Page 1

N O. 1 | 2 0 1 8

Maritime Holland


Maintenance Multratug 32 Patriot Arzana

Marcel Kind

Innovation in simulation

Working on predictive maintenance


hybrid marine


27 / 28 / 29 JUNE 2018


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



EXHIBITION AND CONFERENCE! Taking place at the same time...

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

Contents REPORT



Marcel Kind


Predictive maintenance LAUNCH








What else 3 Editor’s note

60 News & Innovations

5 Guest column

86 Business directory

7 Good to know

68 Events

28 A Flettner freighter in the making

70 Deliveries

32 Industry’s view

71 Next issues

46 Patriot

72 Colophon

58 Intelligent knowledge management

72 Advertisers’ index

for ship design






Note This is the first issue of Maritime Holland in 2018. After years of recession the economy is picking up. Traditionally, the maritime industry is not the first sector that benefits from recovery, but there are signals that the worst is over. Shipping prices are rising and engineers are very in demand at the moment. The economic recovery will also have its effect on the order books. A lot of companies see light at the end of the tunnel. 2018 is also going to be a the year in which new

Port of Rotterdam looks into this technology to

technologies will further shape the industry.

make the logistics in the port more efficient.

Like 3D printing. The first 3D propeller that was presented a couple of months ago. In the

The special of this issue is ‘maintenance’. Mar-

first week of 2018, the world’s first 3D printed

itime maintenance is changing fast because of

offshore crane hook, manufactured by Huisman,

new software and the analysation of Big Data.

successfully passed its load test and all asso-

The industry is moving away from costly forms

ciated quality control checks according to the

of traditional maintenance towards smarter

strictest criteria. Other Dutch companies are

condition-based maintenance. This is known as

investing in the printing technique too.

‘predictive maintenance’. Read all about it in

Also there are developments in unmanned shipping. The Dutch company Mampaey Off-

Feel free to e-mail me if you have suggestions

shore Industries, an expert in mooring systems

for the magazine. Or follow us on twitter:

and automooring technology, is involved in a


project that develops a concept of a Hull-to-Hull autonomous vessel (see Good To Know). Anoth-

Jaap Proost

er ‘game changer’ is blockchain software. The




this magazine. Enjoy!

Any challenge, any time!

We are an inventive, dynamic and passionate group of companies that take pride in facing challenges with you, and solving them. With all-round in-house capabilities and close cooperation with trusted subcontractors, we deal with a wide varietyof challenging projects. Still we maintain extremely short leadtimes, high quality levels and competitive prices.With these qualities and continuous focus on our QHSE systems, Holland Shipyards Group gives you the possibilities to act within a time frame that is not possible otherwise.

Guest Column Finally some good news! We visited a client last week for a normal chat how things were. A formality visit, to be honest… Like the ones we have had several times over the past year. However, something was different this time.


They told us that a lot of things happened over the past

department, developing vessels that actually cater to needs

months; situations changed and new markets were found.

of customers in a broader sense than just ‘Make me this boat

Leaving the meeting, we drove home feeling enthusiastic.

I drew on a napkin’.

After all the gloomy times, finally we did get good news! This change in perspective has led to a lot of interesting Where most equipment suppliers have been witnessing an

news. Yards and subcontractors are actively looking to add to

upswing in the market for the longer part of a year already,

each other’s’ strengths. This clearly reflects the list of recent

local shipyards did fall behind, and most are still running

deliveries and new order book.

around the clock to add to their order books. We still find ourselves in a similar position, however there seem to be

Our recently delivered hybrid IJveer ferries are an example

some changes in the market.

of this, but also the recent multi-mission unmanned surface vessel that won ship of the year. Also the majority

Not really a story that would have fitted 2016 or 2017 to say

of all revolutionary tug innovations are hailing from the

the least. However, slowly things seem to change. Operators

Netherlands. The same goes for developments in the inland-

are beginning or expanding investments in newbuild

and dredging industry. We are doing something well and

projects, refitting existing vessels, or doing that long overdue

people see that! Also across our borders.

repair. Also, the (semi)government is fulfilling her role as a If anything, shipyards that find themselves in a better

daring) new vessel types.

situation at the end of this year will have gone through a time that has learned them invaluable lessons; no market

The fundamentals seem to have changed for shipyards

can ever be taken for granted!

as well. Where until three or four years ago, shipyards could survive on market demand, now most shipyards

Edo Dolfin

are expending an increasing amount of time in the R&D

Managing Director Holland Shipyards Group



customer, both for fleet replacement as well as (sometimes



Propulsion and Manoeuvring STUWA covers a complete range of systems and products for ship propulsion and manoeuvring. We provide a full range of in-house developed rudder types, steering systems and propeller shafts for all types of vessels. For example Short Sea Coasters, Dredging vessels or small vessels. All our systems are developed and built to provide customer satisfaction. De Waal is a truly vertical integrated maritime product and service provider, with design, production, docking facilities and a worldwide service. Call +31 (0)183 50 18 11 Rudders | Steering gear Equipment | Propeller Shaft Installations | Seals












we Maas


we Maa





Alblasserdam A16

180 KM



Oude Maas




e Maa



Beneden Merwede



Hardinxveld Giessendam



















Dordrecht The Biesbosch National Park


uw e Me




Dordtsch e Kil

Hollands Diep


Let’s make a deal today North Sea


Rotterdam Dordrecht

Maritime Delta

Rhine Meuse


Invest in the Drecht Cities Deal Drecht Cities - T +31 78 30 32 032


E -

180130 DEAL Adv Maritime by Holland 185x120.indd 1

02-02-18 14:00


Goodto know


Mampaey works on autonomous vessel concept


Together with the prominent Norwegian companies Koningsberg Seatax

Fully electric ferries for Amsterdam

AS, Sintef Ocean AS, Stiftelsen Sintef and the Belgian KU Leuven, Mampaey Offshore Industries is involved in development of the Hull-to-Hull (H2H) autonomous vessel concept. The objective of the H2H concept is to address the need of the maritime community to autonomously navigate near of objects being stationary or moving. The approach taken in this H2H concept is to establish an European Global Navigation Satellite Systems based solution for H2H navigation. The solution will benefit

C-Job Naval Architects has delivered the concept design of a series of

various maritime domains.

five sustainable car and passenger ferries to the City of Amsterdam. The vessels will operate 100 per cent on electricity. The ferries will recharge

Mampaey Offshore Industries is part of this consortium as expert in

their batteries during the unloading and loading of passengers and ve-

mooring systems and automooring technology. Currently their auto-

hicles. In order to maintain efficiency of service and a quick turnaround,

mooring system can detect a vessel through distance measurement and

this charging process will take place during a timeframe of a maximum

contact pressure. The company is currently working on a more sophis-

of four minutes. This short charging period will be enough for the ves-

ticated control system with real-time data sourcing and processing of

sels to operate a 24/7 service with no overnight charging required.

environmental factors. The main goal is to synchronize this information with vessel control, auxiliary systems and industry stakeholders. This will

The new 41 metres long Ro-Ro ferries will replace existing vessels that

entail incorporating connected data sources, analysing their data and

currently operate on three different routes west of Amsterdam, along

processing this to a real-time information source.

the North Sea Canal. These ferry services, operated by transport operator GVB, are used extensively by pedestrians, cyclists, cars and trucks.


New freshwater generator from Alfa Laval Alfa Laval has introduced a new freshwater generation technology: AQUA Blue S-type. According to the company with it the need for electrical power is reduced to just one-third that of conventional freshwater generators. The new AQUA Blue S-type uses the same 3-in-1 AQUA plate technology as the original C-type configuration. But it maximizes energy efficiency and capacity-to-footprint ratio by making use of the vessel’s existing seawater


cooling system pumps. MARITIME HOLL AND | NO. 1 | 2018

Hectares of land at Maasvlakte 2 that is classified as distribution park


Exclusive agent for: SKF Marine

Family Business Since 1927

- Bilge water Separators - Simplex Shaft components - Simplex Stabilizers

- Simplex Steering gear - Environmental Monitoring systems

- Wastewater Treatment Plants - Push Fit Pipe Systems - Grease Separators - Scuppers, Channels and

- Fluid Management Systems - Motion Control Systems

- Ship Performance Systems

- Stable stabilized platforms - Steel castings up to 13.000 Kg

- Jets Vacuum Toilet Systems - Sewage Treatment Plants

- Prefabricated Wet units

- HERMetic Portable Level - HERMetic Valves Gauges - HERMetic Onecal Thermometer - HERMetic Portable Samplers

- Sliding Shoe Pumps - Oil Dispersant Systems

- Ballast Water Treatment - Marine and Offshore cranes - Deck Machinery - Dredger Winches

- Offshore Equipment

- Panels - Doors - Ceilings

- Floors - Furniture


- Skimmers and Strainers - Diaphragm Pumps

- Mist Eliminators - Air intake systems - Atlas Incinerators - Sewage Treatment Plants


Nikkelstraat 7 - NL-2984 AM Ridderkerk Phone: +31 (0)88 368 00 00 - Fax: +31 (0)88 368 00 01 E-mail: - Website:

- Oil in water monitor - Watermakers

Turnkey Thruster Solutions

Amongst Thrustmaster’s extensive range of heavy duty marine propulsion equipment are deck-mounted propulsion units, thru-hull azimuthing thrusters, retractable thrusters, tunnel thrusters, Z-drives and portable dynamic positioning systems. The robust azimuthing, L- or Z-drive, thrusters can be used for propulsion and station keeping in many demanding applications. These propulsors are available in power ranges from 150 to 8000 kW. Configurations for hull bottom, deck or underwater installation are available.


Thrustmaster of Texas, INC 6900 Thrustmaster Drive Houston, Texas 77041, USA

Thrustmaster Europe BV Lichtenauerlaan 102 3062 ME Rotterdam,NL +31 10 2045 924 (office) +31 6 1010 4613 (cell)


Sales and Service Centers



Conversion for Damen: dredger to dual-fuel LNG / MGO Damen Shiprepair and Conversion has been awarded a contract to undertake the conversion of a dredger to dual-fuel capability combining LNG and MGO. This will be the first conversion of its kind to take place in Europe. The contract was awarded by Rouen-based GIE Dragages-Ports with regard to its 117 metres, 8,500 cubic metres trailing suction hopper dredger Samuel de Champlain. The works will take place next year at Damen Shiprepair Dunkerque. The conversion is part of an EU-supported initiative to promote LNG

Wärtsilä acquires underwater maintenance company Trident

propulsion in short-sea vessels operating along the European Atlantic coast.

Wärtsilä recently acquired Trident, a Dutch company specialised in underwater ship maintenance, inspection, and repair services. Trident Group, established in 1993, is a leading innovative underwater service supplier specialising in repair, overhaul, and maintenance of propulsion systems, hull, and machinery. With fully equipped workshops and certified personnel in the Netherlands, Italy, and Canary Islands, the company serves customers around the globe. “Efficiency improvements and higher utilisation rates are always on the top


of the operators’ agenda,” says Tamara de Gruyter, Vice President, Area North Europe and Propulsion System Services, Wärtsilä Services. “At the

Hydromaster awarded order for Turkey

same time, environmental issues are becoming an integral part of customers´ business planning. Trident is a pioneer in the development of environmentally sound solutions for example hull cleaning,” de Gruyter continues. “We are very excited to join Wärtsilä,” says Managing Director Adrie

Hydromaster has been awarded an order for the supply of eight Deck Mount-

Huijbregts, Trident.w “We have identified several synergies between the

ed Azimuth propulsion units for Turkey. The thrusters are intended for the

companies, such as the ability to develop more specific products due to

repowering of four split barges owned and operated by the Ministry of Trans-

increased knowledge, and thus provide an even more enhanced offering

port Maritime and Communications in Ankara. The vessels will be stationed

to our customers,” he continues. The enterprise value of the transaction

and operating out of Istanbul Port.

is 17.5 million euro and an additional 3.5 million euro earn-out, based on the business performance in the coming years. The turnover of Trident is approximately 9 million euro.


e 6 million The subsidy that the Dutch government is providing in 2018 for sustainable ship-building


Holland Pavilion at Asia Pacific Maritime These companies are looking forward to welcoming you at the Holland Pavilion booth number E-K30, Hall E



Alewijnse completes work on Spauwer and Cymbidium Alewijnse has completed the work for the complete electrical outfitting and automation on the Spauwer, a sophisticated trailing suction hopper dredger with a length of 142 metres. Now the Spauwer is operational, Alewijnse is providing a complete 24/7 remote access and maintenance service for all the electrical systems on board. Alewijnse has also successfully completed the electric outfitting and auto-

Bakker Sliedrecht finishes retrofit of deep-sea winch drive system

mation for the new 114 metres eco cement carrier Cymbidium. The new advanced self-unloading cement carrier has been built for shipping company Eureka Shipping by Royal Bodewes Shipyards.

The research vessel Pelagia needed a retrofit of her obsolete deep-sea winch drive system. This winch has a vital role in placing crucial research equipment into the sea at great depths. To ensure that the expedition could start as scheduled, the owner of the vessel, the Royal Netherlands Institute of Sea Research, awarded the project to Bakker Sliedrecht. To improve the reliability of the containerized deep-sea winch drive system, Bakker Sliedrecht replaced the obsolete Allen-Bradley drive system with an ABB ACS 880 air-cooled drive system. The new drive system had to be placed in the existing cabinets of the obsolete drive system. To fit these dimensions, Bakker Sliedrecht had to be creative and engineered mechanical adjustments


on the spot to fit the available space. The control unit of the deep-sea winch drive system was modified to work with

Big job for Broekman Project Logistics

the retrofitted drive system. Bakker Sliedrecht created a tailor-made interface to enable communication between the ABB drive modules and the Allen-Bradley PLC. Furthermore, the obsolete coax control net industrial bus connection was replaced with a modern Ethernet connection to ensure its maintainability.

Broekman Project Logistics recently executed a project from St. Nazaire to Rotterdam to ship eight engines of 325 tonnes. The customer, MAN, requested the shipment of the engines to a Northern European port, with the


critical condition of inside storage. Due to the unique facilities of Broekman in the Port of Rotterdam and their experience in chartering of heavy lift vessels

Annet Koster new director KVNR

together with Biglift Shipping, Broekman was chosen to execute the project.


Association of Dutch Shipowners (KVNR) has appointed Annet Koster as its new director from 1 March 2018. Koster (39) knows the association sector. After having started as a lobbyist, she has more than ten years of experience in the service of the Royal Association MKB-Nederland.


Veth Integrated L-drive The most compact thruster ever

Extremely low mounting requirements, high efficiency, minimal noise production

T +3178 615 22 66

Wereldwijd marktleider

op het gebied van aandrijving, besturing en procesbeheersing

VET_Adv 90x120 Integrated L-Drive (Febr18).indd 1

06-02-18 10:37

Parker is world leader in motion and control technologies. Parker has the most complete product portfolio for the oil and gas industry. Our products and services find their way to drilling platforms, drilling systems, tools, (dredging) ships and many other applications. With our technologies filtration, fluid and gas handling, hydraulics, pneumatics and process control we are represented wherever motion and control is required.



Visit us in Antwerp at Maintenance 2018 Booth B2008

0225MaritiemHolland_Corp_Beurs.indd 1

01-02-18 15:11




Contract for first Damen Marine Aggregate Dredger Damen Shipyards Group has signed a contract for the delivery of the first Damen Marine Aggregate Dredger (MAD). The vessel, which will be built at Damen Shipyards Galati, in Romania, is designed to extract sand and gravel from the sea bed up to depths of 55 metres, including in the challenging conditions experienced in the North Sea. The client is CEMEX UK Marine Limited. The vessel will be delivered at the end of 2019.

Ampelmann A400 on VOS Stone vessel The VOS Stone vessel, Vroon’s newest addition to its offshore-support fleet, will be mobilised with an Ampelmann A400 gangway system. The gangway is developed specifically for the offshore wind market.


Claudia Beumer, Ampelmann Business Development Manager Offshore

Hatenboer-Water supplies water treatment for Crystal Endeavor

Wind, commented: “This is a significant contract for Ampelmann as it

MV Werften has ordered water treatment equipment from Hatenboer-Water

recreational facilities for 60 persons.

marks the A400’s first commercial project. The system was developed specifically for the offshore wind market and it is fantastic to see its benefits are already being recognised within the sector.” VOS Stone is a newbuilding subsea-support W2W vessel designed to deliver safe and highly versatile support services to the offshore renewable and oil and gas industries. It is equipped with a 50 tonnes active heave-compensated crane, high-standard accommodation and

for the Crystal Endeavor cruise vessel, under construction at the German Stralsund Shipyard. The Crystal Endeavor is designed for operations in challenging conditions in arctic or tropic environments. Currently in the engineering phase at Hatenboer-Water, the water treatment installation is expected to be delivered during the second quarter of 2018. In order to ensure safe drinking water on board as well as compliance with the applicable USPH regulations, the Crystal Endeavor will be equipped with heaters and heat exchangers.

Feadship @Feadship 29 jan A successful evening for our stunning Faith as she won 3 awards at the @boatint Design & innovation Awards in Kitzbühel: Best Interior Design, Best GA & Deck Design and Best Tender Design. Congratulations to everybody who was involved with the creation of this timeless beauty.



several measuring devices, filters, conditioning and dosing units as well as

Kenz Figee Group is a supplier and service provider of tailor made offshore cranes and special equipment for the offshore energy market. Our decades of experience, focus on innovation and client requirements allow us to offer reliable and low maintenance equipment.



QUA-VAC IS YOUR TURNKEY SOLUTIONS SUPPIER FOR: EVAC MEMBRANE SEWAGE TREATMENT SYSTEMS, FOR EACH TYPE OF VESSEL EVAC VACUUM SYSTEMS AND VACUUM TOILETS. marine sewage treatment systems are designed to fulfil the requirements of IMO MEPC 227 (64) • Evac marine sewage treatment systems are designed to fulfil the requirements of the Rhine regulations • Evac • Custom design and engineering tor new build and refit projects


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




Big order for Radio Holland Radio Holland is going to supply the full navigation/communications packages for six newbuild vessels of Dutch shipping company Wijnne Barends from Delfzijl. The six 4,200 dwt general cargo vessels of 98 metres in length have a cargo hold of more than 6,000 cubic metres and will be trading in northwest Europe. The ‘Lady-H Class’ vessels are designed to meet the highest Swedish/Finnish Ice Class standards and will be built at Chowgule Shipyard, in Goa, India. The first is set for delivery in November 2018 and the final vessel in July 2020.

Damen Maaskant scores second twin-rigger contract Damen Maaskant Shipyards Stellendam has secured another contract to build a twin-rig fly shooting fishing trawler; this time for brothers Rense and Johannes de Boer. This is Damen Maaskant’s second fishing trawler contract in as many months, following close behind the contract to build the 32 metres long Spes Nova that was signed in November. Although the new vessel, to be named Meindert Senior, will have the same Vripack naval architects design as the Spes Nova, it displays some


major differences. At 31 metres long with a beam of 9 metres, the Meindert Senior will be able to operate with a gross tonnage of less than

MOCE brings the maritime industry together

400 tonnes. Furthermore, the new vessel will have a conventional diesel

On the 28th of March, Maritime & Offshore Career Event (MOCE) will bring

Shipyards Stellendam, explains: “The De Boer brothers already have two

together over 100 companies from the maritime & offshore energy industry to

vessels from us: the LT60 and the UK195.”

propulsion configuration. This will not be the first Damen-built vessel in Rense and Johannes de Boer’s fleet, as Eric Moerkerk, Deputy Director at Damen Maaskant

meet ambitious students, starters and seasoned professionals. For the twelfth year in a row, the career event will greet more than 3,500 visitors who are looking for technical, maritime, logistics and offshore vacancies or traineeships. For those not directly looking for a job, the event contains an interesting program about the sector, the future of the industry and the companies within it. For more information check out



Damen Shiprepair @damenshiprepair 18 jan Damen Shiprepair Oranjewerf has completed final outfitting and modifications on Vroon W2W vessel.



New storage terminal in port of Rotterdam A consortium with Boskalis, Van Hattum en Blankevoort and TBI subsidiary Mobilis has been awarded a contract by the Port of Rotterdam to build quay walls and a jetty, as well as to execute related activities for the construction of a new tank terminal in the port of Rotterdam. The Port of Rotterdam is building a new storage terminal for oil

New Rotor tug with more than 100 tonnes bollard pull

products. To be able to accommodate both large oil tankers and inland vessels, the consortium will construct a 1,200 metres long quay wall for seagoing vessels, a 1,100 metres long quay wall for inland vessels, a 350 metres long jetty with four berths as well as riverbank and soil protection. The contract is valued at more than 100 million euro. The project will commence in early 2018 and is expected to be completed at

World’s biggest ART 100-46 class Rotor tug is named RT Raven. The RT Raven is

the end of 2019.

managed by KT-Maritime Services Australia, owned by the Kotug group, and will be deployed by ConocoPhillips in the Bayu Undan field, north of Australia. The vessel is designed by Robert Allan and Damen Hardinxveld. The naming ceremony took place in Sharjah, UAE, where it was built at the Albwardy Damen yard. The RT Raven will provide offshore services, towage assistance, personnel transfer and standby duties at ConocoPhillips’ Bayu Undan field in the Timor Sea. These services will be operated by KT-Maritime Services Australia, which is a joint venture of Kotug International and Teekay Australia. The naming ceremony of the RT Raven is combined with the christening of the tug by long standing ConocoPhillips Australia employee Chantelle Birtwistle; currently the JV Manager for the Bayu Undan Project. NEW ORDER

The RT Raven will be joining KT Maritime Australian managed fleet of ISVs. With the start of her service making the fourth long term charter in the region for the company, Executive Director of KT Maritime and Chief Executive Officer of Kotug

Order for Bakker Sliedrecht for patrol vessel

International, Ard-Jan Kooren, stated in his speech, “This year, it is 20 years ago that we had built our first series of Rotor tug. And today we are here for another milestone, the christening of the largest and most sophisticated Rotor tug ever built 46 metres and more than 100 tons bollard pull!”

Bakker Sliedrecht has received the order from Damen Schelde Naval Shipbuilding to deliver the electrical auxiliary propulsion system for a SIGMA 10514 long-range patrol vessel for the Indonesian navy.


Key components of the electrical auxiliary propulsion system are two


Marlink acquires connectivity business Radio Holland

1325 kW electric propulsion motors from Indar and two water-cooled variable-frequency drives with active front ends. Both frequency drives will be cooled by one water-cool unit to save weight, space and costs. The long-range patrol vessel is scheduled for delivery in early 2020.

Marlink has acquired Radio Holland’s connectivity business to further strengthen its global leadership in maritime VSAT while Radio Holland will focus on its core business, providing efficient NavCom, ICT and maintenance solutions to the shipping industry. Radio Holland will be the preferred global sales and service partner and offer Marlink’s world-class and future-proof satcom connectivity portfolio in combination with its well-established maritime electronics solutions.


Created and produced by







Powered by





Royal Wagenborg is using Predictive Maintenance methods on the offshore vessel Kroonborg to improve maintenance planning Photo by Royal Wagenborg / Flying Focus

Predictive maintenance: share information for knowledge to grow Maritime maintenance is changing fast. The industry is moving away from costly forms of traditional maintenance towards smarter condition-based maintenance, otherwise known as ‘predictive maintenance’. This development is facilitated by the emergence of new technologies involving the Internet of Things, improved analysis and storage of Big Data, and the fall in price of increasingly powerful sensor components.


With the impressive ambition to reach the point when ship

and Maarten ten Wolde, Technical Manager with Wagenborg

and equipment maintenance can be 100 per cent predictable,


Fieldlab SMASH is working with several maritime companies in so-called ‘Living Labs’. The potential benefits of reduced mainte-

Before we start talking about the research carried out at Field-

nance costs and increased uptime show that, both economically

lab SMASH, could you first give us an introduction to maritime

and logistically, there is a lot to be gained from this area of



Groenewold: To learn more about this exciting subject, Maritime Holland

“Well, there are currently three different types of maintenance.

spoke to Roel Groenewold, Project Manager at Fieldlab SMASH,

First of all, there is preventative maintenance. This is, by defini-



tion, always carried out too early, which is never good because

high day rates. You want to prevent any unnecessary downtime

it brings extra unnecessary costs. And secondly, when preventa-

because this costs a lot of money.”

tive maintenance is carried out too late, there is corrective maintenance. This involves damages and repairs, together with the associated costs. And then there is maintenance that can


take place during vessel modifications.”

“There will be other benefits too - ones that relate to issues like crew planning, supplies and logistics. If you can predict when you need to carry out maintenance, you not only prevent

And how will predictive maintenance work?

damages but you are in a much better position to organise your supplies and personnel.

Ten Wolde:

Predictive maintenance can be seen as a new way of looking at

“We normally plan our maintenance based on the number of

logistics and supplies. It will be an important tool that allows

operational hours or a set length of time. Every two months or

vessels to do their work with much less downtime - the next

after 20,000 hours, for example. But with predictive mainte-

generation of maintenance.”

various trends. And then, based on these trends, you can predict when maintenance is required.

How is Fieldlab SMASH involved?

So, whereas planned maintenance is just done at a given mo-


ment, predictive maintenance is carried out at the correct mo-

“Fieldlab SMASH is an initiative of Innovation Quarter [a

ment - and this could be earlier or later than you had planned.

economic development agency in the Dutch province of South

This gives not only cost advantages, but also advantages in

Holland] in cooperation with World Class Maintenance. The

terms of the availability of your assets. This is especially impor-

idea is that companies cooperate towards data-based research

tant when you are looking at offshore vessels with particularly

about predictive maintenance based on equal terms and



nance, you use Big Data to make correlations and links between


knowledge sharing. We work with the motto of ‘when you share information, knowledge is the only thing that grows’. The aim

What technologies are required for analysis of big data?

is to increase the awareness about, and show the benefits of predictive maintenance to more and more companies within

Ten Wolde:

the maritime industry.

“The ship must be able to make the data available - and nowadays most ships are able to do this. However, there are many

We are working with a number of companies and organisa-

choices and decisions that need to be made when dealing with

tions, including the Dutch Royal Navy, Boskalis, Royal IHC,

data handling.

Wärtsilä, Kotug and Wagenborg Offshore, to share ideas, set up pilot projects and identify which angles of research to

One of the main questions that we are addressing with the Kro-


onborg is how often to collect the data - the sample frequency. This varies between different sets of data because of different rates of change. And then the next step is to identify how you

And what is Wagenborg Offshore’s experience of Fieldlab SMASH?

get the data onshore because transport of data is not cheap. When you have the data, you need to decide what to do with it - this is where algorithm development comes in.

Ten Wolde: “Cooperation between different maritime companies on an

You can see that there are numerous steps; all of which are rel-

equal footing is quite new and I am pleasantly surprised at how

atively new and unknown for the maritime industry. On-board

well the Fieldlab SMASH pilot projects are working. The way

installations are becoming more complex with more computers

that the Fieldlab works is that there is a common goal, and this

and more electronics. This demands more effort and input from

means less attention is spent on personal goals. We are working

the crews.”

with companies that were previously unknown to us and that makes things very interesting. We are using it on the Kroonborg to anticipate when maintenance needs to take place or to postpone maintenance if possible.”

Predictive maintenance can be seen as a new way of looking at logistics and supplies Photo by Royal Wagenborg


Photo by Royal Wagenborg / Flying Focus

Is this a challenging process for the maritime sector?

collect data from the whole propulsion system from the motor all the way to the propeller. And finally, because we work in the offshore industry, with the associated high day costs, it is


of great importance to guarantee availability and maximise up

“We are seeing this throughout the industry - a new way of

time. This will bring ‘by-product’ benefits of reducing mainte-

working will always bring a variety of questions and challenges

nance and personnel costs. Looking further ahead, the human

to personnel. Therefore the diversity of people working in the

factor is something that will need more attention - involving

maritime industry is going to increase with the influx of algorithm

training of onshore and on-board personnel.”

specialists and Big Data specialists. This is a very positive step. Also, analysing Big Data can produce some fantastic results in terms of predictive maintenance. The current pilot projects

And how does Fieldlab SMASH see the ‘Living Labs’ developing?

are focused on specific components of a vessel. So we are in a process of learning to understand and interpret the data.


And we are also learning to identify links and trends between

“It is going to be very important to be able to show that the

datasets and specific equipment events. This leads to some very

pilot products yield successful and worthwhile results. This will

interesting discussions.

help convince the maritime industry that this is the new way to deal with maintenance. And we are very positive that this is

However, looking at the experiences from other industries that

going to happen because the participating companies are work-

are more advanced with predictive maintenance, we are looking

ing towards a common goal with relationships between parties

at a reduction of maintenance costs of between 20 and 30 per

based on trust and communication.

cent.” Furthermore, we have very well-defined research aims in order to produce understandable results that will increase the awareness of the benefits of predictive maintenance. This is important because some parts of the research are quite abstract, and therefore validation of the results and any conclusions that we

Ten Wolde:

make must be easily translatable to the maritime sector. And

“On the Kroonborg we have completed the first phase of data

finally, the support that we receive from World Class Mainte-

collection and sample frequency determination. We now have

nance and participants like Wagenborg Offshore is very positive,

various aims. To progress with identifying correlations with-

which makes us optimistic.”

in the data, for example. And also to expand the amount of equipment on which data is collected. To this end, our goal is to


Tom Scott


What are Wagenborg Offshore’s goals for the rest of the project?

The vision of

Marcel Kind

Simwave is a necessary addition to the Port of Rotterdam

Marcel Kind is the co-founder of Simwave, a state-of-the-art maritime simulation centre, based near Rotterdam. “We hope to bring the industry together. Working with each other is very important if we want to keep the Netherlands an innovative maritime nation.�

Simwave is a maritime training centre equipped with simulators that cover different aspects of maritime cluster, from the cruise industry to the dredging sector


Seen from the outside, the building that

aspects of maritime cluster, from the cruise

houses the company looks like an ordinary

industry to the dredging sector. “With our

office. But looks can be deceiving. Inside the

range of simulators we can assist each

building in Barendrecht, a suburb of Rotter-

maritime company with their specific needs,”

dam, pilots from Sri Lanka are manoeuvring

says Marcel Kind, Managing Director and

ships into the harbour of Colombo, construc-

co-founder of Simwave. At the moment 59

tion work is taking place on jetties in Africa

simulators are operative, simulating work-

and an emergency situation on a cruise vessel

places like the engine room and the bridge to

in the Caribbean Sea is being dealt with.

handling liquid cargo.

Simwave is a maritime training centre


equipped with simulators that cover different

The goal of Simwave is to improve the knowledge, skills and attitude of the workforce. “Companies can book time on the simulators. They can also hire us to give mandatory training,” says Kind. “Our centres are open 24/7 and companies can also bring their own instructors. We take care of all technical, operational, didactical and hospitality support.” Simwave will also facilitate a hotel in the building. Name:

Safety and environmental legislation at

Marcel Kind

international and national levels is increasing. According to Kind it is often thought that

Date and place of birth:

compliance is the main contributor to safe

25 April, 1973

operations. “But you want more than just a


mere statement of ‘compliance’ in order to

Wife, two kids

develop and maintain safe operations,” he says. Progressing from compliance towards to know what to do (knowledge), how to do it (skills) and actually do it (attitude).

Assessments “Here is where assessment comes in. These assessments on our simulators are often tailor-made for a specific situation. At Simwave, personnel without investing in several simulators, virtual reality solutions and didactical methods. It is cost effective.” Marcel Kind is walking around the new centre showing the various simulation areas. A bridge is recreated, with all workstations


Sporting, reading, travelling Education: Rotterdam University of applied sciences Professional experience: Relationship Manager Rabobank CEO Maxxll Shipping CEO Transafe CEO Simwave


companies can improve the quality of their

Leisure time:

P a s s p o r t

competency means that crew members have



partner have attracted talents from around

time Van Ree worked for a company that sold

the world to shape Simwave. Sen Thanh Do

simulators. The two talked about the fact that


from Vietnam is working on renderings of a

a lot of companies want to use the services

vessel. “He worked at the Vietnam Maritime

of a simulator, but do not want to invest in


Institute before he came to the Netherlands.

equipment itself. “It is more cost effective to

He is very good at his job and is enthusiastic

rent a simulator when you need it, instead of

about the possibilities here at Simwave. We

buying one. If you own a simulator, you have

available, even on the wings. A 360 degree

try to hire the best mathematicians in ship

to be sure that the software is up to date and

projection makes the experience so real

modelling, visual database developers and

so on. We came to the conclusion that there

that some users get sea sick. And located

instructors.” Recently Cinthya Lopes from

was a market for an independent simulation

next to the bridge is an engine room where

Brazil joined Simwave as a simulator operator.


simulations can be executed. “The two can

Lopes worked previously as an instructor in

be linked so that we can train for a situation

the Brazilian Navy and also with Kongsberg.

where the engine room and the bridge have to work together.”

Two years after they met at Europort Simwave is operational. “In 2016 we did a lot of

Marcel Kind is also the owner of Transafe, a

research. We spoke to potential customers

maritime company that designs and supports

and looked at the technical aspects of the

Down the hall, in a dark room, the bridge of a

processes, advises about the classification of

plan. We found it very important that we

tug is recreated. The systems can be linked so

dangerous goods and supports the industry

could simulate the whole maritime cluster,

that a simulation on a containership between

concerning safety, health, environment

from merchant shipping, the cruise industry,

bridge and engine room is possible, but also

and quality-related issues. After earning his

inland shipping, pilots, port authorities.

between the ship and a tug. “In total five

bachelor degree in law he specialised in the

But we also want to be of use to shipyards

or six simulators can be linked. It is possible

marine and terminal industry, with a strong

and the offshore and dredging industry.

to create an emergency situation in a port

focus on SHEQ- management and compliance

What makes Simwave special is that we are

where several parties have to communicate

of dangerous goods. “I know how to improve

and work together.” To do this Simwave uses

the work processes.” At the moment he does

the newest software on the market from

not handle the day-to-day operations of

Kongsberg Digital.





At the time of the tour of the facility, the

Two years ago Kind met Joost van Ree, his


final modifications to the systems were

current business partner, at the maritime

being carried out. Kind and his business

exhibition Europort in Rotterdam. At that


OVERDONE’ An engine room is recreated where simulations can be executed


Simwave wants to build similar maritime centres in different places in the world

independent and are ready to work with

The owner of Simwave also believes in coop-

known all over the world for their work. Sim-


eration. “Simwave is available for everybody

wave is a state-of-the-art simulation centre.

to use. We believe that cooperation in the

Let’s combine forces to make the most of it!”

To broaden its scope the centre does not

maritime industry is very important. There

only focus on training. The systems are also

is a lot of foreign competition, so when it is

Kind and Van Ree have ambitious plans for

capable of testing vessels in the develop-

possible, we have to work together.”

the future. “We would like to build similar

ment stage. “Simulators can also be used

maritime centres in different places in the

for applied research. We offer ship yards a

Added value

world. In 2019 we are planning to open a

place where they can test their designs. Also,

With that in mind, Simwave can be a nec-

second Simwave somewhere in Southeast

they are often used at the commercial stage

essary addition to the Port of Rotterdam,

Asia. After that, we will see if it is possible to

to convince customers to invest in a specific

believes Kind. “Nowadays it is not only impor-

expand to other places in the world that are

vessel type. In the case of a prototype this is

tant how many tonnes pass through a port.

maritime hubs.” The two founders hope that

only possible on a simulator.”

It is also about the added value a port has to

Simwave will grow into a leading maritime

offer the maritime industry. We see that ports

institute. “We would like to grow into a

Unmanned ships

like Hamburg and Singapore are broading

household name for the whole maritime

With all the technology and recreated

their services. There is an enormous amount

cluster. We are ready to work with other

work areas, it takes little imagination to see

of maritime knowledge in the Netherlands.

innovative companies.”

Simwave as an onshore control centre for

Dutch companies are very innovative and

unmanned ships. But that is not something

research institutes like TNO and MARIN are

Jaap Proost

that Kind has in mind for the future. “To be honest, I find all the attention for unmanned shipping a bit overdone. In the big picture,

In total five or six simulators can be linked. It is possible to create an emergency situation in a port where several parties have to communicate and work together

personnel does not represent the biggest costs in the budget. The world population is growing and people need jobs.” Kind believes in new technology. “Of course MARITIME HOLL AND | NO. 1 | 2018

I am in favour of efficiency, but there are bigger problems at the moment that can be addressed. I suggest that we put all the effort and money that goes into the research and development of unmanned shipping into making the maritime industry more sustainable. Invest in people and the planet. It seems to me that this has a higher priority than unmanned shipping.”


DC Orisant is the first complete diesel electric aggregate dredger on the market


Versatile gravel hopper DC Orisant launched It was a fine day for the dredging industry, last 11 January. Another state of the art trailing suction hopper dredger was launched at the Royal IHC´s shipyard in Krimpen aan den IJssel. During the ceremony the vessel was named DC Orisant. The TSHD is the first complete diesel electric aggregate dredger on the market.


‘A BENCHMARK FOR THE DREDGING INDUSTRY’ “DC Orisant is a TSHD with full system redundancy and she can perform a wide range of projects. This is due to its integrated design and the high standard of dredging equipment on board,” says Bert den Herder, owner of Reimerswaal Dredging. “The dredge installation has been configured to dredge marine aggregates for the construction industry. The TSHD is also suitable for performing other projects, such as maintenance dredging and beach nourishment.” In addition, the DP2 installation will allow the DC Orisant to perform support activities during the construction of offshore wind farms. It is the first complete diesel electric aggregate dredger on the market, which enables it to sail at the most economical speed in all situations. “IHC is proud to build this versatile gravel hopper that it suitable for both the dredging and offshore wind market,” says IHC Account Director Benelux André Kik. With its 12 buckets on a vertical bucket wheel, the ship’s dry discharge system can scoop a layer of material from the hold in both directions at a rate of 2,500 cubic metres per hour. The bucket wheel system subsequently dumps the material onto the shore conveyor. The shore conveyor, which can swivel 300 degrees from port to starboard, has a discharge distance of 60 metres. The elevation of the conveyor can be adjusted and the conveyor is equipped with a control slide at the discharge end. DC Orisant is the result of a joint venture between Den Herder

The vessel can also discharge material through the discharge

(Reimerswaal Dredging) and Group de Cloedt. The two compa-

pipe, rainbow nozzle, or dump the material through the doors in

nies signed on 8 August 2016 a contract with IHC for the design,

the bottom of the vessel.

engineering and construction of a multi-purpose 5,450 cubic The vessel is owned by a joint venture between Den Herder (Re-

place on 17 July 2017,” says IHC Account Director Benelux André

imerswaal Dredging) and Group de Cloedt. Reimerswaal Dredg-

Kik. “The vessel is going to be a benchmark for the dredging

ing is a family-run business with over 50 years of experience


in the mining of sand and gravel from seabeds and riverbeds. Group De Cloedt is a privately owned company specializing in

The overall length of the vessel is 142.3 metres, with a breadth

aggregates, dredging and environmental services. The marine

of 23 metres and a depth of 10.2 metres. DC Orisant has a

aggregates division operates a fleet of 15 dredges and barges.

dredging draught of 7.8 metres and dredging depth of 35 metres at 40 degrees. The maximum deadweight of the vessel is 12,490

The launching ceremony was performed by Ria den Herder, the

tonnes and the maximum speed is 16.2 knots. There are accom-

wife of Bert den Herder (owner of Reimerswaal Dredging). DC

modation facilities for 13 people.

Orisant will be handed over to her owners in mid-2018.



metres trailing suction hopper dredger. “The keel-laying took


A Flettner freighter in the making For centuries shipping depended on wind, but the industrial revolution changed that. No longer vessels were stuck in the doldrums. Today, with the Paris Climate Agreement in mind, shipping companies are looking at wind again for efficiency reasons. Recently C-Job Naval Architects has delivered the design for a wind-assisted general cargo vessel to Dutch shipping company Switijnk Shipping. The 8,500 DWT vessel will be equipped with two Norsepower Rotor Sails that will supplement the main engines and is expected to achieve fuel savings of approximately 14 per cent.

Rotor Sails that will supplement the main engines and is expected to achieve fuel savings of approximately 14 per cent


Magnus effect

C-Job Naval Architects was approached by Switijnk Shipping

This vessel, called the FF8500, is a Flettner ship. They are a

following its involvement in the European Union Interreg

type of ship that uses the Magnus effect. In the design Rotor

project S@IL, for which C-Job developed the earlier design of

Sails are deck-mounted rotating cylinders that utilise the

a 4,500 DWT Flettner Freighter. C-Job designed this smaller

Magnus effect to create a propulsive thrust. The Magnus

vessel with four Rotor Sails. However, after studying the pre-

effect is a force that acts upon a spinning ball or cylinder in a

vailing wind patterns on Switijnk’s proposed sailing routes,

moving airstream. Although the phenomenon is named after

C-Job decided to design a new vessel with two larger Rotor

the German physicist, Heinrich Gustav Magnus, who de-

Sails. The Magnus effect acts at 90 degrees to the direction

scribed it in 1852, it was originally observed by Isaac Newton

of the airstream. Because the Magnus effect acts perpendic-

almost two hundred years earlier.

ularly to the direction of the airstream, the optimum wind direction for Flettner ships is from side winds.

The name Flettner ship comes from Anton Flettner, a German engineer, who built the first vessel, the Buckau,


using this effect in 1924. This vessel successfully crossed the

“Our experience from the Project S@IL study showed that

Atlantic in 1926.

Rotor Sails were the most viable choice compared to other


With the concept design of the vessel complete, the next stage of the project will consist of testing at Maritime Research Institute Netherlands (MARIN)

wind assisted propulsion systems,” explains C-Job Business


Manager Jelle Grijpstra. “And then, together with Finnish

The subject of the main engines of the FF8500 has yet to be

Rotor Sail supplier Norsepower, we concluded that two larg-

decided upon. “Switijnk has a well-defined vision of sus-

er Rotor Sails were most effective for this project. This was

tainable shipping and we are glad to sit down and share our

because these would yield a comparable propulsive force

knowledge with them. We have an extensive track record

to four smaller units. Also, with two Rotor Sails, one on the

of integrating mission equipment, and we have looked at all

bow and one on the stern, there would be no chance of wind

the options available to help them achieve their ambitions.

shadows affecting performance.”

We have reserved space for LNG engines; although this will be dependent on LNG bunkering infrastructure along their

The Rotor Sails were chosen for this project because they are

sailing routes.” Due to the dependence on trade winds, a 100

easy to use, safe, reasonably quiet, with no need for extra

per cent sailing vessel without an engine is not economically

crew, and cheaper in investment compared to other sys-

feasible within the commercial cargo transport sector.

tems. In addition, the effectiveness of Rotor Sails has been successfully proven. MARITIME HOLL AND | NO. 1 | 2018


With the concept design of the vessel complete, the next stage of the project will consist of testing at Maritime Research Institute Netherlands (MARIN). The intention of this velocity prediction research is to validate the design and to quantify the fuel savings to be gained. “Once investors are convinced and the financing is arranged, then Switijnk can continue with the process of selecting a shipyard to build the vessel,” Grijpstra adds.





CRUISING INTO THE FUTURE Shipyard De Hoop concentrates on designing, engineering and building custom vessels, for both the inland and seagoing markets. The yard has all the core disciplines in house to provide clients with creative and innovative solutions, both in design and production. De Hoop is committed to a customer-oriented, goal-based approach in which quality and flexibility are paramount.


Shipyard de Hoop 11-2017 185x120 DEF.indd 1

24-11-17 10:03

Maritime Holland

Published by





RESERVING YOUR SPOT IS EASY, JUST CONTACT: Ruud Aantjes | E or Jeroen Beekenkamp | E | T +31 10 209 2600








The oldest circular economy in the world Circular economy’ is something more and more people and companies are talking about. Did you know that our sector is the oldest circular economy in the world? Circular economy is not a buzz word, it has been around for centuries. There are several definitions for circular economy, but they all agree on: try to re-use resources as much as possible and minimize waste. And as you will see, that is much more than just recycling the old metal from recycled ships.

The Ellen MacArthur Foundation made a wonderful circular

loop in the diagram. At all four loops the amount of waste

economy system diagram. The left part shows the use of

is minimized, completely in line with the philosophy of the

renewables, the right part shows the use of finite materials.

circular economy.

The latter is of importance for our industry is on the right side (see image).

Society has only been aware of the circular economy since the last decade. However our industry both in the Nether-

When a product (in our case a ship) is used, the user will pro-

lands as well as in Europe has been doing this for ages. The

long the lifetime by doing regular maintenance. This is either

circular economy is in the veins of this industry, for centuries

done by himself or a maritime service provider. This is shown

already. A nice example can be found in the ‘Rijksmuseum’

as the inner circle. When this is no longer sufficient, the ship

in Amsterdam where a painting by Pieter Godfried Bertichen

owner will decide to overhaul or upgrade certain systems.

shows the shipyard ‘St Jago’ on Bickers Island in Amsterdam

Old parts can be re-used when doing so and if a complete

in 1823 where the ship Anna en Maria van Amsterdam is

new system is installed, the old parts are re-used or recycled

tilted (and not capsized!) for maintenance. We should pro-

by the equipment provider or the ship yard.

pose to add to the nameplate: ‘Ship maintenance, repair and conversion: the oldest circular economy in the world!’

At one point in time a ship is still economically viable but Sander den Heijer

tally and/or economically) or a lifetime extension to get it to

Sector manager at Netherlands Maritime Technology and

up to date standard. This is called refurbishment or reman-

executive secretary of SEA SMRC: a European association

ufacturing in the diagram. The three inner circles are core

that serves the interests of the European ship repair industry

business for our industry since long gone times.

in Brussels.

At the very end of its lifetime a ship is recycled and the vast

Industry’s view is provided by one of the firms affiliated with the

majority of its materials are re-used. This closes the last

Dutch maritime network organisation Maritime by Holland.



needs a retrofit/conversion to perform better (environmen-

The crane vessel Nooitgedacht recently completed her ‘green’ transformation. The propulsion of this 684 metric tonnes and 63 meter long, dredging vessel is now electric, including its bow thruster. Supplied by Kolmer, the main propulsion unit consists of a 200 kW Permanent Magnet motor (comparable to 273hp) with a 165 kW electrical motor driving the bow thruster. This vessel, owned by the BTO company of Sliedrecht, Holland, has been made ‘greener’ over the course of years. Photo by Cees van der Wal


Photo by Van der Kloet Foto & Videoproducties

Following successful sea trials, Multratug 32 was recently delivered to her owners Novatug, which will lease her to Multraship. Mutratug 32 is the first tug to be designed around the Carrousel system, taking full advantage of its dynamic towing point. Both Novatug and Multraship are divisions of the Muller Maritime Group.


Few ship types have such diverse technical

world-renowned tug designer Robert Allan

solutions as harbor tugs. Even the slightest

Limited in Vancouver, Canada and propulsion

shift in focus on efficiency, safety (redundancy)

specialist Voith in Heidenheim, Germany.

or power can lead to a completely different

Winch manufacturer Luyt Groep from Den Oev-

design, ranging from the hull shape to the

er as well as engine supplier ABC from Ghent,

propulsion installation and the towing arrange-

Belgium, were also involved as partners in the

ment. The latest concept to see the light is the

project from the start. After the design was

CRT, short for CARROUSEL RAVE TUG. Novatug,

finalized, including extensive CFD and model

a sister company to towage operator Multra-

tests, a tender followed to select a shipyard.

ship, developed the CRT concept together with

Damen Shipyards, through its German subsidi-


CARROUSEL RAVE TUG optimizes safety towing speed and fuel consumption

ture and in doing so they are increasing the

low speeds. But when these ships would

operational risks for ports as a whole. Where

make their approach through rivers at a

before the consequences of any technical

higher speed where they are able to steer,

failure on a visiting ship would be limited

the speed is too high for normal harbor tugs

to that ship and its cargo, now any large

to provide effective assistance. The simple

cargo vessel can potentially cause a serious

mass of these large vessels also makes it

domino effect by blocking the entire port,

hazardous. Stopping and steering such a

completely messing up the slot times for

vessel requires tugs that are able to generate

many other vessels and this even at different

dynamic forces, but in general with harbor

ports where containers are already waiting

tugs as used today these same dynamic

for these ships to arrive at their scheduled

forces can capsize a tugboat which can lead

slot time. Seaports are very similar to air-

to a terrible accidents including loss of life

ports in this respect.”

among tug crews.”

ly selected to build the first two CRT’s.

“The CRT is specifically developed to deal


They contracted the hulls to be built by the

with this issue and mitigate those risks, by

Multraship has been experimenting with an

Buschmann shipyard in Hamburg, Germany

providing effective steering and braking

inherently safe towing system on their har-

and the final outfitting took place at Damen’s

assistance for ships while they are moving.

bor tug Multratug 12 since 2002, providing

Maaskant Shipyards in Stellendam.

At the base of those possibilities is simple

thousands of assists with the system. The

ary VanderVelden Barkemeyer, was ultimate-

Carrousel system was invented by Marcus

to maintain sufficient speed to maintain

van der Laan in 1999 and is a patented

Julian Oggel, managing director of Novatug,

sufficient steering capability of their own.

concept. In the Carrousel system, the towing

explains: “Since the start of this century the

Their rudders are simply not effective at

winch is mounted on a freely rotating ring,

scale in shipping has seen unprecedented

which revolves around the superstructure.

growth. Container ships for instance have

This leads to a ‘dynamic towing point’,

more than doubled in size over this period,

shifting the point of pull on the tug towards

from about 8,000 TEU’s in the year 2000 to over 22,000 TEU’s today. In the same time span, the capacity of the infrastructure has not doubled. We see that these larger ves-


sels challenge the limits of such infrastruc-

the towing line. When pulling sideways on a conventional towing system fixed on deck along the centerline of the tug, this will normally heel the boat towards the towing line, ultimately leading to capsize if the



physics, which dictates that large ships need


winches | capstans fairleads | warping-rollers multipurpose chocks towing | mooring deck & quay equipment Bezoekadres: Canadaweg 8, 4661 PZ Halsteren Postbus: Box 527, 4600 AM Bergen op Zoom, Nederland t 0164 68 00 97,




4 Ship Floors A 754 (18) certified


floating floors thermal and soundinsulating floors fire resistant floors (A-60)


4 Synthetic floors 4 PVC and rubber topfloors 4 Ceramic tile works

We herewith congratulate the ’’MULTRATUG 32 & ARZANA’’ OFFSHORE CERTIFIED

Moezelweg 202 • 3198 LS Rotterdam Europoort • Harbour 5617 • The Netherlands Phone: +31-(0)181-262022 E-mail: • Website:

LELYSTRAAT 93 O, 3364AH SLIEDRECHT, THE NETHERLANDS / +31(0)184-412487 / +31(0)653290596 / / since 1912

Specialists in the

Turbocharger Experience You Can Trust MARITIME HOLL AND | NO. 1 | 2018

ochargers rb u T n o ti ra e n e G r e w Ne RELIABILITY One Year Warranty

+AVAILABILITY + RESPONSIVENESS Extensive New & Reconditioned

True 24/7 Whenever & Wherever

Van Utrechtweg 126 2921 LN Krimpen a/d IJssel • The Netherlands T +31(0)180 51 58 51 • F +31(0)180 51 95 76 •


M U LT R AT U G 3 2 The towing hook revolves around the circular deckhouse Photo by Van der Kloet Foto & Videoproducties

The Luyt towing winch drum has a section with a smaller diameter to increase the braking force The Carrousel’s outer ring rotates around a fixed ring

towing force remains stronger than the tug’s

can generate dynamic towing forces more

This is the basis of the new Novatug concept:

righting moment for long enough. With the

efficiently. The potential to design a more

rather than generating pulling forces by

dynamic towing point, the towing cable in

slender hull in this way is enhanced by the

brute engine power, it relies on dynamic

that condition actually also pulls the side of

in-line propulsion configuration of the RAVE

towing forces, helped by the fact that it

the tug out of the water, making capsize due

concept, which was developed independent-

is safe to do so because of the Carrousel

to towing force impossible. In 2002, Novatug

ly from Novatug by Voith and Robert Allan

system. It took a long time to go from the

won the Maritime Innovation Award with

earlier. The CRT combines the RAVE concept

retrofit application of a Carrousel system on

the Carrousel system.

with the Carrousel system to form an opti-

Multratug 12 to the new vessel, which was

mal combination.

designed from the bottom up, taking full advantage of the system in all aspects. An

Bureau Veritas’ new rules for tugboats’

earlier prototype of a carrousel tug concept

stability make an exemption for inherently

got stranded mid-build in South-East Asia,

safe towing systems, such as the Carrousel system. This exemption gave the designers of the Novatug concept more freedom to design the vessel, for example by using a more slender hull, which is better for the tug’s own speed performing in transit and


partly because of the choice of shipyard and partly because it was designed to do everything, from harbor towage to deep sea towage. For Multratug 32, the focus was purely on escort-type towage for harbors and their approaches.


Design freedom

CARROUSEL RAVE TUG An Efficient and Safe Way to Increase the Capacity of a Harbour By combining the Voith Schneider Propeller and the Carrousel winch, the force of nature can be harnessed in an efficient and safe way.

First choice of many tugboat operators and users around the world Reliable medium-speed engines (600-1000 rpm) Power range from 600 kW up to 5.2 MW Certified hybrid propulsion system Customized & affordable solutions for newbuild or repowering projects ST



















T. +32 (0) 9 267 00 00 W.



» » » »


M U LT R AT U G 3 2

Voith Schneider Propellers For propulsion, Novatug recognized the uniquely suitable properties of Voith Schneider Propellers (here in the size-type VSP32). This is remarkable, as Voith has seen its market share in tugs dwindle due to the arrival of powerful and lower-cost azimuthing thrusters. Voith Schneider Propellers (VSP) consist of a number of vertical propeller blades, which are fixed at the top to a spinning disk with an ingenious system to vary the pitch during rotation. The control mechanism can also vary all angles of attack of each blade in an instance, providing extremely fast response and thrust in any direction. The unique characteristics of the VSP are possible because the propeller blades rotate around the vertical axes instead of around the horizontal axes with other propulsion systems. The main reason to opt for VSP’s in this

The dynamic towing point gave greater freedom to the hull design

case, is the nature of the application on the CRT. While a thruster with ducted propel-

tunnel bow thrusters quickly lose their effec-

Engine room

ler performs excellently when water has

tiveness with increasing ship speed. Novatug

The slender hull form is made possible by

a straight inflow on the nozzle and on the

carried out model tests at the towing tank in

the fact that on the CRT the VSP’s are not

propeller disc, this is rarely the case in real

Vienna, and the system proved very robust

mounted side-by-side but fore and aft, each

life for tugs. The inflow can be obstructed by

and controllable. In the most extreme test

with a wing-shaped plate on the bottom to

the vessel to be pushed/pulled, disturbed

case, at a speed of 16 knots, a significant

protect the blades in case of grounding and

by the towed ship’s propeller wake or simply

wave height of 3 meters and with the towing

to increase thrust. This in-line configuration

because the orientation of the required

line attached, the VSP’s still provided a very

also ensures optimal control of the tug’s abil-

thrust is not parallel to the direction in which

predictable thrust force that was fully avail-

ity to pivot, which in the case of the CRT is

the thruster is moving. The latter effect is

able to change the tug’s heading relative to

the mechanism to in- or decrease the force

for instance demonstrated by the fact that

the towing line.

on the towing line when it is attached to the carrousel. In the engine room, the engines from ABC Diesel driving these VSP’s are

The Voith Schneider Propeller blades rotate around a vertical axis

mounted next to each other at an angle to the ship’s centerline, as there is not enough ship length to mount them both on the centerline. Each engine is coupled to a VSP through a fluid coupling, allowing slipping for load-free starting of the engine, vibration damping and overload protection. The VSPs are in fact controllable pitch propellers, and the vessel can therefore use the of both the “pitch” and the engine speed for the most fuel-efficient operating point. Electric power is generated in three small 70 kW gensets, which can run in parallel. This ensures that any running generator is always sufficiently loaded. This is regulated by a power management system from Maritime Elektric International, the electrical contrac-



combinator mode, allowing for the control

M U LT R AT U G 3 2

tor for this project. The system also includes a seamless transfer from shore power to generator power and vice versa, without black-out. This will lead to shore power being used more often, with obvious benefits for the emissions in port areas. The alarm and monitoring system is from Praxis. The high involvement of German suppliers and subcontractors ensured that it was possible to use the excellent German export credit insurance facilities to finance the project.

Closed coolers The cooling water for the main engines is a closed loop, which is cooled in rack coolers. These are closed seachests, into which a large quantity of water is pumped from near

ABC Diesel supplied the main engines

the keel. This ensures that there is always characteristic falls very short of defining

brakes of a large ship. On Multratug 32, the

a high heeling angle for a prolonged period

what a tug is really capable of. The bol-

static bollard pull is 70 tons at the maximum

of time, something which is not uncommon

lard-pull test is a test in which the tug has no

engine output of some 5.300 kW, but in

during escorts.

forward speed and needs to pull as strongly

dynamic conditions at 10 knots, the vessel

as possible on a dynamometer under specif-

can easily generate a maximum steering

Heating of the tug is done with a diesel-fired

ic “laboratory” conditions (a.o. free inflow,

force of 160 tons, with only about 2.800

boiler, which also takes care of the pre-heat-

free outflow, deep water, long line etc.).

kW of engine power. To be able to deal with

ing of the main engines. The central heating

In normal daily operations for tugs, such

such forces, the towing winch on Multratug

system of the vessel also uses heat recovery

conditions are very rare. The bollard-pull

32 was developed by Luyt Group and is an

from the cooling water of both main engines

condition happens for example when a ship

innovation in itself. It uses a drum with cylin-

and one of the gensets.

is being pulled away from the quayside,

drical section to store the cable, but during

sufficient cooling, even when the ship has

an activity corresponding with about 2 per

heavy-load towage operations, the cable’s

Bollard pull

cent of a typical operational profile of tugs.

last windings are on a smaller diameter shaft

While their solutions differ widely, all tug

Almost half of the time, the tug is free-sail-

on the right hand side, around an co-centric

designers seem to agree on one fact. The

ing and the other half it is assisting ships

section of the drum meant to act as a lever

single most defining characteristic of a tug

in some sort of dynamic conditions. While

on the holding force of the winch. In this

boat is the static bollard pull – as this is what

this is done in a straight line on an ocean-

way, the towing winch manages a holding

can be measured easily and is therefore also

going tug, a harbor tug is mostly used as an

power of 260 tons whilst keeping the weight

what ports specify – and unfortunately this

additional bow thruster, rudder or even the

of the winch well below 10,000 kg.


The VSP’s have a large gearbox inside the hull

Towage operator Multraship disposes of a tug simulator, allowing to run simulations with all the tugs in their fleet and compare them to the new concept, of which the characteristics were known from the CFD and model tests undertaken. Because of the improved control at a higher speed, it is MARITIME HOLL AND | NO. 1 | 2018

expected that the CRT’s will increase the capacity of limited waterways such as the River Scheldt or even the Panama Canal, where often vessels are waiting at an anchorage for their turn to be escorted through. Navigational limitations and/or waiting times are a loss both for the shipping companies and for the ports, which share the common goal of having ships underway at sea for the max-


M U LT R AT U G 3 2

imum amount of time possible. Due to the

be able to decrease the force on the towline

the hydraulic powerpack, which includes

usage of more dynamic forces rather than

even at the highest forces. The wheelhouse

redundant diesel engines and fuel tank, is

brute engine power, it is further expected

has excellent views all around and features

mounted on the opposite side of the ring.

that the CRT’s annual fuel consumption will

two steering positions, one facing forward

Because the power supply is mounted

be significantly lower than that of conven-

and one facing aft. Retractable towing

on the ring, there is no other connection

tional harbor tugs.

pins on bow and stern were supplied by

between the inner and outer ring than the

Smits-Berger (aft) and Karmoy (forward).

wheels it turns on, allowing for an unlimited

Palfinger supplied a provisioning crane.

freedom of rotation in either direction. The

Safety A black-out is always possible even with

winch is controlled by radio control from a

the most reliable engines. Because of the

Dynamic towing point

portable console that is normally located in

Carrousel system, the tug will remain at

Other systems exist for a dynamic towing

the wheelhouse. For versatility, the vessel

an angle with the towing line even when

point, such as the Oval Towing Point, also

also has a fixed towing point on the aft deck,

propulsion is lost. It then still acts as a brake

developed by Marcus van der Laan. The

equipped with a Mampaey quick-release

for the ship, without having to release the

advantage of the Carrousel system is that

towing hook.

towing cable to avoid the risk of capsizing.

the load is spread over the entire 11 metres

The tug simply becomes a very large and ef-

diameter of the ring much like is the case


fective sea anchor. On the risk posed by the

on a ball-bearing, while a moving car on an

In addition to a technical innovation,

rotating towing hook on deck, Julian Oggel is

oval ring creates a point load. Furthermore

Novatug also introduces a financial inno-

very clear: “During coupling actions the tow-

the outer ring has a variable thickness,

vation. Much like we see the ownership

ing cable is guided through the hydraulically

using the material where it is most needed

model moving to a usage model in other

retractable locking pins on either the bow or

for strength and stiffness. To help balance

sectors, such as airplanes, cars, houses, etc.,

the stern. As soon as actual towage starts,

the weight of the towing winch on the ring,

Novatug believes that tug operators are not

the deck is no place for crew on any tug, due to the risk posed by a snapping towing

The wheelhouse features two steering positions

line. The rotating ring also has a remote-controlled brake, so it can be held in position when people have to go on deck.“ Multratug 32 has a gas detection system allowing her to operate near chemical tanker, gas tankers, etc. At the exits of the deckhouse, Emergency Escape Breathing Devices are provided, to allow the crew to escape through a toxic environment. The tug also has an external sprinkler system, so it can be protected when working close to a fire. With a firefighting capacity of two times 1.450 m3/hour, the tug has Bureau Veritas’ highest class notation Fire Fighting Ship 1. A foam tank and two remotely controlled fire monitors are installed. The engine room is protected by a Novec firefighting system.

Construction After signing the contract at Europort Maritime in November 2015 with Damen MARITIME HOLL AND | NO. 1 | 2018

Shipyards, hull construction started in Germany at Theodor Buschmann GmbH. A challenge posed by the Carrousel system is that the superstructure has a round shape, which makes it difficult to design a workable interior. This was however successfully done, providing excellent accommodation for the crew of up to six. The deckhouse is slightly offset towards the bow, in order to always


Official distributor for The Netherlands of Azcue pumps, Gefico, Headway and Ueberall. visit

500 pumps on stock




• • • • • • • • • • • •

The Rectiverter power module combines both AC and DC 230 or 115 VAC input/output Single phase input/output Max 18 kVA AC output Ground fault alarm (RCR) Built-in manual bypass switch Built-in transfer technology 150% overload capability, 15S 600% quick trip current, 20MS Hot pluggable DNV & ABS approval Patented HE technology

Theunissen Technical Trading BV | PO Box 70, 6580 AB Malden, The Netherlands | T +31(0)24 358 44 55 | | |


M U LT R AT U G 3 2

Prospects Asked whether more CRT’s are on order, Novatug says a second tug is currently in build, which will be leased by Multraship as well. Other potential clients have indicated they wish to see the tug in operation before making a decision. There are about 4,000 tugs in operation worldwide in the relevant size range, which means about 200 newbuilds per year, just for replacement. In addition, Julian Oggel believes that new markets for tugs will open up. He believes that the CRT can increase the capacity of existing infrastructure to such an extent, that the tugs can be considered a viable alternative for heavy primarily interested in being ship owners.

with running costs such as crew and fuel.

Clients prefer to have “tug availability” for

Clients can choose between buying, financial

a period of time rather than to own a tug,

lease or full operational lease.

investments in fixed infrastructure. Bruno Bouckaert

although this is also possible. Novatug then takes care of the financing, build contract and supervision. There is even an option to have fixed-cost maintenance for the given period, allowing the tug operator to focus on servicing their clients, having only to deal

Outfitting shipyard Damen Maaskant Shipyards, Stellendam, the Netherlands

Principal particulars

Owner Novatug BV, Alphen aan den Rijn, The Netherlands Length o.a. Beam mld. Max Draft Main engines Generators Propulsion

31,90 m 13,20 m 6,3 m 2 x ABC Diesel Type 12(V)DZC, 2,652 kW at 1.000 rpm 3 x Volvo D5A-T of 70 ekW 2 x Voith Schneider Propeller VSP 32RV5 EC/250-2 (2.650 Kw) 2 x Voith Turbo Coupling VTC 1150 DTL 2 x Voith Control system

Max speed Bollard Pull Maximum dynamic pull Towing winch holding cap.

14 kn 70 t 160 t 200 t

Capacity Crew 6 Cabins 4 Fuel tanks 144,3 m3 Fresh water tanks 14,4 m3 Sewage tanks 8,8 m3

Subcontractors and suppliers of equipment fitted on board the Multratug 32, YN 621 Alphatron Marine, Rotterdam: communication and anvigation equipment; AMW-Marine, Hendrik-Ido-Ambacht: Renk gear coupling ; Anglo Belgian Corporatio, Gent Belgium: ABC main engines; Anko Piping, Dordrecht: piping system; Bureau Veritas Marine NL, Rotterdam: classification; Chubb Fire & Security, Barendrecht: Novec gas fire extinguishing system; Damen Anchor & Chain Factory, Schiedam: anchors and anchor chain; Damen Shipyards Group, Gorinchem, : noise and vibrations consultancy; De Wiel Services, Spijk: machining carrousel and Voith foundation; Delta Isolatie Stellendam, Stellendam: insulation exhaust and ventilation piping; Den Haan Rotterdam, Capelle aan den IJssel: navigation lights; Desmi, Utrecht: pumps; DMT Marine Equipment, Zwolle: anchor capstan; chain stoppers ; mooring capstan; Econosto Nederland, Capelle aan den IJssel: valves and manifolds, gauges; Eriks, Capelle aan den IJssel: fibreglass grating deckhouse ; GEA Westfalia Separators Nederland, Cuijk: separator unit; Heinen & Hopman, Bunschoten: HVAC system; Helder & May, Rotterdam: deck covering; International Paint (Nederland), Rhoon: paint system; JVS Scheeps- &Industrytechniek, Papendrecht: noise, vibration and control measures; Karm�y Winch AS, Kopervik, Norway: escort pin set; Lagaay International, Rotterdam: medical supplier; Lankhorst Ropes, Sneek: mainline Lanko® force with Dyneema® jacket, Lanko® nect, Euroflex®; Lankhorst Taselaar, Lelystad: escape hatches; Lemans Nederland, Halsteren: towing pin set aft bulwark; Machinefabriek L. Straatman, Zwijndrecht: towing hook; MEI, Germany: shore power connection; complete electrical system; appliances; MME Group, Ridderkerk: Zinc anodes; Nicoverken, Schiedam: Blucher scuppers and drains; Novatug, Alphen aan den Rijn: carrousel system and winch; Palfinger Nederland, Zoeterwoude: deck crane; mooring lines; Piet Redert, Stellendam: rigging, tools, fuels etc; Promac, Zaltbommel: FiFi pumps and monitors; water spray ; Promap Sp z.o.o, Polen: windows and portholes; Q8: lubrication; Reikon, Spijkenisse: Azcue pumps; Robert Allan LTD., Vancouver, Canada: naval architecture and marine engineering; Rubber Design, Heerjansdam: resilient mounting exhaust; Schavicast, Stellendam: painter and paint; Scheepstimmerbedrijf IJtama, Stellendam: furniture, carpentry work, insulation and upholsterly ; Sign Service Centre, Dordrecht: lettering; Snijder Filtertechniek, Hasselt: treatment UV filter; Sperre Rotterdam, Rhoon: plate cooler gensets; Rack coolers main engines; air compressors; Stromag, Lokeren Belgium: shaft couplings VSP’s and PTO’s; Survitec Group, Germany: life rafts; Theodor Buschmann, Hamburg, Germany: hull construction; Theunissen Technical Trading, Malden: Glamox/AquaSignal lighting fixtures; MCT Brattberg cable transits; Trelleborg, Ridderkerk: rubber fenders (bow, side, stern); Viking Life-Saving Equipment, Zwijndrecht: eyewash station; fire safety equipment; survival suits; lifesaving equipment; Voith, Twello: Voith Schneider propellers and controls; Renk gear coupling ; Volvo Penta, Beesd: generator sets 3pc 70kW; Vulkan Benelux, Alblasserdam: resilient mountings main engines; Winel, Assen: watertight and weathertight doors; Winteb, Winschoten: de-earation heads.


On 1 September, 2017, Javelin International hosted a celebration, with the naming ceremony of the fourth Javelin-class vessel they delivered to Braveheart Marine. Witnessed by a large audience, the naming ceremony was performed by Mrs. Clara Eschbach, a Braveheart employee from the very beginning. The seaworthy multipurpose vessel, named Patriot, is specifically designed to perform hydrographical survey and crew tender activities, for the near-shore and offshore industry. MARITIME HOLL AND | NO. 1 | 2018

Straight after the ceremony and sea trials,

metres in length, and a beam of 7 metres.

Patriot sailed to Zeebrugge in Belgium to per-

Boasting a top speed of 25 knots, and a crew

form hydrographical survey and crew tender

of two to four, she has seating in the wheel-

activities for Tideway (the offshore energy

house for up to twelve technical offshore

company of the DEME-group), on the Rentel

specialists at any one time and an overnight

offshore windfarm near the Belgian coast.

accommodation capacity of ten persons.

This tender vessel is a type 25.25 Javelin-Class

Braveheart Marine and Javelin International

vessel with a deep V planing hull of 25.90

“Place yourself in the position of the custom-


Braveheart’s multipurpose vessel: the versatile approach to offshore market demands

Javelin International is a subsidiary of

Patriot, a Javelin 25.25, was further devel-

Braveheart Marine B.V., which, in turn,

oped as an enlarged version of the Javelin

provides maritime services to an impressive

22.22, allowing for an extended stay at sea

number of nationally and internationally

with more accommodation. Moreover, the

reputable dredging and offshore companies.

layout of the Javelin series can be adapted

Braveheart Marine, like Javelin, has its office

to the needs of the client, be it alternative

in Urk and is specialised in hydrographical

crew requirements or additional equipment

studies, crew transfers, offshore wind farm

for a specific scope of work.

inspections (including use of drones), dive support and sub sea oil spill detection

With stability, comfort and speed as impor-


tant parameters, the Javelin concept was first thoroughly tested by the Marin Institute in Wageningen, to further optimise the roll

The Javelin vessels are primarily optimised

and pitch characteristics of the vessel. Con-

er” is the straightforward maxim adopted as

for gathering hydrographical survey data as

sequently, Javelin 25.25 is suitable for 24/7

a standard by the Braveheart/Javelin consor-

accurately as possible. However, the various

operations, commuting between the main-

tium, and - according to CEO Jelle Hakvoort

types or models each have their own

land and offshore working environments

- this is key to the success of their company.

additional specialties and range from 7.50

past the 200 miles zone, like (oil) platforms,

Jelle’s experience in near-shore, offshore,

to 25.90 metres. With the development of

wind farms or dredgers. Inherently, Patriot

and crew tender activities, inspired him

the J22.22 - Guardian, multiple additional

can transport provisions, packages, materi-

to develop a vessel concept in compliance

operational features were introduced, such

als and equipment in challenging sea states

with the requirements of day-to-day use.

as crew tendering, guard/patrol duties and

with high waves (3 metres), while maintain-

For this specific purpose, he founded Javelin

ROV support. With wind farms being built

ing a speed of 20 knots. Javelin International

International B.V.

further and further away from the mainland,

facilitated the outfitting, while Baaiman

the demand for a longer stay at sea became

Jachtbouw constructed the aluminium hull

obvious. In response to this market demand,

of the Vripack designed vessel.

Based in Urk, in The Netherlands, Javelin International is a maritime company with the combined provisions of an engineering company and a shipyard. As such, they design, develop and build vessels for service providers in the near-shore and offshore industry. Their multi-purpose vessels can be deployed for hydrographical surveys, crew tendering, and patrol duties.

Having an aluminium hull with twin propel-


lers, this vessel is an enlarged and improved Javelin type J22.22. Like the J22.22, type 25.25 features a deep V planing hull, with a double spray rail of which the upper one, near the waterline, has an enlarged surface for added stability at higher speeds.


The creation of Javelin 25.25

latest innovation in fender technology: TheThe latest innovation in fender technology: “BULL Technology Inside” system TheThe “BULL Technology Inside” system Unprecedented resilience indestructability, Unprecedented resilience andand indestructability, damping capacity weight reduction, suitable veryvery highhigh damping capacity andand weight reduction, suitable for for heavily frequently used vessels such as pilot boats, multipurpose heavily andand frequently used vessels such as pilot boats, multipurpose vessels, wind farm support vessels, tender boats ferries. vessels, wind farm support vessels, tender boats andand ferries.


“BU“B LLU L Te TeLch noch longoylogy InsidIne”sisy de” stsy emstem

Visit more information or contact us directly at Visit for for more information or contact us directly at

Fender Innovations editie 5 Sept-Okt 2017.indd 1

18-09-17 16:14

The network event for inland shipping

29, 30 & 31 May 2018

Evenementenhal Gorinchem Get ready to network optimaly during the complete platform for inland shipping.


In just three days you will meet more than 13.000 professionals and lay the foundation for new collaborations. Together with 500 exhibitors you represent the complete sector for inland shipping in the BeNeLux. Do not miss it!





Patriot features a deep V planing aluminium hull with a double spray rail

The hull has tunnels in way of the propel-

Handrails (instead of railings completely to

damping ability and shape restoring charter-

lers. Although Javelin has not applied for

the side of the deck) and a safety traveller

istics of Polyethylene closed cell foam.

certification, the bow structure and plating

system, are fitted to the side of the wheel-

thickness allow for operations in light ice

house - all the way around, protruding onto

For Patriot’s bow fender they used a combi-

conditions. The inner hull has been coated

the fore deck and ending near the entrance

nation of the spheres and foam, using their

with Noxudol, a sound and vibration damp-

of the accommodation on the other side.

innovative ‘BULL technology inside’ system,

ing coating. To provide easy maintenance,

Only around the flush open aft deck are

a strong and energy absorbing combination,

accessibility and serviceability, the tender is

handrails to the side of the deck. This facil-

ensuring a load absorbing and damping

fitted with many access hatches to relatively

itates safe transfer of crew and technicians

capacity as well as an enhanced technical

spacious technical spaces.

to other vessels or offshore structures.

lifetime. Patriot’s sides feature ‘foam-only’

A further striking difference between Guard-

One of the eye-catching exterior details

technologies that Fender Innovations uses

ian and Patriot is the hydraulically powered

is the fendering. The material was care-

a weight reduction of over 20 per cent

aluminum rescue platform / staircases, for

fully considered given the operational

can be achieved, whilst the aesthetics are

man overboard recovery, which is integrated

requirements of the vessel – the impacts of

also carefully considered. The fenders are

into the transom of Guardian. In the event

constantly going alongside larger vessels or

in one-piece without seams and the top

of ‘man overboard’ (this will generally

offshores structures. The fenders are pro-

finish shows a light texture which does not

happen near the bow), Guardian backs-up

duced by Fender Innovations of Wieringerw-

leave abrasion marks. Because the fenders

and the person is guided to the stern with

erf, the Netherlands; a specialised company

are made to measure and purpose, a long

the aid of a rescue hook, then assisted onto

that composes a custom fender for every

service life is guaranteed.

the platform/stairs and rolled on board

project/vessel from spheres with four differ-

hydraulically. The aft deck further features

ent damping gradations and/or 15 types of

The development of the Javelin 25.25 has

a knuckle boom crane and A-frame - for

foam. They use a technique that combines

also been made possible by the ZZL (Zuid-

maintenance, provisioning and equipment

the resilience and indestructibility of hollow

erZee Lijn) subsidy of around half a million

handling purposes.

pressureless Polymer spheres with the

euros, to boost regional employment, which

fenders for heavy duty purposes. With the

Javelin facilitated the outfitting, while Baaiman Jachtbouw constructed the Vripack designed hull




The hull has tunnels in way of the twin propellers

The propeller shafts are driven by two MAN V12 main engines

The bridge has two helmsman’s seats and a survey console with a further two seats

Patriot has seating for up to twelve technical offshore specialists


Braveheart Marine, together with the Clus-

of 1.400HP at 2300rpm each, through ZF

ter Urk Maritime and ROC Friese Poort, has

reversible v-drive reduction gearboxes type

features a Seakeeper 26 anti-roll gyro-stabi-

received. An important condition for grant-

ZF3050. The thrust block, flexible coupling,

liser at centreline. Unlike stabiliser fins, the

ing the subsidy was that it would be used to

stern tube seals and driveshaft are Poseidon

gyroscope has no (vulnerable) outside ap-

stimulate the local maritime industry of Urk

products. With regard to the main compo-

pendages and does not rely on the forward

and the roll call of local companies involved

nents, the engine room further comprises

speed of the ship to generate a roll stabi-

with Patriot confirms this achievement:

two Caterpillar 4.4 generator sets of 51

lizing moment and, therefore, can stabilise

ESU Electrotechnisch Installatiebureau Urk

ekW: both main engines and the generator

even at zero-speed and/or at anchor. Inside

(Electrical installation), De Flux (carpentry),

sets are delivered by PowerPort of Maasslu-

the unit’s vacuum encapsulation, a flywheel

Schildersbedrijf K.J. Coenen & zn (Paint-

is in the Netherlands. TryDo SteeringGear of

spins at speeds of up to 9,700 rpm. When

work), de Boer Marine (Navigation equip-

Drachten, the Netherlands, delivered the hy-

the boat rolls, the gyro tilts fore and aft, pro-

ment), Hoekman (installation of engines and

draulic steering gear and bow thrusters. To

ducing a powerful gyroscopic torque to port

generators), ten Napel brandbeveiliging (fire

provide additional redundancy, the rudders

and starboard that counteracts the boat

extinguishers), VABO Composites (Compos-

have two separate steering systems - each

roll and reduces the ship’s motion by 85 per

ite doors), Verotek (acoustic insulation and

with their own dedicated hydraulic pumps -

cent. Having no appendages outboard, the

noise control) and NG Shipyards (building

however, both rudder tillers are connected

water flow along the vessel’s hull will be

supervisor) - along with a considerable

through a cross bar. This vessel has a system

less disturbed. So, by applying this system,

number of North Dutch companies from the

in which a large part of the hot cooling

Braveheart killed two birds with one stone:

provinces Friesland (like above company

water, produced by the engines, is reused to

an optimally stable ‘platform’ during meas-

Vripack) and Groningen.

heat the main deck.

urements (and transport of technicians),

In between the generator sets, the vessel

plus a laminar flow under the ship that does

Meeting the technical demands When describing the interior design of Patriot from stern to bow, we first encounter the engine room. Having twin propellers, the propeller shafts are driven by two MAN V12 type D2862LE463 main engines


BOOKED FOR 2018 050

not disturb the signals and readings of the single or multi-beam. In the technical space, just forward of the engine room, is where the moon pools are to be found at centreline. The forward


Alexander and Queen Máxima, visited Urk as part of a regional visit to northern Flevoland. The royal couple spoke with five local maritime entrepreneurs and fishery alderman, Geert Post. Amongst the selected entrepreneurs was Jelle Hakvoort, CEO of Braveheart Marine; with the aid of ship models and photographic material, he explained the activities of Braveheart. In his interview with Maritime Holland magazine, Hakvoort proudly talks about the visit and how he was impressed by the King’s profound knowledge. In addition, he was deeply moved by the sympathetic letter he and his crew received from the royal couple when the sister ship, Guardian, had an accident, and was stranded on the rocks, just after the royal visit. moon pool, with a diameter of 650 millime-

motion sensor, a multi-constellation dual

tres, accommodates Braveheart’s survey

receiver, an SVP (Sound Velocity Profiler)

Given the flexible approach, the wide range

equipment. The aft moon pool has a slightly

and a mini SVS (Sound Velocity Sensors) -

of services offered to the maritime industry

larger diameter of 700 millimetres, which

complemented with the matching survey

and the versatility of the vessels, it’s no sur-

can be fitted with other survey equipment


prise the hear that Patriot, having already

at request of the client. A single-beam

performed a number of successful projects

echo sounder is installed in the centreline

Interior Design Features

in the second half of last year, is already

cofferdam, in between the forward bottom

Above main deck, Patriot has 12 crew seats,

fully booked for the whole of 2018.

tanks. The further standard scope of survey

a U-shaped sofa and the bridge/survey area

equipment consists of a Reson SeaBat T50-R

forward. The bridge, with two helmsman’s

multi-beam echo sounder, a Hydrins iXblue

seats, is fitted with all state-of-the-art

Tom Oomkens

nautical, navigation, and communication Builder Javelin International B.V., Urk, The Netherlands

Principal particulars

Owner Braveheart Marine B.V., Urk, The Netherlands Length oa Length waterline Beam oa Beam mld Draught half load Draught full load Speed, maximum

25.90 m 23.87 m 7.00 m 6.30 m 1.45 m 1.63 m 25 kn

Complement Crew, ship’s operation Crew, offshore day Crew, offshore overnight Crew, offshore overnight

3 persons 12 persons in seats 8 persons in twin-berth cabins 2 persons in single-berth cabins

Tank capacities Fuel oil Fuel transfer Fresh water Lubrication oil Dirty lubrication oil Sludge Grey water

25,000 ltr 15,000 ltr 4,000 ltr 600 ltr 550 ltr 900 ltr 600 ltr

equipment. One ‘row’ behind the bridge console is the survey console with a further two seats. In the aft of the superstructure are two lockers for wet-gear and a split kitchenette with a sink, coffee machine and further storage space. Below deck are two toilets, a galley/mess room, a shower/wash basin, two single-berth cabins and four twin-berth cabins.

Class Notations Bureau Veritas ✠HULL ✠MACH - LS (Light Ship) - HSC (High Speed Craft) Sea Area 3 - Green Passport

Each cabin is outfitted with a wardrobe and a washbasin. The galley contains basic equipment, like refrigerator, dishwasher, microwave, hot plate and double sink. The mess room to starboard side can accommodate ten persons at a time. Forward of the combined galley/mess, is ample storage for provisions in the cool/freeze and dry storage room.

Royal appreciation On 29 June 2017, Dutch King Willem-

Subcontractors and suppliers of equipment fitted on board the Patriot, YN 4 Alphatron Marine, Rotterdam: colorlight searchlight; Ambtman Marine, Groningen: watermaker; Baaiman Jachtbouw, Espel: construction aluminium hull; Datema Nautical Safety, Delfzijl: fire, safety and medical equipment; mooring lines; De Boer Marine, Urk: navigation equipment; De Flux, Urk: carpentry; Dromec, Rhenen: winches; ESU Electroservice Urk, Urk: electrical installation; Fender Innovations, Wieringerwerf: fendering; Friesland Non-Ferro Metaal, Leeuwarden: aluminum profiles; Gerretsen Trading, Soest: reels; Heila Cranes Nederland, Waalwijk: knuckle boom crane; Hoekman Shipbuilding, Urk: installation of engines and generators; iHydraulicS, Veendam: moonpool; J.B. Isolatie, Groningen: insulation; K.J. Coenen, Urk: paintwork; NG Shipyards, Lauwersoog: building supervisor; Nicoverken, Schiedam: ICCP (cathodic protection); Novetec, Alblasserdam: ventilation technology; Oosting metaalbewerking, Leek: machined aluminum parts; P. Hoenderop, Ridderkerk: chairs; Poseidon, Papendrecht: drive shaft and steering equipment; Powerport, Maasluis: generators and engines; Rafa, Leusden: windows; Roxtec, Harderwijk: cable glands; Seakeeper, Germany: anti-roll gyro- stabiliser; SeaVsat, Urk: satellite navigation; Snijtech, Joure: aluminum building kit; Ten Napel brandbeveiliging, Urk: fire pro fire extinguishers; Theunissen Technical Trading, Malden: Consilium Marine fire-detection system; Thormarine, Groningen: hatches; THR Marine, Groningen: anchor; ToTec Installatietechniek, Urk: airconditioning; TryDo SteeringGear, Drachten : steering gear, thruster; VABO Composites, Emmeloord: composite doors; Verotek, Krimpen aan den IJssel: Noxudol sound and vibration damping coating; Vripack, Sneek: design and naval architecture; Woonstijle Tjamme Vis, Groningen: upholstery.


Photo by Royal IHC

With crude oil reserves dwindling, and the knowledge that a large part of it must stay in the ground to achieve the Paris climate goals, the United Arab Emirates have actively been investing their oil revenues into diversification of the local economy. This is most visible in the tourism and air travel industries, but the trend has now also reached less glamorous segments, such as the dredging industry.



region, and was the prime contractor of the

will be ample use for this new vessel in the

National Marine Dredging Company (NMDC)

New Suez Canal. With its broadening scope

fleet of NMDC.

is a semi-governmental company, based

of activities, the company was in need of

in Abu Dhabi. The company has a fleet of

a Trailing Suction Hopper Dredger (TSHD)


six beavers and 7 CSDs, all cutter suction

for further expansion. A TSHD provides the

While their experience with IHC’s stand-

dredgers. The company has worked in India,

ability to dredge sandy bottoms quickly and

ardised Beaver cutter dredgers was very

the Maldives, Egypt and the entire Gulf

efficiently, and there is no doubt that there

positive, it soon became clear that IHC’s



custom-built hopper dredger for Gulf region

Shallow draught

Celsius, but all the equipment in the engine

One of the main reasons to deviate from the

room was selected for its ability to cope

standardised series is the shallow-draught

with an engine room temperature of 56

requirement. NMDC needs the ability

degrees, as the ventilation system can keep

to dredge large capacities and transport

the temperature within six degrees over

them over shallow waters to the discharge

ambient temperatures. As many systems,

location, as this is often the case in their

and in particular combustion engines, suffer

local projects. This requirement lead to a

from de-rating at higher temperatures,

hull with an exceptionally large beam of 25

the temperature requirement often meant


upgrading to larger equipment, to ensure that sufficient capacity is available even in

Another reason to deviate from standard

tropical weather.

delivery was to upgrade the propulsion engines from the standard engines to a

Propulsion system

standardised TSHD’s in their Easydredge and

pair of Wärtsilä engines of type 8L32E

Arzana has a diesel-direct propulsion

Beagle series wouldn’t fit the bill. The Easy-

rated at 4,200 kW. The climatic conditions

system, in combination with a diesel-elec-

dredge series falls short in capacity, with its

in the Middle East have far more reaching

tric dredge pump system. In fact, each

3,700 cibic metres hopper well below the

consequences than one would expect. Not

of the main engines drives a controllable

required capacity of 6.000 cubic metres.

only is the air-conditioning system dimen-

pitch propeller through a Siemens/Flender

The Beagle TSHD exists in 4,000, 6,000 and

sioned to keep the accommodation cool

reduction gearbox on its aft end, while an

8,000 cubic metres versions, but does not

with outside temperatures up to 50 degrees

AC generator on the forward side generates the power for the electrically driven dredge

ments for NMDC. In fact, rather than relying

pump, jet pumps, diluting pump and bow

entirely on the shipyard’s expertise, as was

thrusters. The Wärtsilä CPP 4D845 system

the case with the CSD’s, NMDC assembled

allows for precise speed control in spite of

a team of experts, including people from established world players and their own experienced project management team, to manage the newbuild process, from specifi-


the engines’ continuous operating speed of 750 rpm. The propulsion systems, including bow thrusters and E-motors from Siemens and the HP nozzles for the main propellers were supplied by Wärtsilä Propulsion. Arza-

cation up to delivery.



take into account all the specific require-



terial usually found in the Middle East, the thickness of the dredge pipe was increased to 25 millimetres. The dredge pump is single-walled pump, of which the components can be exchanged relatively easily. The advantage of using a single-walled pump is that it represents a weight saving of 30 tons, compared to a double-walled pump, which means that on every trip, 30 tons of additional dredge material can be transported. While the components often have a lifetime of one to two years, the ship itself is designed for a lifetime of 30 to 40 years. The spare dredge pump housing and impeller are stored on deck, next to the funnel. A 20 ton SWL Rack & Pinion driven crane from Van Leusden BV is installed in the pump room for maintenance and repair of the dredge pump, jet pumps and box coolers. The hopper has no centerbox keelson

Condition-based maintenance On Arzana, IHC has installed a condi-


na is fully equipped to run on both HFO and

is simply unavoidable when you are pump-

tion-based maintenance system. Most of

MGO fuel. A scrubber is not installed, but

ing tons of caprock through pumps and

the rotating equipment has permanently

the ship is “scrubber-ready”. The space is re-

pipes every hour of every day. It’s more a

installed vibration sensors. For instance with

served for the easy retrofitting of a Wärtsilä

matter of finding the right balance between

thickness measurements and oil samples,

scrubber in the funnel, as well as sufficient

longevity, and the cost and time needed

the data is sent to IHC for analysis. IHC then

space for Ureum tanks and an SCR system to

for replacing components. This balance

regularly sends a report to NMDC with

upgrade the engines from IMO Tier II to Tier

is unique for each customer, their type of

recommendations for both planned and

III. This explains the unusually large size of

work and their operating area.”

preventive maintenance. In addition to a

the funnel on the aft deck.

A TSHD has spare parts of every essential

2-year warranty period, IHC sold Arzana

component onboard, including the cranes

including crew training and all spare parts


needed to carry out a replacement with-

needed during these two years. This not

Sander Kok, IHC project manager : “Main-

out needing shore infrastructure. Some

only ensures the client of two years of

tenance is key in the dredging business. It’s

examples: to increase the time between

trouble-free uninterrupted operation, it

not simply a question of avoiding degrada-

replacements of the suction tube, taking

also gives a wealth of information on wear

tion by using exotic materials. Degradation

into account the highly erosive bedrock ma-

and tear to IHC’s engineers, who can take


this into account in their future designs. Other solutions to improve life cycle costs are filters on the engine room ventilation system, which filter out desert sand to keep the engine room clean.

Dredging Arzana is designed to dredge heavy material from up to 35 metres deep, using a single suction pipe on starboard, without submersed pump on the pipe. During the build, it became apparent that there is an upcoming demand for dredging light materials (sand) from depths up to 45 metres, in particular around the Maldives for land reclamation and shore protection work. While all systems inboard could deal with this requirement, only a longer dredge arm would be needed. IHC is now building a stern platform extension, along with a 10 metres longer suction pipe and a different draghead, which will be retrofitted to Arzana at a later stage. The suction pipe is suspended from gantries with a heave-compensation system, keeping the draghead in the same position relative to the seafloor, irrespective of the ships rolling motion. The system uses two oil-filled receivers of 1.000 litres each.


The dredge pump is driven by an electric motor

The hopper of Arzana consists of six compartments, without a centerbox keelson,

then sucked from the hopper compartments

system in the beaching procedure. In this

but with double bottom doors closing onto

by the dredge pump and pumped to the

case, the vessel is sailed onto the beach

each other on the centreline. Both doors

foreship through a line on deck. The hopper

with the bow. While unloading, the ballast

are lowered and raised by a single hydraulic

has an overflow with an eco-valve, regulat-

tank in the bow is filled, to ensure that the

actuator. In each compartment the spoil

ing the flow to avoid a large flume caused

vessel stays in place. When the discharging

slides down towards the centrally located

by turbulence around the ship.

procedure is completed, the ballast tank

bottom doors, helped by the jetwater,

in the bow is emptied, and the ship floats

which is injected in various positions. When


free from the beach. At the stern, the ship is

discharging is to be done to through the

Arzana has only one large ballast tank,

pulled back towards its stern anchor, which

rainbowing nozzle or through a floating

which is situated in the voluminous bulbous

was set out before arrival for this purpose.

pipeline to shore, the spoil is first diluted

bow. This allows for trim corrections during

Only when deeper water is reached, the

with water from the diluting pump, and

loading/unloading, but it’s also an essential

ship’s own propulsion system is engaged. MARITIME HOLL AND | NO. 1 | 2018

Arzana has an updated dynamic positioning & tracking system



Even though it’s only used for very short distances, the ballast tank required a ballast water treatment system to comply with the new regulations. A UV-treatment system is installed in the bowthruster room to disinfect the ballast water and avoid the spreading of invasive species.

DP/DT 4.0 One of the most innovative features onboard Arzana is its Dynamic Positioning and Dynamic Tracking system. The system allows the ship to stay in position or follow a pre-programmed path without human intervention. Its novelty resides in the fact that the system not only takes into account All equipment ratings had to take extreme temperatures into account

the ship’s particulars and the environment (wind, current and waves), like other DP systems, but also the contact with the seafloor through the dredging arm. This contact results in an asymmetrical yawing force onto the hull, which is compensated by the DP/DT system. The system is self-learning, and uses artificial intelligence to determine the right responses to the given inputs. IHC markets this systems also for other types of ships, such as offshore construction vessels. Arzana is further equipped with a multi-beam 3D sonar system, allowing the ship to carry out its own survey activities before and after the actual dredging work. While it is more cost-effective to do this with a dedicated vessel where such is available, it can be worthwhile to do this with the TSHD

The rudders can be controlled by the DP/DT system

in remote locations. The accommodation is for 24 people, each housed in single cabins, but some with shared bathrooms. Crew comfort is ensured through the provision of a crew gym, a recreation room and a VSAT internet connection through satellite. According to ILO requirements, a separate officers’ and crew mess are provided.


Order upswing Arzana was built under the flag of the United Arab Emirates, which delegated most of the statutory survey work to the class society Bureau Veritas. In the meantime, work at IHC is in full swing, and the shipyard’s order book is more filled (2.5 years) than it has been for a long time. Work is progressing on a TSHD The engine room comes with a Condition-Based Maintenance System


Principal particulars


Builder Royal IHC, Kinderdijk, the Netherlands Owner NMDC, Abu Dhabi, United Arab Emirates Length o.a. Length b.p.p. Breadth (mld) Depth Draught at Int. Freeboard Draught at dredging mark Hopper capacity Dredging depth Suction pipe diameter

109.00 m 100.90 m 25.00 m 7.60 m 5.70 m 6.50 m 6,000 m3 35-45 m 1.0 mm

Main engines 2 x 4,200 kW Crew 24

DC Orisant for a joint venture between Den

number of projects unfinished, overdue and

Herder (Reimerswaal Dredging) and Group de

in some cases on lock-down. In China, large

Cloedt, a large cutter suction dredger named

dredging equipment is now considered as

Spartacus for DEME and a custom-built

defence equipment, requiring export permits

2,300 cubic metres TSHD called Lesse for

similar to those for fighter jets or naval ships.

Baggerbedrijf de Boer - Dutch Dredging. Even

The reason for this is that large dredgers can

in the offshore side of the company, there

be used to create artificial islands for military

is improvement, with a recent order for an

bases in the highly contested South-China

integrated new reel lay vessel for Subsea 7. In

Sea. China wishes to secure its dominance

particular the dredger shipbuilding business

in this capability, making export of TSHD’s

in the Netherlands is for once helped by

practically impossible.

politics. A definitive end seems to be arrived to state aid for Spanish shipyards, leaving a

Bruno Bouckaert

Photo by Royal IHC


The design team of Ulstein Design & Solutions


Intelligent knowledge management as the fast way to optimal ship design Sharing and storing knowledge during the building process of a vessel can be a hassle. Bart Daman, Ko Stroo and Dolf Manschot, project manager/naval architects at Ulstein Design & Solutions, face this challenge on a daily basis. Their knowledge and experience are key to the development of complex vessels for a diverse range of applications and working environments, in a relatively small period of time and often for ships that have never been designed nor built before.


when oil and water-separation filters need cleaning or when the service technician should be called in for inspection. The chances of maintenance being forgotten, or overlooked because of piles of documents, are reduced to a minimum. About the advantages in the design phase Stroo tells: “Together with Shipbuilder we created a tool that allows us to develop a ship design faster starting from a high level of abstraction and client preferred attributes. By digitalising our knowledge of characteristics, components and ship processes we can establish links even faster. In the near future we expect to be able to see which engines are most suitable for the type of ship we’re designing with the click of a mouse. In addition to this, Shipbuilder supports us to generate consistent specifications much faster, which is a great advantage.” Stroo continues: “Because Shipbuilder has made our knowledge management more efficient, we can focus on what we do best: develop innovative ship designs. With the knowledge and details available in Shipbuilder, optimising and further shaping of the ship design is significantly faster than before. And as we are able to document our daily gain in knowledge directly in our knowledge data base, the quality of this data rapidly improves further.” Daman: “We expect this to provide us a constantly growing competitive advantage.” Daman explains that, in order to survive, the development and application of knowledge management must become a top priority in the maritime sector: “We work on really comDigital knowledge management is a relatively new develop-

plex ship designs, with a lot of changes in the process, both

ment in the maritime sector. Daman: “We started talking to

big and small. Shipbuilder helps us manage these changes a

Shipbuilder about how we could store our knowledge and

lot better. Clients are impressed by our response time and

make it accessible in a smarter way. We deemed Shipbuild-

the consistency of our specs. Before, the risk of errors was

er to be most fit for our purposes. The software is already

much higher as by using Word you’re more inclined to copy

developed to specifically structure and document ships and

text. Using Shipbuilder, this is now history.”

ship building processes. Of course, we are ship designers Daman has a clear vision. The future will see knowledge

the software forms an excellent basis. In cooperation with

management tools being used more and more already in

Shipbuilder we have developed a company specific environ-

the first client contacts: “Together with the client we can

ment where we can safely document our knowledge of ship

fill in the desired specifications. By leveraging the available

design, requirements and component properties.”

semantic knowledge data, we can already show in these first conversations in which direction potential solutions can

After delivery an accessible maintenance schedule can be

be found. In this way, we expect to guide and advice our

offered. The maintenance schedules of equipment and

clients even quicker regarding operational requirements and

systems can easily be imported into Shipbuilder. As such, the

commercial preconditions, realizing the client’s most optimal

shipping company receives a clear overview of, for instance,

ship design much faster.”



working one abstraction level higher, but the set-up of

News & Innovations


Hydrex wins award for green method propeller maintenance

with a grinding wheel,” says Hydrex CEO Boud van Rompay. “This not

Cement Carrier Lelie C returns to Damen Shiprepair Oranjewerf for additional tank capacity

only risks altering the blade profile, resulting in a loss of efficiency

Two years after its previous visit the Lelie C, owned by Cebo Marine, has left

and weakening the propeller, it can provoke environmental damage

Damen Shiprepair Oranjewerf (Oranjewerf) following a full maintenance

by causing metal particles to drop into the sediment, a significant

programme and a significant upgrade to its cement carrying capacity. The

problem in ports where such operations are frequently undertaken.”

three-week stopover included a full survey and a range of repairs and

Hydrex has been awarded the prestigious Energy Globe Award for 2017 in recognition of the company’s revolutionary propeller buffing technique. The method can result in fuel savings and stop environmental pollution by metal particles. “The conventional method of cleaning propellers involves polishing

maintenance to prepare her for more years of reliable service. According to van Rompay, the loss of efficiency, from the altered shape and the roughness of the ground blades, results in increased fuel

These works included fitting a new fuel filter system, renewing the hydraulic

consumption, by up to 10 per cent, with the consequent higher fuel

pipes for the hatch crane, and repairing the propeller while at the same time

cost to the operator and a corresponding increase in greenhouse gas

replacing the seals and liner for its shaft and changing the shaft seals for the

emissions. The Hydrex method employs much lighter, more frequent

bow thruster. The hull and topsides also received a fresh coat of paint.

cleaning with a less-aggressive tool than a grinding wheel. Hydrex was awarded the prestigious Energy Globe Award on the basis that the

The main project, however, was the installation of eight new cement silos,

technique can result in fuel savings of 5 per cent or more.

each with a capacity of 40 cubic metres. These tanks were previously fitted on the VOS Symphony, another regular visitor to Oranjewerf, prior to it going

“The optimum solution involves catching the propeller before it has

for scrap. Damen Shiprepair Oranjewerf removed the tanks, refurbished

a chance to build up a calcareous layer,” said van Rompay. “If done

them and then installed them on board the Lelie C. Prior to their installation,

right and done regularly it can result in significant energy savings.

Oranjewerf fabricated a silo foundation and fitted it in the vessel’s hold.

No material is ground away, which is good for the propeller and the

80-metres of stiffeners were also welded into place in the double bottom


tanks to provide the necessary support.

He continued: “For a ship that has a medium level of fuel

Meanwhile, approximately 100 square metres of grating walkway was

consumption, the savings far outweigh the cost of the propeller

fabricated and fitted on the deck to give access to the manifolds on each of

cleaning itself. Because the propeller is being cleaned regularly any

the new silos. The supply / discharge and air pipe system for the two existing

loss of material and hence increased roughness is prevented entirely.”

silos was also refurbished to accommodate the new capacity. “This was a big project,” commented Jeen van der Werf, Commercial Manager


at Damen Shiprepair Oranjewerf. “Two years ago we installed the original tanks from the Ritske, a vessel belonging to the same client, and now we have repeated the process again, this time on a much larger scale. The Lelie C began her life as a general cargo vessel, but now her transformation into a cement carrier is complete. “Cebo Marine is a local and regular customer, continued Jeen van der Werf, “and the excellent levels of cooperation between all involved ensured a smooth project. The only element we could not control was the wet Dutch weather, but the provision of some additional dry boiler suits ensured that

our flexible and motivated yard team kept the works on schedule.” 060


GKN Powertrain Services detects excessive vibrations ferry A customer of the company in the marine industry GKN Powertrain Services had been experiencing excessive vibrations and background noise on the

Achieving efficient maintenance

vehicle deck of his ferry. These high vibrations were above the emission Iimits of the ISO 20283-5 Standard. Over a period of three years the cardan shaft had to be exchanged every six months due to a worn out spline. In addition, exhaust pipes were broken and bolts were loosened. The customer worked with several service providers but was unable to resolve the problem.

When it comes to maintaining electrical systems and electronics, Alewijnse Marine works with owners and operators to minimise costs

Following an unplanned stop caused by a broken cardan shaft, which forced

and downtime. The company achieves this by sharing our expertise

the operator to unload the ferry organize a new one and caused expenses

with their clients so as to maximise vessel performance and reliability.

of around 20,000 euro’s. They approached GKN to understand the real root cause of the problems and come up with a long term solution.

Alewijnse Marine, an all-round systems integrator with over 125 years of experience in marine technology, has designed a Health Check

Different technologies such as vibration measurement, stroboscope and

concept as the basis for efficiently maintaining any vessel. Each check

alignment checks were used to determine the root cause of the problem. A

uses a series of measurements, tests and inspections to assess the

multi-channel vibration measurement system was utilised for the analysis

technical state of the electrical systems aboard a vessel. Alewijnse

of the vibrations and natural frequencies. Using TVC the right frequencies

analyses the findings and makes recommendations regarding what

for the powertrain components were identified. Our service results in early

maintenance may be required. By detecting deterioration in an early

identification and rectification of fundamental powertrain faults, leading to

stage, Alewijnse helps decrease the risk of system failures and the

minimised risk of unplanned machine downtime.

resulting costly downtime. Alewijnse is expert at assessing the technical state of electrical systems. Depending on the client’s requirements, an assessment can combine visual inspections, torque checks, thermographic inspections, insulation resistance testing, and net analysis and/or functional testing. Alewijnse’s specialist expertise includes main switchboards and emergency switchboards, main and emergency generators, 24VDC distribution systems, electric motors, circuit breakers, AMACS (Alarm, Monitoring And Control Systems), fire detection systems, navigation lighting, converters, propulsion motors and thrusters.

Maintenance saving tips from Konutherm Konutherm Thermal Fluid Systems’ experts state that for every 10kW of

by a thermal oil

heat loss you need approx. 1 kg extra fuel. It needs no further explanation

heating system with

that you can easily and quickly calculate the payback period of carrying

an economizer?

out professional periodic cleaning of the economizers. We will gladly be

Proper, professional

of service to help you save money and fuel and to extend the life of your

maintenance can

heating system.

save you lots of fuel. For instance, did you know that 1 millimetres of soot pollution on the economizer coils results in about 20-30 per cent

And finally: did you know that during winter times the average loss of an

economizer capacity loss? As a result of this pollution significant more fuel

uninsulated pipeline system on the deck of an inland tanker is about 50

is needed in the fired heater to compensate this loss.

kW. You can easily prevent this by insulating your thermal oil pipes. 061


Is your HFO heated


Taking IoT to the last mile One of the biggest recent advancements is the proliferation of sensors on all types of industrial equipment. Yet, those opportunities, to date, have

PrimeServ signs maintenance agreement with Arkas

largely been unrealized. Proprietary protocols, security concerns, and the volume of data being generated have all prevented operators from gaining the insight they need to predict failure and optimize performance at the component level. That’s why the company Parker Hannifin have initiated several years ago a centralized strategy within the company to ensure the IoT-Empowered

MAN PrimeServ, MAN Diesel & Turbo’s after-sales division, has signed an EMC

products and subsystems would all use the same communications

maintenance contract with Arkas Shipping and Transport, operator of Turkey’s

standards and best practices to deliver interoperability and security.

largest container fleet with 50 vessels for the maintenance of the 2,586-

They also realized that the products must co-exist with products from

teu container carrier, the ‘MCC Mandalay’. It covers the provision of spare

other manufacturers. Parker Hannifin employed an open, exchange-based

parts, maintenance management and the servicing of the vessel’s MAN B&W

architecture that enables interoperability with third-party products,

6G60ME main engine.

applications and platforms.

According to the terms of the contract, MAN Diesel & Turbo, Copenhagen

Security and ease-of-use are other core principles. Parker Hannifin baked

will deliver maintenance management and spare parts, while other MAN

in best-practice data encryption in motion and storage to create an

PrimeServ hubs will take care of the service provision for the engines.

end-to-end secure ecosystem and employed a common

The EMC is a tailor-made service model that is customised to suit individual

visualization scheme to ensure

customer’s requirements. Operating on a fixed budget, MAN PrimeServ takes

a consistent experience across

care of equipment, planned and unplanned maintenance, the dispatching

their solutions. The result is an

of personnel, and the provision of spare parts - a natural task for the engine

open, secure, interoperable and


scalable ecosystem of connected products and services that

MAN Diesel & Turbo reports the adoption of EMC by the shipping industry as a

help clients improve business

paradigm change within maintenance as, traditionally, shipowners have taken

productivity by unlocking the

care of maintenance themselves in what is generally a conservative industry.

last mile of IoT.

Wärtsilä’s digital service revolution The dynamics of information technology have a major impact on the

Support Centre. As a customer, you have full control over your service,

maritime industry. Wärtsilä is a major player who has understood this

day and night.”

well. The multinational is developing, from a top-class supplier of engines MARITIME HOLL AND | NO. 1 | 2018

and propellers, among other things, into a state-of-the-art maritime

Are customer data safe online?

company with an intelligent and safe service system for the maritime

“Wärtsilä is developing smart marine ecosystems, with the emphasis on

industry. Director Wärtsilä Service Unit Benelux Henk de Jong tells the

smart. We give our customers access to our information; the customer

story, from his office on the Wärtsilä quay in Schiedam in the middle of

does not have to make any data available. And as a customer you know

the port of Rotterdam.

immediately what the solution will cost and what the conditions are. Without time-consuming quotation processes.”

What characterises the Wärtsilä service system? “Our customers can now log in online 24 hours a day and view all details

So, an innovative method?

of their installations. If you run into something, you can define the

“Indeed, we are developing into a market leader in knowledge. For this

problem online and find instructions to solve it, or place an order. If that

digital transition, we are looking for even more technical specialists who

does not work, you’ll be referred, after office hours, to the Customer

can handle the current digital dynamics.” 062


Predictable seal maintenance Maintenance,

dry docks, Lagersmit offers several propulsion sealing solutions based on

scheduled or

Condition Monitoring. One of those solutions is the new Supreme Ventus:

unscheduled, it has

a durable and self-learning sealing system that ensures 24/7 Condition

to be performed.


As a ship owner you know every

The seal that also offers the following benefits: low cost of ownership,

delay and every day

no wear on liner and lip seals guaranteed during the first five years

in dry dock costs a

(ask for details), approved by DNV-GL, in compliance with EPA’s VGP requirements.

great deal of money. You want your vessel(s) to sail! To avoid unexpected

Pronomar’s dryers increase the comfort of fighting forces

After years of government cuts, it has been determined that it is high time to give the current state of defense throughout Europe an upgrade, in order to meet safety requirements. The forecasted financial plans mainly include general investments, yet supplemental requests to revise the comfort of the army also play a major role.

Remote support with Radio Holland Remote Box

Since the launch of the drying systems for protection wear and uniforms, Pronomar has never been out of the defense-picture. Over the years, numerous navy and coastguard vessels and frigates have been equipped with Pronomar’s dryers. Pronomar does not only supply systems for the activities of defense at sea, but for the (police) facilities ashore as well. Different solutions are available.

Radio Holland has launched the RH Remote Box, an innovative software Quality and sustainability are of great importance, as the dryers are

platform that facilitates remote support from anywhere in the world,

especially needed on the most challenging days at sea. Crews are

even when the ship’s main internet provider is offline. The RH remote

able to start new shifts with dry and warm clothing, instead of having

box actively monitors and collects data from different types of devices on

to wear an outfit which is still wet and cold from previous times.

board and is designed to be user-friendly and compact.

Reducing the amount of sick leaves, providing more comfort to the PPE wearers and increasing their motivation are all objectives for

The Remote Box monitors VSAT equipment, VDR and the Ballast Water


Treatment System and its capabilities are being extended continuously, e.g. to monitor steering systems, gyrocompasses and any other GMDSSMeantime, the Remote Box is installed on a number of vessels worldwide and the number is increasing. It is designed to be as flexible as possible and is suited for any vessel. Paul Smulders: “We have already been able to solve various problems which occurred on board ships, remotely with the Remote Box.” The device leads to faster response times, solving problems remotely or on the spot. This means a quick return of investment for the ship owner. Paul Smulders: “Remote monitoring is our next step to help our customers

to reduce their costs of ownership of the equipment on board.” 063


related equipment, provided the equipment has suitable output.


Kooiman Marine Group: all disciplines in house The Kooiman Marine Group is known as a dedicated shipbuilder of innovative and tailor-made vessels. They own and haven full access to all disciplines to design, build and perform all types of maintenance on vessels.

New Classification Certificate for drone specialist RIMS

Last year was another busy year for them also in the repair of ships. Looking at Scheepswerf Kooiman Hoebee, many inland and sea going ships were welcomed to perform maintenance, upgrades and refits works. They recently refit a coaster after a fire destroyed the engine room. Virtually all auxiliary tools, all insulation and many of the electrical systems have been replaced. They also replaced a main engine on board an inland navigation vessel in two week’s time. Additionally, they dry

Drone and robotics specialist RIMS (Robotics In Maintenance Strategies)

docked the ferry Friesland. Docking a ship of this size is only possible

have received their fourth Classification Certificate as Recognized External

because of the investment in a modern 150 metres long transverse

Specialists, from Lloyd’s Register for the use of Remote Inspection

slipway. Due to the innovations incorporated in the renewed yard, they

Techniques (drones) during surveys of enclosed spaces. The Lloyd’s

are not only able to dock the largest inland vessels but also coasters,

certification adds to RIMS’ CV of class approvals achieved during 2017.

dredgers and workboats.

The practical audit was successfully executed on a large deep-water

The shipyard can handle ships quickly and efficiently because it has many

construction vessel. Prior to the demonstration, drawings of the tanks

disciplines in-house. This makes them a united group with a collective

were reviewed to establish a flight plan and to indicate specific points of

purpose to deliver the best results for its customers. This applies to both

interest. During the demonstration the drone was able to be successfully

shipbuilding and repair, a working method which makes them unique and

manoeuvred around the tank according to the flight plan, and was able to


react to the instructions of the attending surveyor in real time. David Knukkel, CEO of RIMS commented on the recent certification awarded to RIMS: “We are honoured to receive the approval, as these audits are not easy. Class are setting a high standard, not only to ensure safe operations during the flight of the drones but more importantly to achieve accurate survey results. Due to the importance of these surveys, we consider each flight as an examination and it is up to us to maintain the high standard demonstrated in class audits.” The certification means that shipowners and managers now have the option to avoid the use of costly access equipment such as scaffolding and cherry pickers during surveys, and instead to use RIMS’ remote live on-screen object inspection, which offers substantial benefits; reduction in the time to carry out a survey, minimising of risk, as well as cost MARITIME HOLL AND | NO. 1 | 2018

savings. “We were first to gain approval from BV, ABS, RINA and now also receiving the approval from Lloyds Register, means that the acceptance and use of drone technology finally breaks through in the Maritime Industry and drones become a common tool to execute safe and cost-

efficient inspections of ships and MOU constructions,” added Knukkel.


Zwijndrecht Innovation Park

Your dream location near Rotterdam Uilenhaven +/- 200 m



+/- 140 m


Zwijndrecht Innovation Park In the heart of the Rotterdam maritime delta you can find Zwijndrecht Innovation Park. This unique plot covers more than 7.5 hectares along the river, designated for new maritime and industrial activity. A site, directly linked to the port of Rotterdam and the hinterland. With an open connection to the sea, multimodal accessibility and

Available location

a variety of investment options.

Land & Water • Terrain: 75.813 m2 • Water: 16.710 m2,


offered in two harbours

Key leaders like Jiffy, Van Leeuwen Tubes, Tata Steel, Heerema Fabrication Group and Sime Darby

• Environmental category 3.1-4.1

are situated here. Within a range of a couple of kilometers you will find Royal Boskalis and Fokker Technologies. In combination with an extended regional supply chain, they provide jobs for thousands of motivated people.

Harbours: Uilenhaven • +/- 200 m quay

Key Settlement Factors The ‘hands on’ attitude is characteristic for the people of Zwijndrecht. Looking for personnel with the necessary qualifications you are at the right place at this business location. The people here are reliable, dedicated and were brought up in a tradition of good workmanship. After work however, they find each other in a safe, green living area with a rich cultural life next door in Rotterdam and Dordrecht.

Maritime industrial complex In this competitive, ambitious surroundings a new maritimeindustrial complex is taking shape. It is here where new technologies will find their way. The municipality is proud to preserve the maritime nature of this unique location. Preferably the area will be contracted for a single user in high tech development, who needs a water bound location and creates a spin off to the region as a whole.

• 18 m slope • depth 5.5 m over a with of 25 m • a part of the quay will be public for the next five years (because of subsidies)

Schokhaven • 140 m quay • 85 m slope • approx. 50 m width • current depth approx. 2.5 m dredging is an option

Complex constructions, sustainable technology and maritime daredevils are the ideal candidates. Are you looking for a location with perfect accessibility to road and freight rail connections, close to Rotterdam? A place connected to the most inland seaport in the Netherlands? Then you are at the right place. Your innovative company is welcome. The red carpet will be rolled out for you, and of course you will get a single point of contact at the city of Zwijndrecht. The account manager will gladly lead you through procedures and will take away administrative hurdles you might encounter. It is that simple in innovative Zwijndrecht.

Deal Drecht Cities

Gemeente Zwijndrecht

René Beute -

Miriam Bode (Projectmanager) -

T + 31 78 3032 036 - M + 31 6 1558 7936

T + 31 78 770 3582 - M + 31 6 2305 4732

Business directory Consultancy


Marstrat BV

Vasteland 78 3011 BN Rotterdam The Netherlands T: +31 (0)10 31 03 080 E: I:

DBR Generatorsets


Gebhard Electro BV

Heinen & Hopman Engineering BV


Radio Holland

KTR Benelux BV

BV Technisch Bureau Uittenbogaart

RH Marine Netherlands

Theunissen Technical Trading BV

ANS Maritime BV

Westmark BV

Wärtsilä SAM Electronics Nederland BV

P.O. Box 1039 3360 BA Sliedrecht The Netherlands T: +31 (0)184 613 200 E: I:

Televisieweg 157 1322 BH Almere The Netherlands T: +31 (0)36 54 61 999 E: I:

Innovatiepark 14 4906 AA Oosterhout The Netherlands T: +31 (0)162 452 888 E: I:

Equipment A company of the


Veedijk 51, Industriezone 4 2300 Turnhout Belgium T: +32 (0)14 42 11 11 E: I:

De Boer Staal BV

Molenstraat 28 1911 DA Uitgeest The Netherlands T: +31 (0)251 362 200 E: I:

Boone BV

L.J. Costerstraat 9 3261 LH Oud-Beijerland T: +31 (0)186 618 300 E: I:


Dana Brevini Benelux

Rontgenweg 24 2408 AB Alphen aan den Rijn The Netherlands T: +31 (0)172 428 080 E: I:

P.O. Box 9 3750 GA Bunschoten-Spakenburg The Netherlands T: +31 (0)33 29 92 500 E: I:

Oosterveldsingel 3 7558 PJ Hengelo The Netherlands T: +31 (0)74 25 53 685 E: I:

Newtonweg 9 3208 KD Spijkenisse The Netherlands T: +31 (0)181 614 466 E: I:

Nikkelstraat 7 2984 AM Ridderkerk The Netherlands T: +31 (0)88 36 80 000 E: I:

Lemans Nederland

Canadaweg 8 4661 PZ Halsteren The Netherlands T: +31 (0)164 680 097 E: I:

Rijksweg 191 6581 EK Malden The Netherlands T: +31 (0)24 35 84 455 E: I:

Parker Hannifin BV Edisonstraat 1 7575 AT Oldenzaal The Netherlands T: +31 (0)541 585 000 E: I:

P.O. Box 205 3830 AE Leusden The Netherlands T: +31 (0)33 46 14 844 E: I:


Droogdokweg 71 3089 JN Rotterdam The Netherlands T: +31 10 438 33 44 E: I:

Jan Evertsenweg 2 3115 JA Schiedam The Netherlands T: +31 (0)10 48 71 911 E: I:

Onderduikersstraat 1 9727 CD Groningen The Netherlands T: +31 (0)50 52 80 000 E: I:

P.O. Box 5115 3008 AC Rotterdam The Netherlands T: +31 (0)10 47 95 444 E: I:


RR Holland BV

DEKC Maritime

Thrustmaster Europe BV

Holland Shipyards BV

Saltwater Engineering


Veth Propulsion BV

Royal IHC

De Waal

Kolmer Elektromotoren

Volvo Penta

Kooiman Marine Group


ZF Marine Krimpen

Neptune Shipyards BV

Energieweg 34 4906 CG Oosterhout The Netherlands T: +31 (0)162 456 397 E: I:

Buitendijks 33 3356 LX Papendrecht The Netherlands T: +31 (0)78 67 44 811 E: I:

Biesboschhaven Noord 4 4251 NL Werkendam The Netherlands T: +31 (0)183 501 811 E: I:

Osloweg 110 9723 BX Groningen The Netherlands T: +31 (0)50 57 53 950 E: I:

Frankepad 1 3341 LV Hendrik-Ido-Ambacht The Netherlands T: +31 (0)78 68 13 127 E: I:

Industryweg 16 3881 LB Putten The Netherlands T: +31 (0)341 369 6962701 E: I:

Lichtenauerlaan 102 3062 ME Rotterdam The Netherlands T: +31 (0)10 2045924 E: I:

P.O. Box 53 3350 AB Papendrecht The Netherlands T: +31 (0)78 61 52 266 E: I:

Stationsweg 2 4153 RD Beesd The Netherlands T: +31 (0)345 688 700 E: I:

Rivierdijk 436 3372 BW Hardinxveld-Giessendam The Netherlands T: +31 (0)184 630 516 E: I:

Smitweg 6 2961 AW Kinderdijk The Netherlands T: +31 88 015 25 35 E: I:

Lindtsedijk 84 3336 LE Zwijndrecht The Netherlands T: +31 (0)78 6100477 E: I:


Deal Drecht Cities

Noordeinde 109b 3341 LW Hendrik-Ido-Ambacht The Netherlands T: +31 (0)78 30 32 032 E: I:

Newton 15 3208 KD Spijkenisse The Netherlands T: +31 (0)181 655 527 E: I:

Machinefabriek Bolier Grevelingenweg 21 Habour No. D563 3313 LB Dordrecht The Netherlands T: +31 (0)78 61 64 111 E: I:

Veerdam 1 5308 JH Aalst The Netherlands T: +31 (0)418 673 103 E: I:


Pon Power BV

P.O. Box 61 3350 AB Papendrecht The Netherlands T: +31 (0)78 64 20 420 E: I:

Damen Shipyards Gorinchem

Industrieterrein Avelingen West 20 4202 MS Gorinchem The Netherlands T: +31 (0)183 639 911 E: I:


Shipyard De Hoop

Bijlandseweg 17-19 6916 BH Lobith-Tolkamer The Netherlands T: +31 (0)316 541 641 E: I:



Zaag 27 2931 LD Krimpen aan de Lek The Netherlands T: +31 (0)180 331 000 E: I:

Events March 2018 HISWA

June 2018

October 2018

Posidonia (LOGO) 04-08 June 2018 Athens, Greece


07-11 March 2018 Amsterdam, the Netherlands

Asia Pacific Maritime



14-16 March 2018 Marina Bay Sands, Singapore

12-14 June 2018 Cherbourg, France

3 - 5 October 2018 Asuncion, Paraguay

OTC Asia 2018

Global Offshore Wind

Dredging Today Conference

20 - 23 March Kuala Lumpur, Malaysia

19-20 June 2018 Manchester, United Kingdom

23 - 24 October 2017 Amsterdam, the Netherlands

Maintenance and Pump & Valves

ITS 2018

Offshore WIND Conference

21-22 March 2018 Antwerp, Belgium

25 - 29 June 2018 Marseille, France

23-24 October 2018 Amsterdam, The Netherlands

Maritime & Offshore Career Event

Electric & Hybrid Marine World Expo

Offshore Energy Exhibition & Conference

27-29 June 2018 Amsterdam, The Netherlands

24-25 October 2018 Amsterdam, The Netherlands

28 March 2018 Rotterdam, the Netherlands

April 2018 Sea Japan 2018 11 - 13 April 2018 Tokyo, Japan

May 2018 Danish Maritime Fair 1-3 May, 2018 Copenhagen, Denmark

Europort Romania 15-18 May 2018 Constanta, Romania

Maritime Industry 29 - 31 May 2018 Gorinchem, the Netherlands

Sea Trade Middle East July 2018 Seawork 2018 03-05 July 2018 Southampton, United Kingsdom

29 - 31 October 2018 Dubai, UAE

November 2018 OSEA 2018

August 2018 Marintec South America 14-16 August 2018 Rio de Janeiro, Brazil

27 - 29 November Singapore

December 2018 INMEX China

September 2018 SMM 2018 4 - 7 September 2018 Hamburg, Germany

WindEnergy Hamburg 2018 25 - 28 September Hamburg, Germany


Maritime Holland will be distributed during these events

2 - 3 October 2018 Dubai, United Arab Emirates


05 - 07 December 2018 Guangzhou, China

November 2019 Europort 2019 05 - 08 November 2019 Rotterdam, the Netherlands

Published by




5,100 COPIES


Deliveries RPA 8 Date: Type: Owner: Shipyard: Crew: Length: Breadth: Main engine:

18 January 2018 Patrol vessel Port of Rotterdam Kooiman Marine Group, the Netherlands 7 25 metres 5.40 metres 2x MAN Hybride

Papillon Date: Type: Owner: Shipyard: Bollard pull: Length: Breadth: Speed: Main engine: Propulsion:

17 January 2018 Tug De Boer Remorquage SARL, French Guiana Damen Shipyards, the Netherlands 50 tonnes 22.73 metres 10.43 metres 12.5 knottes 2x Caterpillar 3512C 2 Veth Z-drives, type VZ-1100A (1040kW / 1600 rpm)

Cymbydium Date: Type: Owner: Shipyard: Deadweight: Length: Breadth: Main engine:

8 January 2018 Bodewes Cement Carrier Transatlantic Shipping/ Eureka Shipping Royal Bodewes 7,750 tonnes 115 metres 15.87 metres MaK 6M32 2999 kW

Guardian 4 MARITIME HOLL AND | NO. 1 | 2018

Date: Type: Owner: Shipyard: Speed: Length: Deck area: Main engine:


1 November 2017 Patrol vessel Homeland Integrated Offshore Services Damen Shipyards Group 30 knots 34.2 metres 75 square metres 3x Caterpillar / MTU

2-3 May 2018

Next issues

Issue 3 May 2018 Special - Inland Shipping

Copy deadline 9 March 2018 Advertisement deadline 16 March 2018

Copy deadline 27 April 2018 Advertisement deadline 4 May 2018

Topics can be subject to change without prior notice 071


Issue 2 March/April 2018 Special - Ports

Colophon Maritime Holland is produced and published seven times a year by Navingo BV and is internationally distributed to management and professionals within the maritime industry. The objective of the magazine is to inform readers worldwide about developments, products, projects and innovations of the Dutch maritime industry.

Published by Navingo BV Jan van Galenstrrat 56 3015 JG Schiedam The Netherlands Phone: +31 (0)10 209 26 00 E-mail: Website: Twitter: @MH_magazine Editor-in-chief Jaap Proost, Production manager Ruud Aantjes, Subscriptions Editors Rebecca van den Berge, Bruno Bouckaert MSc, Tom Oomkens BSc - MRINA, Tom Scott BSc., Marnix Viergever Marketing Marleen Varekamp, Printing Grafisch Bedrijf Crezée ISSN 2211-3444

Editorial advisory council Editorial team Navingo BV E. Savert - Vogel Alewijnse Marine Systems M. van Helvoirt Centraal Bureau voor de Rijn- en Binnenvaart J.J.F. Reeringh Damen Shipyards Group D. Mulder HISWA A. Boers Radio Holland A. Zoeteman RH Marine Group M. Kraaijeveld IRO L. de Jong Damen Verolme S.Marsé Maritime by Holland R. Dazert Netherlands Maritime Technology K. de Hey Royal IHC N. Habers Royal Association of Netherlands Shipowners H. Hoek Thrustmaster Europe D. Veen We4Sea M.R. Huisman TNO

Subscription rates Print (annual subscription, Europe) Print (annual subscription, outside Europe) Print (annual subscription, student)

€ 79.00 € 129.00 € 40.00

Digital (annual) Digital (single edition)

€ 39.99 € 5.99

Combination print + digital (annual subscription, Europe) Combination print + digital (annual subscription, outside Europe) All rates are excluding 6% VAT

€ 99.00 € 149.00

Subscriptions are automatically renewed unless written cancellation is given one month prior to expiry date. To subscribe to Maritime Holland visit our website or send subscription enquiries to

Supported by Maritime by Holland The Multratug 32 with the Carrousel system

N O. 1 | 2 0 1 8

Special thanks to Netherlands Maritime Technology

Maritime Holland

Photo by Van der Kloet Foto & Videoproducties

General sales Jeroen Beekenkamp +31 (0)10 209 26 08 Ruud Aantjes +31 (0)10 209 26 42 Representative for Asia Pacific Karen de Koning-Boodt +65 9776 1245 Representative for North America D.A. Fox Advertising Sales Inc. +1 212 896 3881


Maintenance Multratug 32 Patriot Arzana VB 2 Editie 17 MH Cover A4 Jan-Febr 2018.indd 1

Marcel Kind

Innovation in simulation

Working on predictive maintenance 09-02-18 11:27

© 2018 Navingo BV. The entire contents of this publication are protected by copyright. No part of this publication may be reproduced, stored or transmitted by any form or any means without the permission of the copyright owner. While every care has been taken in the preparation of this publication, neither publisher nor editors are responsible for the views and opinions expressed in this publication or for any inaccuracies in the articles.

Advertisers’ index Angelo Bergium Corporation page 40 | Danish Maritime Technology Conference page 71 | De Waal page 6 | Deal Drecht Cities page 6 | Drecht Cities Zwijndrecht Innovation Park page 65 | Electric & Hybrid Marine World Expo 2018 cover 2 | Fender Innonvations page 48 | Flying Focus page 12 | Helder & May page 38 | Holland Shipyards page 4 | Kenz Figee page 14 | Kooiman Marine Group page 2 | Lemans Nederland page 38 | Maintenance (Antwerpen) loose insert | Maritime Holland page 69 | Maritime Holland Business Guide page 31 | Maritime Industry page 48 | Maritime Offshore Career Event page 17 | Netherland Maritime Technology page 10 | Offshore Energy Exhibition & Conference cover 3 | Parker page 12 | Qua-Vac page 14 | Reikon page 44 | Saltwater Engineering page cover 4 | Shipyard de Hoop page cover 31 | Theunissen Technical Trading page 44 | Thrustmaster page 8 | TurboNL page 38 | Uittenbogaart TBU page 8 | Van der Kloet Foto & Videoproducties page 38 | Veth Propulsion page 12 | Voith page 40.

Created and produced by





Book your stand now! Supported by

Maritime Holland editie 1 2018  
Maritime Holland editie 1 2018