that has been injected between two steel surfaces.

Approved for permanent repairs by all major IACS class societies, SPS technology has been used in maritime and offshore applications for over two decades – including for corrosion repairs in ship structures. Class approvals secured have involved laboratory testing of the polymer core material for chemical resistance, including for methanol. Engineering, Procurement, Construction and Installation service provider SRC has experience of complex refits across over 5,000 projects worldwide, including extensive

Hannes Lilp, CEO, SRC Group

experience of the patent-protected SPS technology process.

For the Methanol Superstorage fuel tank, a 25mm-thick steel-polymersteel barrier provides protection against fire or leakage that is equivalent to a conventional tank, according to SRC. The injected polymer also creates oxygenfree conditions behind the steel plates to prevent corrosion.

The SPS sandwich panel system can be used in lieu of cofferdams on all tank boundaries including those facing to shell plating.

“We always knew how significant Methanol Superstorage would be, because existing ships need to play a full role in energy transition if GHG emission targets are going to be met, and storage capacity is a key challenge,” says Hannes Lilp, CEO, SRC Group. “We are already in detailed discussions with a well-known ferry operator, while we’ve been approached by cargo ship operators, offshore support vessel owners, tug companies, shipyards in Europe and Asia, and by the marine engine suppliers. One area that has surprised us has been the high level of interest from the superyacht sector.”

Less surprising has been the flow of enquiries from cruiseship owners, many of which have already been studying the feasibility of retrofitting ships for methanol as a marine fuel.

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64 – ANALYSIS 2024

No major obstacles Securing AiP provides a technology developer with a statement from Class confirming that there are no major obstacles to future certification or classification. As explained by LR, it allows a developer to “gain early confidence that your technology has the potential to satisfy regulatory requirements” and means “stakeholders will have confidence in their investment.”

“Discussions covering approvals from other classification societies are ongoing,” says Lilp, although he acknowledges that the journey from AiP to full class approval is substantive.

In an area where the regulations underlying fuel storage are evolving, additional scrutiny can be expected.

New questions, additional answers As of September 2023, methanol had been specified for 216 newbuilds, according to figures from DNV. Clarksons recently estimated that 1,200 ships could be powered by methanol by 2030.

Lilp says the most frequently asked question SRC has been fielding concerns whether Methanol Superstorage is as appropriate for newbuildings as it is for retrofits.

“The answer is an emphatic yes: fuel storage tanks can be constructed using the SPS sandwich panel system in lieu of cofferdams on both newbuild and refit projects,” says Lilp. “Actually, we seek to open more direct channels of communication for questions from major shipbuilders and designers worldwide because of requests from our commercial shipowning clients.”

BATTERY-POWERED CONVERSION Ocean services provider DeepOcean has agreed to charter a converted, batterypowered vessel to further enhance its subsea offering to the offshore renewables and oil and gas industries.

DeepOcean has entered into a longtime charter agreement for the Island Condor multi-purpose support vessel–

to be re-named Island Ocean – following conversion and upgrade.

The vessel will be converted from a 2014-built vessel to a modern construction support vessel equipped with a 150t crane which will provide subsea inspection, maintenance, and repair (IMR), light construction and recycling services to DeepOcean’s customers in the offshore renewables and oil and gas industries.

As part of the conversion process, the vessel will undergo an extension of approximately 11m. Additionally, dual ROV hangars will be installed, the superstructure will be extended, the DP system will be upgraded, and a large battery pack will be installed. An active front-end system will also be implemented, enabling the transfer of redundant energy to the battery pack.

Furthermore, a state-of-the-art launch and recovery system for the ROVs will be installed.

“Re-use of existing tonnage is more environmentally friendly than building a new vessel, and adding battery power is an efficient way of reducing CO2 emissions and operating costs,” says Øyvind Mikaelsen, CEO of DeepOcean.

“DeepOcean charters the vessel from Ulsteinvik-based shipowner Island Offshore. We are dedicated to reducing our environmental footprint from offshore operations and choose to collaborate with shipowners who can support this effort.”

The long-term charter contract will commence in the third quarter of 2024.

The Island Ocean will be equipped with two Schilling HD x WROV systems for 3,000m water depth from DeepOcean’s fleet, together with DeepOcean’s dedicated infrastructure.

REVOLUTIONARY ROBOT Thanks to a revolutionary new ‘robot as a service’ business model and lightweight, rapidly deployed hardware, Greensea IQ’s EverClean service and EverClean IQ platform are poised to harness technology to support cleaner oceans.

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USING MULTIPLE SENSORS AND CAMERAS, THE EVERCLEAN ROBOT ACCUMULATES A WEALTH OF VALUABLE DATA WHILE A SHIP IS BEING SERVICED..

impact of shipping and its age-old problem of biofouling, is a testament to its mission and its dedication to environmental stewardship. Leveraging 17 years of extensive development and expertise in control, autonomy, and navigation, EverClean represents a paradigm shift in clean ship technology.

Utilising proprietary technology with Over the Horizon capability, the hull service robots operate on Greensea IQ’s software platform, OPENSEA, providing the robots with advanced autonomy, the capability to deliver fast and efficient hull cleaning, and a full X-Y-Z referenced hull condition survey every visit.

Smaller than other hull cleaning robots, EverClean’s Hull Service Robots are single-person deployable and can be used more frequently, whether carried aboard the vessel itself or deployed from resident berths at port calls. This means the robots only ever need to tackle the slime on the hull, which is quickly, easily and safely removed, as opposed to later stage biofouling.

Packed with a range of technologies and practices, such as depth aided navigation and intelligent obstacle avoidance, manoeuvring and user interaction capabilities, the system provides hull-relative navigation precision like no other, an imperative feature in delivering faster and efficient

cleans. This robot-as-a-service solution is the first of its kind.

Actionable intelligence Further setting EverClean apart is its powerful, add-on data product, EverClean IQ. EverClean IQ leverages intelligent data collected during cleaning operations to empower shipowners and operators with real-time data insights.

Using multiple sensors and cameras, the EverClean robot accumulates a wealth of valuable data while a ship is being serviced. Equipped with a system for recording brush pressure feedback, the EverClean IQ system can cross-reference with prior readings on the same area of the hull, which is confirmed by the robot’s highly accurate hull-relative navigation system.

With EverClean IQ, raw data is transformed into actionable intelligence.

Presented to shipowners and operators in clear concise reports, customers can act and make decisions on their vessel, to improve and optimise their operations for maximum sustainability.

For the last year, Greensea IQ has worked closely with prominent cruise and ship operators in US ports in Houston, Tampa, Miami, Jacksonville, Port Canaveral, Norfolk and Baltimore, to regularly clean vessels. EverClean has contributed to maritime sustainability whilst showcasing the efficacy of its service in emissions reduction and enhanced environmental performance.

As of January 31, 2024, Greensea IQ’s post-clean analyses of its fleet performance reveal the service has contributed to 2,031 tonnes in fuel savings and a reduction of 6,499 tonnes in CO2 emissions.

Collectively, its users have saved an estimated $2.03m in fuel expenses.

These results shine light on not only the tangible economic advantages that come with adopting this innovative cleaning service, but also the difference it can make to the ecological footprint of vessels.

Ben Kinnaman, President and CEO of EverClean IQ with the EverClean robot

Ultimately, EverClean IQ puts the power of data-driven decision-making into the hands of those who need it most.

68 – IN FOCUS 2024

n o l o r P y c i in

DRYDOCK 2024 – 69

PPG’s SigmaShield 1200 coating has delivered exceptional protection for two vessels in harsh ice-going operations and needed just a few litres of touch up paint at drydocking after eight years of service, explains Bert Adema, PPG Key Account Manager, Marine Coatings.

n o i t c e t o r p d s e n g o n diti n o c WHERE ON EARTH IS MY SHIPMENT? Trimline takes the headache out of marine outfitting logistics.

70 – IN FOCUS 2024

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agenborg Shipping, based in Delfzijl, the Netherlands is a multipurpose shipping company operating in Northwest Europe, the Mediterranean, trans-Atlantic routes and beyond. The company has a fleet of around 160 modern dry cargo vessels with capacities ranging from 2,000 tonnes to 23,000 tonnes making 8,000 port calls a year.

Wagenborg was looking for a reliable, efficient coating system for the B-Class Roll on-Roll off (Ro-Ro) vessels Balticborg and Bothniaborg, which operate between the Netherlands, Germany, Sweden and the UK. The vessels face severe ice conditions in winter, so the hulls needed long-lasting protection to ensure reliable performance.

The key requirements were that the coating chosen would need to minimise damage, reduce subsequent repair costs and improve operational efficiency to ensure maximum return on investment for the owner. It also had to be suitable for application during limited time in drydock at the Tallinn Shipyard, Estonia.

Based on the anticipated ice conditions during service life, PPG proposed its PPG SigmaShield 1200 abrasion- and ice-resistant coating to provide optimal underwater hull protection. PPG SigmaShield 1200 coating is based on a novolac phenolic epoxy with very hard filler composition, which provides excellent anti-abrasion and impactresistance properties and also has great creep resistance.

“Ice is indisputably the major source of danger for a hull’s outer shell coating – PPG SigmaShield 1200 coating addresses this potentially destructive situation,” says Adema.

“After reviewing PPG’s product specification and guarantee, the customer was confident that the PPG SigmaShield 1200 coating would give the optimal protection for its vessels.”

The coating provides long-lasting durability and outstanding impact and abrasion resistance while its smooth surfaces promote power savings. It is available in standard and low-temperature versions and that, combined with its easy handling and

DRYDOCK 2024 – 71

excellent application properties, means that single-coat application is possible in winter conditions using conventional equipment.

Previous evaluation The PPG SigmaShield 1200 coating was evaluated on Wagenborg’s offshore vessels Antarticaborg and Articaborg, which operate in the Black Sea during the heaviest ice conditions. The results convinced Wagenborg to apply the coating on two of the Ro-Ro vessels, Balticborg and Bothniaborg.

“Following detailed examination of the Balticborg project, the customer was delighted by the coating’s performance and ease of application,” explains Adema.

“In the wintertime the vessels face severe ice conditions and thus need excellent protection for the hull,” says Izak van Rhijn, Technical Superintendent at Wagenborg Shipping. “After reviewing the specification of the product and the guarantee given by PPG, we were convinced that this product would give the optimal protection to our vessels.

Another big benefit of this product is the single-layer application. No undercoat or second layer is required, which saves valuable time (thus saving money) during the drydock period.”

Tallinn Shipyard also reported that few adjustments in working procedures were needed to make the coating application process particularly easy.

“Through the good advice by PPG’s technical surveyor and the easy handling of the product, we can decrease our time in applying a heavy ice coating, so we are able to focus on our other maintenance and repair jobs during the drydocking,” explains Maxim Scherbakov, Director Project Management Tallinn BRLT Grupp Estonia.

The coatings received positive feedback from the captain of the Balticborg, Hindrik van der Laan, who said: “The speed is better and the fuel consumption is less.”

During its most recent drydocking, the coating was found to be in good condition, needing just a small amount of touch-up work.

Project

The Balticborg and Bothniaborg B-class vessels

Challenge

Provide a reliable, efficient coating system for two vessels operating in heavy ice-going conditions and to a very tight time schedule in the Baltic Sea suitable for application during limited time in drydock

Coatings system

PPG SigmaShield 1200 solvent-free phenolic epoxy coating

Benefits

•

Outstanding impact- and abrasion resistance

•

Excellent cathodic protection and creep resistance

•

Standard- and low-temperature version for enhanced curing performances

•

Excellent application properties; also possible in winter conditions

•

Single-coat application using standard equipment

•

Easy maintenance and repair

•

Excellent creep resistance, reducing size (and hence cost) of repair areas

•

Recognised by Lloyd’s Register as an abrasionresistant ice coating

•

Recognised by Aker as a low-friction surface coating for ice-breaking ships

THE SPEED IS BETTER AND THE FUEL CONSUMPTION IS LESS.

72 – IN FOCUS 2024

Remote thickness measurements by drone

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GDI, an award-winning provider of applied technology solutions, has now added the use of the Skygauge drone to its range of marine sector capabilities.

B

y adding airborne robotics, GDI can now take ultrasonic thickness measurements of large uncoated and painted surfaces, such as corrugated bulkheads and web frames.

The technology has been proven, with certain limitations on the areas that can be reached, in demonstrations with four major classification societies.

“GDI has the equipment and the skills needed to take valuable measurements efficiently and safely in conjunction with approved Thickness Measurement (TM) suppliers,” commented David Knukkel, GDI’s CEO. “Although GDI is not an approved TM-supplier, certain classification societies are open to innovative technology and partnerships between approved RIT (Remote Inspection Technology) and TM-suppliers.”

During discussions with various class societies, GDI was provided with information regarding the working relationship between companies certified by TM and RIT. • ABS approves the cooperation between RIT and TM-certified companies, provided both have procedures in place and the TMcertified companies are mentioned on the RIT certificate.

• ClassNK also allows cooperation between RIT and TM-certified suppliers, but they expect some form of agreement between both approved suppliers. While specific suppliers are not mentioned on the certificate, some form of agreement is expected.

• Bureau Veritas allows cooperation between RIT and TM-certified suppliers, but they do not mention this on the certificate. They encourage both suppliers to agree on the details of the cooperation.

• Lloyd’s Register only certifies the TM company for the use of drones, regardless of whether the drone company is RIT-certified.

74 – IN FOCUS 2024

The TM engineer will report the values as usual within the different formats of each individual classification society.

“We will continue to work closely with the classification societies to ensure that eventually the procedures and certification will be fully aligned,” said Knukkel.

• RINA has not provided any official feedback on this matter.

Among the salient characteristics of the Skygauge drone is the fact that 100% alignment with the contact surface is not required. The drone aligns itself by arranging an equal cup pressure of 20 Nm to the surface.

Furthermore, artificial aids based on LIDAR assist the operator in estimating the alignment and movement to the next measurement position.

The system’s software provides continuous measurements and delivers an indication of the accuracy of the readings as well as a final reading.

Working in conjunction with approved TM suppliers does not change the process of liability, validation of measurements, and reporting. GDI considers the drone to be a new additional tool which wirelessly supports the work of the TM engineer.

The TM engineer remains responsible for validating measurements by executing a proper calibration and judging the accuracy by looking at the full A-scan.

GDI points out that there are certain limitations, with some environments posing a challenge to the onboard sensors. According to Knukkel, “It is a matter of time and effort to increase the operating areas of the drone. This technology is like a river; you need to control and steer the flow by learning how to live with and use the possibilities rather than trying to fight nature.”

• DNV has yet to indicate whether it has a drone programme for TMcertified companies.

76 – SPECIAL FEATURE – EMISSIONS 2024

Shipping decarbonisation Carbon capture and ammonia fuel solutions

The Seabound system on its maiden voyage

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78 – SPECIAL FEATURE – EMISSIONS 2024

S Above: The Seabound co-founders Right: The Seabound system onboard the containership chartered by Hapag-Lloyd

eabound, the UK-based leader in carbon capture solutions for the shipping industry, has successfully tested its novel carbon capture technology on a commercial containership. This development is a much-needed step in accelerating the decarbonisation of the shipping industry. This sector currently contributes to ~3% of global emissions and is considered one of the hardest to abate. The successful pilot marks a turning point in Seabound’s mission to tackle the climate crisis by decarbonising shipping.

The pilot, conducted in collaboration with the global shipping company Lomar and its corporate venture lab lomarlabs, demonstrated Seabound’s unique system, which uses a secondgeneration carbon capture technology called calcium looping. Seabound’s system was approved for onboard testing by the American Bureau of Shipping (ABS), with an additional risk assessment completed by Lloyd’s Register. This innovative system has the potential to capture up to 95% of CO2 emissions from a ship’s exhaust, transforming it into solid calcium carbonate pebbles that can be easily offloaded at port for reuse or sale.

Seabound and Lomar secured £1.2m in grant funding from the UK government as a part of the Clean Maritime Demonstration Competition Round 3 to fund part of the pilot.

Real-world lab The project saw Seabound and Lomar leverage a 240m-long containership with a capacity of >3,200 containers as a real-world lab. The ship was chartered

by Hapag-Lloyd, one of the world’s leading liner shipping companies, which also supported the project.

The test successfully captured roughly one tonne of CO2 per day in a prototype system. The tests prove the viability of Seabound’s novel technology for the shipping industry and lay the foundation for much larger scale installations in the future. The Seabound team completed the installation at a shipyard in Turkey and sailed onboard the ship for two

months to gain hands-on operating experience. A series of tests was completed onboard the ship, which increased the carbon capture rate over time and culminated in a carbon capture efficiency of 78% and sulfur capture efficiency of over 90%.

“Our pilot project demonstrates that we can capture carbon emissions directly onboard ships in a simple and cost-effective way,” said Alisha Fredriksson, CEO and co-founder of Seabound. “This breakthrough demonstrates that the shipping industry doesn’t have to wait for new fuels or solutions to reduce its emissions in the future – we can start to capture carbon from the existing fleet today.”

A viable solution “Seabound’s technology presents an attractive and viable solution to reducing carbon emission, with a technology that is simple to install, operate and maintain,” said Stylianos Papageorgiou, Managing Director of lomarlabs. “We are excited to join Seabound’s mission and believe their technology could be instrumental in driving a cleaner future for maritime transport.”

DRYDOCK 2024 – 79

“We’re really pleased that Seabound and Lomar are collaborating on this ambitious marine carbon capture project,” said James Lovett, Innovation Lead - Future Maritime Technologies, at Innovate UK. “The pilot demonstration is a great milestone and we’re excited to see the scale up of this technology to a full deployment. This project is a fantastic example of UK innovators in the maritime industry gaining the benefits from investing in R&D.” “Shipping sustainability has a defining role in the clean energy transition,” said Panos Koutsourakis, Vice President of Global Sustainability, at ABS. “Working with Seabound underscores our commitment to supporting shipowners and operators and the wider industry to move towards a cleaner future, shaping the industry for the better. Seabound’s work is crucial at this time and we are proud to be working alongside them to make it a reality.”

“Supporting this project by Seabound and Lomar underpins our dedication to reducing our climate impact,” said Georg Eljardt, Senior Director Fleet Innovation & Technology at Hapag-Lloyd. “Our company’s

ambitious aim is to be net-zero by 2045. Thus, we are looking forward to the opportunities this foresighted project will bring in the future.”

With the pilot successfully completed, Seabound is now focused on developing its first full-scale carbon capture systems for commercial deliveries from 2025 onwards. Seabound’s rapid progress since founding in late 2021 has already attracted prominent investors, including Y Combinator, Lowercarbon Capital, and Eastern Pacific Shipping, who recognise the game-changing potential of this technology.

US CARBON CAPTURE PROJECT In another project, Crowley and Carbon Ridge, a leading developer of modular onboard carbon capture and storage solutions, with support from the US Maritime Administration (MARAD) Maritime Environmental and Technical Assistance (META) programme, have initiated an advanced pilot project to reduce emissions impacts using Crowley’s international containership Storm.

80 – SPECIAL FEATURE – EMISSIONS 2024

Using Carbon Ridge’s patent-pending, second generation carbon capture technology, the companies and MARAD have executed a cooperative agreement for the pilot programme to operate, measure and optimise the technology’s effectiveness in actual maritime environments at port and ultimately at sea. The collaboration includes the engineering, manufacturing and integration of a small capacity version of Carbon Ridge’s full-scale carbon capture system.

“The advancement of the pilot project represents a milestone in the emerging technology for carbon capture. With its potential for significant emissions reductions through retrofitting or during newbuilding, shipowners and operators have the opportunity to future-proof their vessels for incoming regulations, as well as reach internal goals for decarbonisation and reduced emissions impacts,” said Chase Dwyer, CEO, Carbon Ridge.

Project integration

Crowley and Carbon Ridge have initiated a pilot project using Crowley’s Storm international containership

Crowley’s engineering services group, which provides vessel design and engineering, project management and waterfront engineering by leveraging its research and development team for internal and external customers, is leading the integration of the pilot

system on the Storm, which serves the US and Caribbean Basin. The carbon capture system will be housed in two 40ft container units on the vessel’s main deck and have an additional 20ft ISO-certified tank for storing the captured liquid CO2. The pilot project is expected to capture one metric ton per day from the vessel’s main engine.

“We are excited to help spearhead the maritime industry’s journey to cleaner operations at sea and in our communities,” said Brett Bennett, Senior Vice President and General Manager, Crowley Logistics. “This is a strong step forward to understanding and achieving our commitment to reaching net-zero emissions as part of our sustainability strategy.”

“MARAD is pleased to work with industry partners through META to demonstrate innovative technology applications that may lead to greater greenhouse gas emission reductions in the maritime sector,” said Daniel Yuska, Director of the MARAD Office of Environment and Innovation.

In 2022, Crowley contributed to Carbon Ridge’s seed funding round to continue developing the technology. Installation of the pilot unit on the containership is expected in 2024 after completing onshore testing.

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82 – SPECIAL FEATURE – EMISSIONS 2024

The full-scale retrofit of a 7MW Wärtsilä CCS system will be carried out on Solvang’s Clipper Eris

SEATRIUM CCS RETROFIT PROJECT Seatrium has secured the world’s first full-scale, turnkey Carbon Capture and Storage (CCS) retrofit from Solvang ASA, Norway, a long-term favoured customer contract partner.

The full-scale retrofit of a 7MW Wärtsilä CCS system will be carried out on Solvang’s 21,289m3 ethylene carrier Clipper Eris, scheduled to commence in the third quarter of this year. The project will use amine cleaning technology to capture 70% of the carbon dioxide in the exhaust gas from the main engine, involving the entire value chain for handling CO2, including liquefaction and storage on board the vessel.

Seatrium scope of work Seatrium’s key scope of work includes basic design, detailed engineering, procurement, upgrading of electrical and automation systems, as well as the integration of a carbon capture and compression/storage system.

“Solvang is pleased to partner with Seatrium for our full-scale pilot project for CO2 capture onboard Clipper Eris,” says Tor Ask, Fleet Director of Solvang ASA. “We have enjoyed many years of successful partnership and Seatrium has a strong track record for decarbonisation retrofit works, including the installation of exhaust gas cleaning systems for four of our Very Large Gas Carriers. The selection of Seatrium aligns with our strategic direction of delivering energyefficient solutions and green energy services for a lower carbon future. The technology will be piloted on board the

vessel over a year while it is operating commercially. If the pilot project is successful, Solvang intends to install the technology on some of our vessels, including newbuilds, thereby contributing to a faster take-up of the technology.”

Milestone project Alvin Gan, Executive Vice President of Seatrium Repairs and Upgrades, said: “We would like to thank Solvang for entrusting Seatrium with this milestone project and for taking our long-existing partnership to a new level of collaboration in support of our collective energy transition goals.

We are excited to be part of this gamechanging world’s-first full-scale turnkey pilot CCS retrofit. At Seatrium, we are committed to advancing environmental sustainability through the development of industry-leading solutions and the seamless execution of our projects. Our collaboration with Solvang on Clipper Eris will further boost our strong track record in the areas of maritime decarbonisation upgrades and retrofits which are expected to continue to grow in the coming years.”

Strong track record Leveraging its deep expertise in engineering, Seatrium has built a strong track record in providing lower carbon solutions for the maritime industry.

Since 2018, it has delivered over 500 sustainability-linked solutions, including low carbon, energy saving retrofits and environmental regulatory works. With a focus on maritime decarbonisation, Seatrium is well-positioned to provide its customers with a range of low carbon and cleaner energy solutions to support a sustainable future.

COMING UP

DryDock June 2024 The world’s leading ship repair and maintenance magazine

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84 – SPECIAL FEATURE – EMISSIONS 2024

THE WÄRTSILÄ AFSS IS AN INNOVATIVE AND RELIABLE SYSTEM THAT ENABLES THE USE OF AMMONIA AS A MARINE FUEL.

AMMONIA FUEL NEWBUILD AND RETROFIT SYSTEM Wärtsilä Gas Solutions, part of technology group Wärtsilä, has introduced a groundbreaking Ammonia Fuel Supply System (AFSS) for ships able to operate with ammonia fuel. The system is available for both liquid and gaseous fuel.

The Wärtsilä AFSS is an innovative and reliable system that enables the use of ammonia as a marine fuel. In line with shipping’s transition to decarbonised fuels, ammonia is widely seen as one of the most promising new fuel candidates. It offers a huge reduction in CO2 emissions, almost zero sulfur oxide (SOx) emissions, and similar reductions in nitrogen oxide (NOx) and particulate matter (PM) emissions.

“At Wärtsilä Gas Solutions we have more than 50 years’ experience in handling ammonia onboard ships,” said Stein Thoresen, Head of Sales Marine, Wärtsilä Gas Solutions. “This experience, along with our deep understanding and development of high efficiency cargo handling systems in general, has led to the introduction of this system, which we see as a key enabler for decarbonised operations. The AFSS is designed to be robust and reliable,

under even the most challenging sea conditions.”

Newbuilds and retrofits The AFSS is suitable for both newbuilds and as a retrofit for existing vessels. It can be installed as an integrated cargo handling and fuel supply system on ships carrying liquefied gas, especially those able to trade ammonia as cargo, such as VLGCs and MGCs (midsize gas carriers). It can also be installed as a self-standing fuel supply system on IGF-coded vessels with either low or high-pressure systems, or a combination of both.

A system consisting of pumps and heat exchangers is used to supply the engine with a stable and reliable fuel flow, at the correct pressure and temperature.

The AFSSs are equipped with proven components, including the necessary purge gas treatment system. Due to the need for high cleanliness of the fuel, proper filtering is installed upstream and is embedded in the system.

The first Wärtsilä Ammonia Fuel Supply Systems will be installed on two new gas carriers being built at the Hyundai Mipo Dockyards in Korea for Exmar LPG. These Medium Gas Carrier newbuilds will be the first ever oceangoing vessels to be propelled by dual-fuel engines capable of operating with ammonia.

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86 – WORLDWIDE 2024

Powering the wind-assisted shipping revolution

The Chemical Challenger is the first chemical tanker in the world to be equipped with sustainable wind technology

DRYDOCK 2024 – 87

GT Green Technologies, Chemship and the Republic of the Marshall Islands all look to wind power to help reduce emissions.

88 – WORLDWIDE 2024

GT Green Technologies, in collaboration with Carisbrooke Shipping and the University of Bristol, is set to install an AirWing on one of Carisbrooke’s ships

GT

Green Technologies, in collaboration with Carisbrooke Shipping and the University of Bristol, is set to revolutionise commercial shipping with its groundbreaking wind propulsion solution, AirWing. The project has been awarded a substantial £3.7m grant under the UK’s Clean Maritime Demonstration Competition Round 4 (CMDC4) to install a 20m AirWing unit on a Carisbrooke Shipping vessel in the UK, signifying a transformative shift towards greener maritime practices.

The 20m AirWing wind propulsion system will propel the vessel on its UKCanada-UK route, offering significant benefits. Expected fuel and carbon emission savings reach an impressive 8.3%, resulting in annual cost savings exceeding £139,000. Over its 25year lifespan, the AirWing has the potential to reduce CO2 emissions by an estimated 14,250 tonnes.

AirWing utilises cutting-edge airflow manipulation technology designed to maximise thrust output while maintaining a compact and lightweight profile. This patent-pending innovation

addresses the pressing need for sustainable shipping solutions, particularly on general cargo ships with limited deck space.

Technical management Carisbrooke Shipping, overseeing the technical management of a global fleet of 27 vessels, is strategically positioned as the first to integrate this groundbreaking technology.

This pioneering move by Carisbrooke sets a compelling example for other industry players considering similar advancements to enhance their operational sustainability.

“We’ve been discussing various technologies with GT Green for the last two years and are excited to be prototyping their AirWing concept in 2024,” explains Captain Simon Merritt, Senior Fleet Manager at Carisbrooke Shipping. “Using AirWing technology will reduce operating costs by lowering fuel consumption and emissions.

It will improve the vessel’s green credentials and lower the tax burden for the ship’s operators. We will be

DRYDOCK 2024 – 89

Competition details The project is part of the Clean Maritime Demonstration Competition Round 4 (CMDC4), funded by the UK Department for Transport (DfT) and delivered by Innovate UK. CMDC4 is part of the Department’s UK Shipping Office for Reducing Emissions (UK SHORE) programme, a £206m initiative announced in 2022 focused on developing the technology necessary to decarbonise the UK domestic maritime sector.

“Unlocking a sustainable maritime sector and the economic growth it provides relies on cutting-edge technology to propel it to the next level,” says UK’s Maritime Minister Lord Davies. “The voyage to sustainability demands bold investments to not just deliver greener shipping but highly skilled jobs across the UK. Transformative solutions can help shape the future landscape of the maritime industry and support jobs in coastal communities.” installing the AirWing on one of our UK-registered vessels, and all the design work as well as construction will be carried out in the UK.” Tobias Laux, Research Associate at the University of Bristol, commented: “We are very excited to be part of the AirWing consortium and to contribute our expertise in composite structures testing and modelling to the development of innovative wind propulsion technology.

We believe that wind propulsion will play an important role in future sustainable shipping and that cross-disciplinary research in fluid dynamics, structures, and ship science will be necessary to harness its full potential.”

GT Green Technologies has already conducted feasibility studies for some of the largest global shipowners and received multiple LOIs for future orders.

With 20,000 ships globally suitable for wind propulsion (versus only ~35 installations today), the market is vast, and GT Green Technologies’ unique proposition positions the company ideally for rapid commercial deployment and scale-up.

UK SHORE programme and government investment UK SHORE is delivering a suite of interventions throughout 2022-2025 aimed at accelerating the design, manufacture and operation of UKmade clean maritime technologies and unlocking an industry-led transition to Net Zero.

The UK SHORE programme includes the flagship multi-year Clean Maritime Demonstration Competition (CMDC), which provides match-funding to help bring pre-commercial technologies closer to market readiness. CMDC4 has allocated £33m to 33 projects across the UK to deliver demonstrations, predeployment trials, and feasibility studies between April 2024 and March 2025.

The projects are supported by over 120 partners and will leverage more than £16m of private investment.

CMDC4 follows the successful first three rounds of the CMDC, which allocated over £95m to 105 projects.

CMDC1 was launched in 2021, prior to UK SHORE.

THE VOYAGE TO SUSTAINABILITY DEMANDS BOLD INVESTMENTS TO NOT JUST DELIVER GREENER SHIPPING BUT HIGHLY SKILLED JOBS ACROSS THE UK.

90 – WORLDWIDE 2024

The VentoFoils from Econowind being installed on Chemship’s Chemical Challenger

CHEMSHIP FIRST Chemship has commissioned its first ship with wind-assisted ship propulsion.

This makes the Chemical Challenger the first chemical tanker in the world to be equipped with sustainable wind technology. The ship will serve on Chemship’s trans-Atlantic route between the East Coast of the US and the Mediterranean.

Four 16m-high aluminium wind sails were installed on board the 134m-long vessel. The VentoFoils from Econowind create a direct wind surface of 180m2.

Smart vacuum technology quintuples the force of the wind, creating a gross wind surface of 900m2. This is equivalent to an imaginary sail of 30m x 30m. Chemship expects to achieve an average CO2 reduction of 10% with these turbo sails.

Leading the way in sustainability Chemship has a relatively young fleet with an average ship age of seven years.

With wind-assisted ship propulsion,

CEO Niels Grotz sees shipping returning to its roots: “As an avid sailor, I know the power of the wind. We will now harness this sustainable and free energy source on Chemical Challenger. Despite the fact that shipping already has the lowest carbon footprint of all transport modes, we can use wind to make our existing fleet even more sustainable. With the VentoFoils, we will use less fuel and thus reduce CO2 emissions. For this vessel, we anticipate an annual CO2 reduction of 850 tonnes.”

ETS CO2 pricing The emergence of wind-assisted sailing coincides exactly with the introduction of the European Emissions Trading System for the shipping industry. Since 1 January, shipowners have been paying for the emissions associated with transporting goods by sea to and from European ports. Niels explains: “Our customers increasingly demand CO2 reports. The better our ships perform, the higher the rating from our customers. Fewer emissions are not only beneficial for the environment – you will also notice it directly in your wallet.”

DRYDOCK 2024 – 91

Business as usual The wind sails fit well within the existing configuration of Chemship’s tankers.

Operations Director Michiel Marelis explains the choice of wind propulsion: “Shipping is evolution: one step at a time. Chemship was looking for a solution that would not interfere with normal operations. These wind sails were easy to install without adding reinforcements to the ship. They are lightweight, have a small deck ‘footprint’ and do not obstruct the crew’s line of sight. At the push of a button, they can fold or set the sails as needed.

Above wind force seven, the sails fold automatically, which is much safer. Now it is learning by doing. With positive results, we will also equip the next vessel with VentoFoils.”

Sustainability strategy Wind propulsion is part of a larger sustainability plan, as Marelis explains: “The beauty of these turbo sails is that you can show it to customers.

They immediately capture everyone’s imagination. We hope this will inspire

others to choose wind-assisted propulsion too. We also focus on less visible aspects, such as improved lubricating oils and a coating that enables the ship to glide through the water more efficiently. Cumulatively, this leads to fuel savings of over 15%. This all goes hand in hand with a CO2 reduction.

Chemship remains committed to making the fleet more sustainable.”

92 – WORLDWIDE 2024

MARSHALL ISLANDS GET IN ON THE ACT The Republic of the Marshall Islands (RMI) Maritime Administrator has awarded an Approval in Principle (AiP) to Anemoi Marine Technologies (Anemoi) for their Rotor Sail systems, following a review of two bespoke configurations of the wind-propulsion technology.

The AiP was issued after undertaking a comprehensive review of a 210,000dwt Newcastlemax bulk carrier

Rotor Sails, also known as ‘Flettner’ rotors, are vertical cylinders that harness the renewable power of the wind to provide additional forward

thrust to the vessel and thereby improve its energy efficiency, along with a reduction in carbon emissions.

The RMI Maritime Administrator’s AiP was issued after undertaking a comprehensive review of a 210,000dwt Newcastlemax bulk carrier designed

by Shanghai Merchant Ship Design & Research Institute. It validates Anemoi’s four Rotor Sails (measuring 5m x 35m) with a folding deployment system and six Rotor Sails (measuring 5m x 30m) with a bespoke rail deployment system.

DRYDOCK 2024 – 93

Technical assessment The review also included a technical assessment of how the installation of Rotor Sails in both configurations will impact the vessel’s Energy Efficiency Design Index (EEDI) calculations, with an estimated improvement of 20% for the rail system and 17% for the folding deployment system for the vessel’s EEDI. “The RMI Maritime Administrator is fully committed to supporting industry efforts to continuously evolve and improve safety and environmental

performance on board vessels,” explains Jasbir Jaspal, Deputy Commissioner of Maritime Affairs, RMI Maritime Administrator. “We are very pleased to award this AiP as the Anemoi Rotor Sail systems provide a means for the commercial shipping industry of today to once again leverage wind energy as a means of propulsion and to reduce its carbon footprint.”

Kim Diederichsen, Chief Executive Officer of Anemoi, said, “we are delighted to have received the support of the RMI for Anemoi’s awardwinning Rotor Sail technology. Wind propulsion has found its place in modern commercial shipping, and this partnership is the latest step in demonstrating the positive impact of Rotor Sails. We look forward to a close and long-standing relationship with one of the world’s leading flag states as we all continue to work together to boost decarbonisation efforts in shipping and improve vessel efficiency goals.”

Multiple installations Anemoi Rotor Sails have been installed on board a number of RMI-flagged vessels. Installation of Anemoi’s rail deployment system was completed in June 2023 on the 82,000dwt TR Lady Kamsarmax bulk carrier. The 400,000dwt very large ore carrier Sohar Max is scheduled for completion in mid2024 with Anemoi’s folding deployment system. The Rotor Sails on both of these vessels will provide additional forward thrust, improve their energy efficiency, and reduce their total carbon footprint.

Shipowners are increasingly turning to Rotor Sails as an energy-saving technology to ensure their vessels meet critical international emission reduction targets, including EEDI/Energy Efficiency Existing Ship Index (EEXI) and the Carbon Intensity Indicator (CII). The installation of three Anemoi Rotor Sails on board TR Lady is expected to save more than 10% on fuel and emissions annually, while the inclusion of Rotor Sails onboard Sohar Max is expected to reduce CO2 equivalent emissions by up to 3,000 tonnes per year.

THE RMI MARITIME ADMINISTRATOR IS FULLY COMMITTED TO SUPPORTING INDUSTRY EFFORTS TO CONTINUOUSLY EVOLVE AND IMPROVE SAFETY AND ENVIRONMENTAL PERFORMANCE ON BOARD VESSELS.

NEW GENERAL MANAGER FOR TAYLOR SMITH SHIPYARD

Willy van Niekerk, new General Manager at Taylor Smith Shipyard

NEW WELDING GENERATORS As part of a more extensive investment programme to acquire new equipment, 20 new welding generators have been purchased for Dales Marine’s four main facilities. Aberdeen, Greenock, Leith, and Troon have been experiencing a steady increase in the number of vessels coming to their docks for scheduled maintenance and repairs, and the new welding generators will aid in the fabrication of new steelwork, and support ship repair and maintenance operations.

“The new diesel welding generators will provide a more flexible solution at our sites,” says Gary Norrie, the Project Manager at Dales Marine Services based in Aberdeen. “The new equipment offers welders superior welding performance, and simultaneous use of welding and 110V/415V AC auxiliary power. They will prove invaluable when working on the docked vessels at our yards or remotely. The Dales Marine team regularly works on remotebased projects, and the new welding generators are expected to be a game changer for them.”

Taylor Smith Shipyard (TSS), the oldest ship repair yard on Mauritius, has appointed Willy van Niekerk as new General Manager. The management of Taylor Smith Group, of which the yard is a subsidiary, heartily welcomes van Niekerk in his new position and looks forward to see him further develop and expand the yard’s docking, salvage and (afloat) repair services, based on the wealth of experience that he brings to the job.

Indeed, under his management, TSS has already expanded into civil construction services, carrying out steel works for land projects in addition to its marine portfolio. van Niekerk knows the yard well and was Assistant General Manager since 2022. He has broad experience in the maritime and offshore industries, taking to sea at 14 as a school holiday job on a converted fishing vessel and deciding to study marine engineering as a result.

The handover of the welding assets at Dales

Throughout the years, van Niekerk sailed on containerships and bulk carriers trading worldwide, becoming chief engineer in the process before embarking on a shore-based career. His roles ashore varied from technical superintendent, newbuild superintendent, ship manager and drydock manager, working in South Africa, Germany and South Korea.

In his new role, he will be responsible for modernising the yard, expanding its regional scope and portfolio, and tapping into new markets. “Knowing the yard, the team and the group, I am looking forward to growing the company and its activities to such an extent that we become the yard that everyone wants to use,” says van Niekerk.

NEW US REMANUFACTURING AND OVERHAUL CENTRE Rolls-Royce Power Systems Division has opened a new Remanufacturing and Overhaul Centre on its mtu Aiken campus in South Carolina (US). The new facility is connected to the existing manufacturing operations and represents a low doubledigit million dollar investment. It supports the company’s service initiative and sustainability approach.

The new 69,000-sq.ft. (6,400m2) facility, which was announced in 2021, brings formerly outsourced workshop and warehouse operations in-house and expands them to provide remanufacturing and overhaul of

DRYDOCK 2024 – 95

and repair, but also upgrades, remanufacturing and digital services for predictive maintenance. Our customers trust us, and we want to fulfil this trust throughout the product lifecycle and into the next. To achieve this, excellent service is essential – and our Remanufacturing and Overhaul Centre in Aiken will be a main pillar for serving our customers in the Americas.”

NEW COMMERCIAL DIRECTOR AT GIBDOCK John Barnard, the new Commercial Director at Gibdock (seen above)

mtu Series 2000, Series 4000 and Detroit Diesel 2- Cycle engines and components, plus internal and external rework services. Initially focused on parts remanufacturing for after sales support, the facility targets to remanufacture 20,000 parts per year once fully operational, thus greatly improving spare part availability and customer support in the region.

“We have more than 150,000 engines in the field and our service business is growing,” explains Dr Jörg Stratmann, CEO, Rolls-Royce Power Systems.

“Service is not just maintenance

Gibdock has announced the appointment of John Barnard to its team as Commercial Director. With over 15 years of experience in the ship repair and building industries, his wealth of knowledge and leadership will play a pivotal role in advancing Gibdock’s capabilities.

successfully overseeing projects such as military refits, passenger ferry conversions and lengthening initiatives, in-service support contracts, and offshore mobilisations and demobilisations. Notably, he has served as project director for prestigious projects, including three newbuild ferries and the Type 45 Power Improvement Project.

In his previous role as technical director at Cammell Laird, he was responsible for leading the technical, bids, estimating, and planning teams. His expertise and leadership were integral to the success of projects with high-profile customers, including the Queen Elizabeth Class Aircraft Carrier builds, the Type 45 Power Improvement Project, and the Royal Fleet Auxiliary Cluster contracts.

NEW EXXONMOBIL SINGAPORE TEST LAB

A graduate from the University of Southampton with a Masters in Ship Science in 2008, he began his career as a naval architect at Cammell Laird in the UK. His journey in the maritime sector has been marked by diverse roles, encompassing technical, commercial, and production functions across both defence and commercial markets.

ExxonMobil has enhanced its Mobil Serv Lubricant Analysis with the opening of a new test laboratory in Singapore.

The additional facility is designed to help ensure customers can easily and effectively leverage the power of the service to monitor the in-operation performance of their Mobil lubricants.

Barnard has garnered extensive experience as a ship manager,

“The opening of the Singapore lab will augment our Mobil Serv Lubricant

96 – NEWS 2024

during 2024. Syncrolift will conduct project management and engineering from its headquarters and Innovation Lab in Vestby, Norway.

This latest contract follows an award in June 2023 for delivery of an identical ship transfer system to DMC. DMC has now decided to buy three more transfer systems.

Analysis offer and help our customers to save time and money, while boosting equipment reliability and productivity,” said Glen Sharkowicz, ExxonMobil Aviation and Marine Global Marketing Manager.“ It can save users as much as 66% of their sampling time, while providing the information they need to keep their equipment productive and minimise costly repairs.”

ExxonMobil has opened a new test laboratory in Singapore

optimise lubricant use across our fleet, thereby improving the cost-efficiency of our operations,” said Goh Chung Hun, Head, Fleet Division, Pacific International Lines (PIL).

NEW SYNCROLIFT SHIP TRANSFER SYSTEMS

Mobil Serv Lubricant Analysis uses one of the most sophisticated interpretation algorithms and ExxonMobil’s extensive used-oil analysis database, which combine to deliver outstanding insights that can help spot issues before they become problems.

Nekkar ASA’s subsidiary Syncrolift AS has been awarded a contract to deliver a package of ship transfer systems to specialised maritime zone Dubai Maritime City (DMC) in the United Arab Emirates.

“Working with ExxonMobil has enabled PIL to monitor equipment health and

The total contract value for Syncrolift is $8m, with equipment being delivered

“This transfer system is the future for all shipyards that are struggling with load capacity,” explains Rolf-Atle Tomassen, Managing Director of Syncrolift AS. “Our new transfer system is designed in such a way that it will increase the lifting capacity of shiplifts while reducing cost of maintenance.”

In December 2022, Syncrolift received a $10m letter of award to modernise two shiplift systems at DMC. The first of these two shiplifts has recently been successfully commissioned by the Syncrolift team.

“DMC has over the past few years become an important customer of our shiplifts and ship transfer systems,” says Ole Falk Hansen, CEO of Nekkar ASA. “To secure repeat business from DMC is a testament to the Syncrolift team’s ability to deliver. We are very pleased with this latest award and our general global win rate in this market.”

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“Drill Ship Aban Abraham” Heli pad removed at afloat at Hambantota Port