SWZ Maritime 2 - 2024 by online-mbm

Magazine for maritime professionals | Volume 145, February 2024 | www.swzmaritime.nl

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DREDGING KEEPS THINGS GOING Hegemann V Next step in dredging control

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Duurzaam Waddentransport Methanol veelbelovend

Shipbuilding in 2024 Europe is vulnerable

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IN THIS EDITION

World shipbuilding peaked in 2010 with an all-time record output of well over 50 mCGT, followed by a gradual downturn to a level of about 30 mCGT in 2020. The production in 2023 was up again to about 35 mCGT.

12 Dredging special Topics in our February dredging special include autonomous dredging, sailing through mud, the use of CFD in dredging projects and the potential of waste heat recovery for dredgers. In addition, we discuss the dredger Hegemann V in detail.

en economisch 34 Duurzaam Waddentransport Een klant van Kroes Marine Projects zocht voor transport van personen en goederen naar de Waddeneilanden naar oplossingen voor een duurzamere vloot. Student Ids Bonga onderzocht zes concepten.

Contents 4 6 9 12 15 19 24 30 38 40 42 48

Dutch news Markets Global news Royal IHC presents next phase in autonomous dredging Depth or bottom Sustainable solutions for dredging vessels Hegemann V uses latest software in dredging control Detailed CFD simulations of sediment and water Scheepsgedrag simuleren met kunstmatige intelligentie Mars Report Verenigingsnieuws KNVTS inclusief Maritime Students Awards Nieuwe uitgaven

Baggeren, een strategische industrie Waar zou Nederland zijn zonder de baggeraars, of met de chiquere naam van waterbouwers?! Nergens dus, want wie bouwt onze havens, kanalen, dijken, houdt onze waterwegen op diepte, zorgt voor versterking van de kust, herstelt de weggeslagen stranden en duinen, heeft in het verleden onze polders aangelegd, het Deltaplan uitgevoerd en moet er ook in de toekomst voor zorgen dat we droge voeten houden en onze havens niet verzanden? Juist ja, de waterbouwers. De Nederlandse baggeraars zijn voor het voortbestaan van ons land en onze economie van cruciaal, dus strategisch belang. Daarvoor moet je niet afhankelijk willen zijn van een verderfelijk dictatoriaal regime dat niets om mensenrechten geeft. Bovendien is het volstrekt achterlijk als onze overheden onze belastingafdrachten uitgeven aan China wat vervolgens onze bedrijven en arbeidsplaatsen wegkaapt. Voor de verdediging van onze belangen mogen baggeraars dan misschien niet vooraan staan op het slagveld, maar ze zijn wel van strategisch belang voor het behoud van onze welvaart en welzijn. Werken in de bagger was vroeger smerig werk als je mannen ziet op de indrukwekkende beelden van het Polygoonjournaal van het dichten van het laatste gat in de Afsluitdijk. Maar voor de meeste werknemers is het tegenwoordig het bedienen van hightech bedieningspanelen in hypermoderne controlekamers al dan niet op de brug van sleephopper- en snijkopzuigers die in alle soorten en maten in Nederland worden gebouwd. De Vereniging Waterbouwers verenigt in Nederland alle inmiddels negentig bedrijven die actief zijn in het bouwen met water, zand en klei. Al die bedrijven hebben materieel nodig wat niet alleen geleverd kan worden door de grote jongens van Damen en Royal IHC, maar ook door veel kleinere scheepswerven. De door Scheepswerf Gebr. Kooiman gebouwde Hegemann V, waarvan in dit nummer een scheepsbeschrijving is opgenomen, is hiervan een mooi voorbeeld. En ook de andere vier artikelen van deze baggerspecial geven een goede indruk van de veelzijdigheid en inventiviteit van de Nederlandse baggerindustrie. Niet voor niets is baggeren een belangrijk studiethema op de TU Delft. En de redactie van SWZ|Maritime prijst zich gelukkig met de inzet van nu twee studenten van het scheepsbouwkundig gezelschap William Froude, Bas Lenferink en Roy van de Pol, die verantwoordelijk waren voor het binnenpraten en zelf schrijven van de artikelen in deze baggerspecial. De artikelen zijn zonder meer de moeite van het lezen waard.

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10 Shipbuilding in 2024

Antoon Oosting Editor-in-Chief swz.rotterdam@knvts.nl

Cover: Boskalis dredgers Causeway and Strandway at work at the Maasvlakte in September 2023. Dredgers are at work continuously all over the world to keep ports accessible and protect land from the sea. Their job is never done (photo Flying Focus).

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DUTCH NEWS SWZ'S EDITORS

Research vessel Wim Wolff ready for action On Thursday, 15 February, the RV Wim Wolff was christened in the harbour of the Royal Netherlands Institute for Sea Research (NIOZ) on Texel. This research vessel (RV) replaces the RV Navicula, which served for four decades in coastal research. The new vessel is named after the godfather of ecological research in the Wadden Sea, who passed away in 2018. The ship is bigger than its predecessor and more stable, which makes a lot of research easier to carry out. It will be deployed in the North Sea coastal zone, the Southwest Delta and the Wadden Sea. The RV Wim Wollf is a so-called flatboat, which means it can run dry on the mud flats. Yet, it is still capable of sailing up to 20 miles offshore. ‘The RV Wim Wolff was built according to

The Wim Wolff was christened on 15 February (photo by NIOZ).

the most modern insights and has also been made as sustainable as possible, both in construction and in use,’ says Aarnoud van de Burgt, the head of NIOZ‘s National Marine Facilities Department. ‘The ship runs on vegetable fuel and has a large package of batteries aboard. It is also pre-

pared for a future with even greener fuels, such as methanol. And last but not least, it is also a lot more comfortable and userfriendly, both for the crew as well as for the guests from the scientific field.’ The vessel is the second of three from the new research fleet for Dutch coastal, marine and ocean research and was built by Thecla Bodewes Shipyards in Harlingen. In 2022, the assistance vessel RV Adriaen Coenen was already commissioned. In 2023, a shipyard in Spain started building the RV Anna Weber-van Bosse, the new vessel for research on the open seas and oceans. It will replace the RV Pelagia in late 2025. The Dutch research fleet is managed by the National Marine Facilities (NMF) department of NIOZ, part of NWO.

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EU wants to give shipping priority access to low and zero-emission fuels The European Commission has published a proposal on 6 February in which it advocates ‘priority access’ for shipping to low and zero-emissions fuels. The plans are part of the proposal for a 2040 climate target laying out the pathway to make the EU climate neutral by 2050. In it, the Commission says it wants to address ‘barriers to the deployment of low and zero-emissions fuels, including e-fuels and advanced biofuels’ for shipping and give the sector ‘priority access to these fuels over sectors that have access to other decarbonisation

solutions’. European shipowners united in ECSA welcome the commitment. The Commission acknowledges that the increased costs of sustainable fuels are a key factor for the competitiveness of shipping and commits to consider regulatory measures to foster their production. In this regard, European shipowners support the introduction of requirements for the fuel suppliers to make these fuels available in the market. ‘It’s the first time we see such a strong commitment to give shipping priority ac-

cess to low and zero-emission fuels such as advanced biofuels and e-fuels,’ says Sotiris Raptis, secretary general of the European Community Shipowners’ Associations (ECSA). ‘The price gap is immense, as the cost of sustainable fuels can be four times higher compared to fuels currently used in shipping. We look forward to working with the Commission to translate this commitment into immediate action, and to leverage the earmarked ETS revenues through dedicated calls already under the current Innovation Fund.’

Dutch parliament orders government to establish maritime authority A motion of Dutch political party CDA has been adopted in the Dutch House of Representatives calling on the government to establish a maritime authority. With such an authority, the Dutch government should become more decisive through better coordination between policy and implementation. Better services should then lead to an attractive Dutch flag and a better maritime business climate in the Netherlands. This is a precondition for the Netherlands to play a significant role at a European level and at the UN International Maritime Organization at a global level. This concerns, for instance, safety and making the sector more

sustainable. A large representation of shipowners under the Dutch flag is also a boost for the Dutch maritime manufacturing industry and other maritime sectors. The Royal Association of Netherlands Shipowners (KVNR) welcomes the motion. The industry organisation has long advocated the establishment of such an authority to strengthen the Netherlands as a maritime country. KVNR president Annet Koster: ‘With a strong maritime vision with implementation power as its foundation, the number of sea-going vessels under the Dutch flag should increase significantly. Partly

through policy with the power to take action and implementation that provides services. The KVNR looks forward to the new cabinet’s invitation to contribute to the creation of a maritime authority.’ According to figures in the annual Maritime Monitor, a total of 1236 ships sailed under the Dutch flag in 2015; that number remained fairly stable at 1212 ships in 2021. In 2022, however, the number of Dutchflagged ships dropped by 66 ships to 1146 Dutch-flagged ships, a decline of more than ten per cent. According to KVNR figures, less than 1100 ships currently sail under the Dutch flag.

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DUTCH NEWS

FOR MORE NEWS, VISIT OUR WEBSITE WWW.SWZMARITIME.NL AND SUBSCRIBE TO OUR NEWSLETTER

GAMMA project to develop bulk carrier that sails on e-fuels The EUR 17 million European GAMMA project seeks to make international shipping climate neutral. For the project, companies and researchers from Europe will develop and convert a 60,000-DWT bulk carrier from the Topic Fleet to sail on climate-neutral fuels and green power. ‘We will retrofit a bulk carrier with highly innovative technologies and during a demonstration campaign, we will prove that it is possible to replace auxiliary generators with a new fuel system that runs on e-fuels,’ explains Kjartan Due Nielsen, innovation manager at Icelandic engineering company Verkís, which is leading the GAMMA project. ‘After proof of concept in GAMMA, the

next step would be to replace the main engines of a ship for a full energy transition.’ An innovative fuel system will be installed. Ammonia and green methanol will be bunkered onto the ship and then converted into hydrogen with cracker and reformer technologies. The hydrogen will be purified and then converted into electricity with a fuel cell, which will be providing electric energy to the vessel and thus replacing the use of the auxiliary generators running on fossil fuel. In addition to that, part of the energy necessary to convert to hydrogen will be supplied by renewable energy, in this case PV panels, which will be installed on the hatch covers of the bulk carrier.

The GAMMA (Green Ammonia and Biomethanol fuel MAritime Vessels) project began in January and will run for five years. It has received EUR 13 million in support from the European Commission’s Horizon Europe framework programme. The total budget is EUR 17 million. The project involves sixteen partners from Europe: Verkís (Iceland), ANT Topic (Italy), Fraunhofer Institute (Germany), Aurelia (Netherlands), Ballard (Denmark), Sea Green Engineering (Italy), Energy Cluster Denmark (Denmark), SINTEF (Norway), Solbian (Italy), Amethyste (France), Elkon Elektrik (Turkey), Politecnico di Milano (Italy), ARM Engineering (France), RINA (Germany), Amnis Pura (Portugal) and Dotcom (Italy).

Dutch shipowner Future Proof Shipping (FPS), the EU-funded Flagships project, and the Interreg-funded ZEM Ports NS project have launched the groundbreaking H2 Barge 2. The hydrogen-powered vessel will ship goods completely emission-free on the Rhine between Rotterdam, the Nether-

The H2 Barge 2 provides knowledge on how to retrofit vessels from diesel combustion to batteries and a hydrogen fuel cell.

lands, and Duisburg, Germany. Holland Shipyards Group (HSG) carried out the retrofit. The H2 Barge 2 is the first of two demonstrators in the EU-funded Flagships project, and the second demonstrator of the ZEM Ports NS project. The vessel, formerly Fenny 1 and FPS Waal, was built as a conventionally powered container ship. During 2023, H2 Barge 2 was stripped of all combustion engines, reduction gearbox and fossil fuel tanks at HSG in Werkendam. The diesel engine driving the bow thruster and diesel generators was replaced with a new modular propulsion system. This system includes electric motors, hydrogen tanks, a Proton Exchange Membrane (PEM) fuel cell system for converting hydrogen into electric power, and a battery system. Six

fuel cells from Ballard Power Systems raise the total power installed to 1.2 MW. H2 Barge 2 is expected to reduce 3000 tonnes of CO2 annually when sailing the Rhine. With eighty per cent of all cargo flows on the Rhine sailing between Rotterdam and Duisburg, H2 Barge 2 proves that much of the fleet can be fully zero emission already today. The second demonstrator vessel in the Flagships project, Zulu 06, will be deployed in Paris in 2024. This project was made possible with funding support from the Interreg North Sea Region Programme (Zero Emission Ports North Sea – ZEM Ports NS), Flagships H2020 Project (Clean Hydrogen Partnership), and Netherlands Enterprise Agency (RVO).

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Hydrogen cargo ship ready for operation on the Rhine

Damen cuts steel for Ta San Shang Marine’s new CSOV On the 19th of January, Damen Shipyards conducted the steel cutting ceremony for the new Construction Service Operation Vessel (CSOV) 9020 for Ta San Shang Marine Co. Ltd (TSSM) in Ha Long, Vietnam. This was just two months after the initial contract was signed. TSSM is a joint venture between Mitsui O.S.K. Lines (MOL) of Japan, and Ta Tong Marine of Taiwan. TSSM’s new CSOV will be named TSS Cruiser and will be delivered by Damen by late 2025.

The TSS Cruiser will be chartered to contractors supporting the offshore wind farms near the coast of Taiwan, during both the construction and operational phases. The vessel will be equipped with a motion-compensated gangway that ensures safe and rapid transfers to and from the turbines and substations. It will be highly sustainable with dieselbattery hybrid power generation systems from the outset and prepared for future use of green methanol fuel. The CSOV

9020 has accommodation for up to 120 personnel and ample space for equipment and supplies.

The Damen CSOV will be deployed for offshore wind farms in Taiwan.

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MARKE TS

CHINA IS A SYSTEMATIC RIVAL FOR EUROPEAN DREDGING COMPANIES European dredging companies are more concerned than ever about Chinese competition in the global market and in particular in the European home market of the four largest European dredging contractors, Boskalis, Van Oord, Jan De Nul and DEME. In public tenders for large dredging projects, CCCC-CHC-CDC, a Chinese state-owned company, bids at prices that are sometimes 31.8 per cent lower than those of European competitors.

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everal large infrastructure projects in dredging, bridge construction, and motorways in eastern Europe in particular, have already been carried out by the Chinese, and they are also increasingly successful at acquiring large, strategically important infrastructure companies, especially container terminals in ports such as Piraeus and Genoa, but also a Spanish company developing solar parks, a large Portuguese construction company with € 3.8 billion in turnover in 2022, and the German manufacturer of industrial robot systems Kuka in Augsburg. On 21 November 2023, the European Dredging Association (EuDA), the European interest group for dredging companies, celebrated its thirtieth anniversary, but not without concerns about the future, especially about competition from China. ‘Unfair trade practices are like coastal erosion: if left untackled, they can wear out even the most resilient companies,’ said Paris Sansoglou, EuDA's secretary general in his presentation “European dredgers' challenges inside and outside Europe”.

European home market and a closed Chinese market European dredging companies point out that the European home market is the foundation on which export markets are built. Without a home market, European dredging companies will lose out in no time, the EuDA warns. Especially now that since 2009, Chinese activity in Europe has increased sharply with 2020 being a record year. After that, Chinese competition was inhibited by the Covid epidemic, but last year, the Chinese again made frantic attempts to get their hands on major European infrastructure projects in Poland, Romania and Portugal. For example, the Chinese container shipping company COSCO recently bought into a major Hamburg container terminal. In the first decade of this century, European dredging contractors still got the occasional job in China. Think back to 2007, when Boskalis' megahopper W.D. Fairway was severely damaged after being struck amidships by the MSC Joanna in China, while it was in the port of Tianjin dredging the shipping channel. But since then, European dredgers have been unable to get around in China and, in fact, legislation has simply made it impossible for foreign companies to take dredging contracts in China. Chinese dredging companies have now grown so large that they are also taking on more and more work abroad. Since the beginning of this decade, Chinese dredging companies have also been bidding on projects in Europe. And then it comes down to whether European governments can keep their backs straight in the face of their seemingly very tempting offers. Over the past decade, Chinese dredging companies have increased their market share in the world outside of China from seven to 21 per cent. In Africa, they have even managed to double their market share from 28 to 56 per cent. This growth has come at the expense of European dredging companies.

Foreign subsidies regulation Since 2019, a core majority of European member states and politicians realised the ambiguity of the relationship with China, which they described as a ‘cooperation partner’, ‘negotiating partner’, and ‘economic partner’ as well as a ‘systematic rival’. The problem until now has been that EU states have had no means, in terms of laws or regulations, to counter anti-competitive state subsidies from non-EU states to favour their own companies or industries. But since the middle of last year, the Foreign Subsidies Regulation (FSR) has been in place in EU countries.

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MARKE TS

Its aim is to combat the most distortive foreign subsidies in the EU in acquisitions and public tenders and to create a level playing field. Distortive state subsidies include interest-free loans, unlimited guarantees, capital injections, tax exemptions, tax breaks and other forms of financial support. The FSR applies to acquisitions worth more than € 500 million and public tenders worth more than € 250 million. When the FSR is applied, the forms of anti-competitive subsidies are examined. If necessary, acquisitions or the award of public contracts may be prohibited.

Big difference An example of how the Chinese proceed is the tender for dredging work to deepen the Elbe River. In May 2021, European contractors were surprised by the Chinese dredging combination of CCCC-CHEC-CDC with a bid (€ 31.93 million) that was 31.88 per cent lower than the number two, the combination of Belgian DEME (€ 46.87 million). Jan De Nul and Boskalis were slightly above with bids of € 50 million and € 50.4 million respectively. In the end, DEME got the project, partly because of the deployment of modern, more sustainable vessels. But such a big difference in bids means that the Chinese dive below cost price made possible by Chinese state subsidies and unlimited financing. European companies, which do not have access to solid government support, can no longer compete with that. This is also evident from the presentation at the dredging conference on 21 November by Prof. Cind du Bois, professor of economics at the Belgian Royal Military Academy. According to her, Chinese competition is about “economic statecraft” as a “new” form of warfare. With economic statecraft, China tries to create economic security and independence for itself by controlling strategic markets and wiping out competition.

European security, Du Bois argues that the services industry is also critical to strategic autonomy. And by the services industry, we are talking about dredging and offshore companies like Van Oord, Boskalis, DEME and Jan De Nul. Companies that are also important for the extraction of rare earth materials through deepsea mining.

Challenges and opportunities As far as Du Bois is concerned, the European interest in economic safety presents both challenges and opportunities for European dredging companies, of which the big four have also set up major offshore divisions. Du Bois states that a strong European dredging sector is the answer to a range of economic safety risks. And those who want safety should not shy away from protecting their crucial economic sectors. Cooperation between policymakers and industry is crucial here, Du Bois believes. Now, it is by no means the case that the European dredging sector is already in the danger zone, on the contrary. Sixteen European dredging organisations are members of EuDA, which was set up in 1993. So among the around ninety companies they represent are besides the world's top four, De Boer/Dutch Dredging, Van den Herik, Van der Kamp, and several sand dredging companies.

It is high time for Europe to develop a European economic security strategy

Dangerous dependence 50,000 jobs in Europe EuDA's member companies, through their national interest groups, comprise a combined fleet of 750 seagoing dredgers, notably the large trailing suction hopper dredgers and self-propelled cutter suction dredgers. Offshore installation vessels are not included in this, as Boskalis alone has a fleet of more than 900 vessels. EuDA member dredging companies had a combined turnover of € 10.6 billion in 2022. They accounted for 25,000 direct jobs in that year and indirectly for 48,300 jobs with suppliers. Service companies employed more than 50,000 Europeans. Minus the growing market share for the Chinese, European dredging companies still play an important role in the world with a market share of close to eighty per cent and a combined turnover of € 8.6 billion (2021 figures). Of all the dredging work performed by European contractors, seventy per cent takes place outside Europe with ninety per cent of profits flowing back to Europe.

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Europe, and the European Commission in particular, seems to finally have woken up after it appeared to be completely dependent on Chinese industry, especially during the Covid crisis such as for something as simple as face masks. And now once again, Europe is proving unable to carry its own weight when it comes to defence and the manufacture of ammunition, leaving Ukraine in the lurch by not being able to supply the required ammunition. So, according to Du Bois, it is high time for Europe to develop a European economic security strategy. European countries should arm their economies with government intervention, state aid and coercive measures to guard against economic dependence. Strategic businesses should therefore no longer be sold off to Asian potentates. Supply chains must be flexible and resilient and must no longer become dependent on countries that are economically or politically unreliable.

Critical infrastructure Security of critical infrastructure must be high on the agenda, says Du Bois. Thus, China should not have a say in European ports. Europe must also ensure that its economy remains technologically secure by investing in its own high-tech. Influence, investments and takeovers from politically unreliable states must be prevented. Europe must strengthen and enhance its innovative power and technological and industrial capacities by protecting strategically important companies. But if ports, waterways and flood defences are identified as critical to

Antoon Oosting Freelance maritime journalist and SWZ|Maritime’s editor-in-chief, swz.rotterdam@knvts.nl

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GLOBAL NEWS

First cradle-to-grave assessment

New flags for the black fleet

A study conducted by Lloyd’s Register, Knutsen, Hyundai and Offshore Engineering has measured the carbon emissions generated throughout the entire life of a 174,000 m3 Knutsen newbuild LNG carrier, from raw material extraction to shipbuilding, operation, and demolition. The majority of emissions are created during the operational period, but these can be reduced by about ninety per cent by using zero or low-carbon fuels. Of the overall operations, 79 per cent of GHG emissions are generated through ship operations (tank-to-wake), with 21 per cent attributed to mining and transport (well-to-tank) of the fuels. GHG emissions during the building stage can be significantly reduced if green steel (steel with low or zero GHG emissions at the manufacturing stage) is introduced. The use of renewable energy could also lead to a GHG emissions reduction of around sixty per cent at the yard level. (Splash)

Did you ever hear about the country Eswatini? Probably not. The landlocked African state, better known as the Kingdom of Swaziland, has no maritime administration and no links to maritime bodies. It is developing into a flag state for the black fleet, like Gabon. Right now, more than twelve per cent of the internationally trading tanker fleet is effectively operating outside of the rules-based order and the safety standards set up over the past fifty years. Nearly seventy per cent of the dark fleet has no known P&I cover. Fake recognised organisations, fraudulent insurance entities, sham company registrations and vessel numbering, widespread vessel spoofing and Automatic Identification System manipulation, allow Russia for example to avoid sanctions and make money for its war in Ukraine. Bad for shipping safety and bad PR for shipping in general. (Lloyd’s List)

LNG and its methane emissions

SE Asia’s first tidal power plant

The use of LNG as a marine fuel is rapidly increasing, by some 100 per cent between 2018 and 2022. The Fugitive and Unburned Methane Emissions from Ships (FUMES) project collected the most comprehensive dataset of measured realworld methane emissions from LNG-fuelled ships to date. The resulting report (with contributions from TNO) issued by the International Council on Clean Transportation, contains some interesting conclusions. Low-pressure dual-fuel (LPDF) 4-stroke engines, on average, emit 6.4 per cent methane slip, which is more than twice as much as assumed by the EU and over eighty per cent more than assumed by the IMO. It was impossible to find out whether the methane slip values for high-pressure dual-fuel (HPDF) 2-stroke or LPDF 2-stroke engines used by the EU or IMO are reasonable, because it was not possible during the measurements to isolate methane slip emissions from these engines without interference from LPDF 4-stroke auxiliary engines. From the fugitive campaign, that is, measuring of methane released from cargo operations of LNG carriers, it was concluded that this amount as a percentage of cargo unloaded is small, although relatively greater than the emissions rate from LPDF 4-stroke engines. In its conclusions, the report recommends that the EU and IMO should consider increasing the default methane slip value for LPDF 4-stroke engines to at least six per cent. According to the LNG lobby organisation SEA-LNG, the ICCT’s FUMES study is misleading and too negative. It is evident that this is not the last we have heard on the usefulness of LNG as a fuel to lower GHG emissions. Perhaps a next study on the subject should also consider the emissions of methane during the production of LNG, in other words, an analysis from well to wake. It is understood that especially when LNG comes from fracking operations, the emissions can be high. (International Council on Clean Transportation)

Although tidal power generation is still in its infancy, the number of projects is increasing, such as in the UK. The UK firm Inyanga Marine Energy Group will now build Southeast Asia’s first-ever tidal power plant. It will be located at the remote Philippine Capul Island, along the San Bernardino Strait, wellknown for the strength of its current. The 1-MW project will use Inyanga’s HydroWing tidal stream technology and will be connected to the off-grid network of Capul Island, currently relying on a 750-kW diesel power plant. (Offshore Energy)

Fire fighting in small spaces American Sea-Fire and Fireaway have rolled out the new Sea-Fire AT series, an ‘exceptionally compact’ solution for onboard spaces containing lithium-ion batteries. Sea-Fire AT contains a potassium-based aerosol agent that does not produce harmful levels of CO, CO2 or NOX, resulting in a US Coast Guard approval. It features a detection mechanism that automatically discharges the aerosol agent when ambient temperatures reach fire conditions. Upon release, the space is filled with the aerosol, which quickly suppresses the fire. The SeaFire AT range comprises six models, offering between 0.55 to 18.18 m3 of volume protection. (Ship & Boat International)

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IR WILLEM DE JONG, WILLEM.DEJONG3@GMAIL.COM

Global news gathers news from different media. Our website, www.swzmaritime.nl, also covers global maritime news. Receive the latest maritime news directly in your inbox by subscribing to our newsletter. Scan the QR code now!

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13-02-2024 13:08

SHIPBUILDING

SHIPBUILDING IN 2024

The Big Three and the vulnerability of EU shipbuilding World shipbuilding peaked in 2010 with an all-time record output of well over 50 million compensated gross tonnage (mCGT), followed by a gradual downturn to a level of about 30 mCGT in 2020. The production in 2023 was up again to about 35 mCGT.

he Asian yards delivered well over ninety per cent of the total production in 2023, whilst receiving almost 95 per cent of the new contracts. Production and order intake in 2023 was divided over the building countries in mCGT as

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follows:

China South Korea Japan Europe Rest of the World Total

Delivered 17.5 9.1 4.9 1.7 (4.9%) 1.3 34.5

Orders received 24.9 10.1 4.5 1.1 (2.6%) 1.1 41.7

Output in 2024 is estimated to be about 40 mCGT. Container ships and gas carriers were well represented amongst the newbuilds of last year.

In number of ships China 2403 South Korea 725 Japan 652 Netherlands 431 Turkey 291 Russia 270 USA 218 India 209 Indonesia 189 Italy 182 Bangladesh 152 France 144 Malaysia 122 Spain 107 Vietnam 102 World total 7291

In total mCGT China 55.9 South Korea 36.1 Japan 11.4 Italy 3.1 Russia 2.6 Vietnam 1.2 Philippines 1.1 France 1.1 Turkey 1.0 Germany 0.8 Netherlands 0.8 India 0.7 USA 0.6 Finland 0.6 Singapore 0.5 121.5

The world order book in 2024 The following table gives interesting information about the world order book, with preliminary figures per the 1st of January of this year. With the largest fifteen country order books in respectively number of ships and CGT. The table shows how strongly the world of merchant shipbuilding is dominated by the three Asian giants, China, South Korea and Japan, with roughly fifty, thirty and ten per cent each. The remaining crumbs are, in the form of often small ships, being scrambled together by the

remaining countries. All in all perhaps still a lot of steel and equipment, but nothing compared with the output of the big three. Although the present situation seems frozen and everlasting, the history of shipbuilding has shown that market dominance does not last for ever. During the first ten to fifteen years after the Second World War, European yards delivered almost all merchant ships, with for example the UK producing some fifty per cent of the total

Photo: Damen Shipyards in the Netherlands is one of the few European shipbuilders that is still doing strong (by S.J. de Waard/CC-BY-SA-4.0 (via Wikimedia Commons)).

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SHIPBUILDING

output, whilst countries like Sweden and Germany also showed a large production. Soon, however, Japan expanded its shipyards, becoming the dominant force in the sixties and seventies, producing some fifty per cent whilst Europe was down to about forty per cent. In those years, South Korea and China did not yet figure in the shipbuilding statistics. The Koreans became a shipbuilding power to reckon with after about 1985, followed by China after the year 2000. Japan’s role diminished but, perhaps thanks to their large and loyal local shipowners, maintained a good position, whilst the European yards, certainly after the year 2000, gradually completely disappeared from large merchant shipbuilding, only keeping a strong and so far dominant position in the area of cruise shipbuilding. And although in particular the positions of China and South Korea look pretty solid, changes will occur again. The contenders may be India, Vietnam, Indonesia or other cheap labour countries. One thing looks certain: large merchant shipbuilding will not come back to Europe anytime soon.

be required. Perhaps cabotage rules for certain ship types or trades should be actively considered. Meaning that selected trades within the EU should be carried out with ships built by EU yards. In February 2023, SEA Europe published a paper called: “No strategic autonomy for Europe without its own maritime technology industry”. From this document I quote: ‘Despite several statements and commitments, the maritime technology sector in Europe, particularly shipbuilding, is still waiting for concrete actions to close a unique legal loophole in trade defence instruments that has prevented shipbuilding for over three decades to protect itself against unfair trading practices. Already in 1988, the then European Commission announced actions against trade distortions from Asian shipyards, admitting that it could not refuse to allow this (shipbuilding) industry the trade defence weapons available to other industries. Unfortunately, none of those actions announced have been adopted or ever materialised. As a result, Europe lost its complete merchant shipbuilding and part of its offshore building to Asia, leading to dangerous vulnerabilities and dependencies on Asia.’

Shipbuilding in Europe

Perhaps cabotage rules for certain ship types or trades should be actively considered

Shipbuilding in the Netherlands This article, like the one I wrote in the June 2023 edition of this magazine, concentrates on the situation of EU shipbuilding, as statistically presented by preliminary data from Drewry, Clarksons and Lloyd’s Register for the 1st of January 2024. It is evident from these figures that EU shipbuilding has seen much better times and that, as also reported by SEA Europe, action is required. The situation in the EU is, fortunately, not completely mirrored by the situation in the Netherlands. As explained above, in the other major EU shipbuilding countries, we see a limited number of large shipbuilders mainly active in the field of cruise ships. In our country, we do not have such yards, but do we enjoy a large number of other types of smaller yards active in many different fields. They build all sorts of miscellaneous types of ships, such as yachts, offshore support ships, dredgers, tugs, small ferries of various types, inland dry cargo ships, tankers, passenger ships, fishing vessels, and so on. With versatile shipbuilding in the north of our country, we are still or again able to compete when it comes to building short sea cargo vessels. And there is the positive contribution of the technical and commercial power from the Damen Shipyards Group. Of course, Dutch shipbuilding has changed tremendously since the sixties of the past century. But it did survive and is doing relatively better than in other EU countries. Nevertheless, it also needs knowledge and in particular equipment from other EU countries and is as such strongly connected with the whole EU maritime industry. The two cannot really be separated.

SWZ MARITIME • FEBRUARY 2024

The CGT table on the previous page shows that at present, five EU countries are still present in the list of fifteen largest shipbuilding countries in CGT terms: Italy, France, Germany, the Netherlands and Finland. With the exception of the Netherlands, these countries are mainly, if not almost exclusively, active in the field of passenger cruise ships. The total order book of all EU countries plus Norway and the UK amounts to approximately 8 mCGT; 65 per cent of which is tonnage for cruise ships, and taking the ambition of China in mind, a perhaps vulnerable sector. The remaining merchant ship orders are for small cargo ships, yachts, fishing vessels, offshore support and tugs. No container ships, tankers, Ro-Ro ferries, bulk carriers, gas ships, car carriers or reefer ships. For all these ship types, the EU is dependent on the big three, in particular China. Which for all practical purposes means that for new ships, every European container or other cargo line, product tanker operator or passenger ferry company in the Mediterranean, North Sea or Baltic, depends on yards of the Far East, in practice meaning mostly Chinese yards. The EU should ask whether in this time and age, with the political situation as it is, this may be termed as an acceptable situation. Not only for merchant shipbuilding as such, but also for the necessary expertise to be maintained for naval vessels and for the many and important marine equipment and service companies and organisations being part of our maritime cluster. The application of robots at our yards or the rebirth of subsidy schemes is not expected to help us sufficiently to reduce this dependency. Stronger measures may

Ir Willem de Jong Former Managing Director of Lloyd’s Register London and one of SWZ|Maritime’s editors, willem.dejong3@gmail.com

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AUTONOMY

ROYAL IHC PRESENTS NEXT PHASE IN AUTONOMOUS DREDGING The maritime industry is seeing a trend towards increased autonomy and application of decision support systems in vessel operations. It is a trend that can provide a solution to the crew shortage. It also offers the opportunity to further improve efficiency and safety on board. Royal IHC envisions a future where dredging vessels can operate largely autonomously and remotely from the shore. The development of “assisted autonomy” for hopper dredgers is already underway, where the system takes control of certain operations under human supervision.

C SWZ MARITIME • FEBRUARY 2024

urrently, many developments in the maritime industry focus on taking over control of the vessel from the human crew, and making ships increasingly autonomous. As there is a wide variety of ship types and operations, the development of maritime autonomy has a broad spectrum. At the moment, substantial focus is directed towards ships that are used to perform a dangerous, dull or dirty task because it is expected that these applications will provide the best business case on the short term. Examples of ships that do these kinds of tasks are autonomous minesweepers, survey vessels, ferries and tugs. Alongside the industry organisations such as IMO, IMCA and classification societies are paving the way for rules and legislation.

A main driver for autonomous ships is an increase of safety, an estimated 75 to 96 per cent of marine casualties is attributed to human error (Rothblum, 2000). It is expected that the number of accidents is decreased when autonomous control is introduced. Another driver is related to the supply of seafarers, a study predicts that there will be a shortfall in maritime officers by 2026 (BIMCO and ICS, 2021). When certain tasks can be performed from shore, this will enable mariners to perform their job closer to home, possibly making the job of maritime officer appealing to more people. Autonomous vessels could therefore partly be a solution to close the gap between seafarer supply and demand. When tasks need to be performed that require focus for longer periods of time or processing of large amounts of information, autonomous and decision support systems are deemed to provide a higher operational consistency and efficiency.

IHC, allowing for centralised control of the dredging process from a single desk. Subsequently, in the later part of the 1990s, dynamic positioning and dynamic tracking (DPDT) systems were introduced to automatically control the vessel’s position and speed with high accuracy during dredging, adapting for trail forces and large draught variations (IHC Systems 1996). In 2006, the one-man operated bridge was introduced, making it possible for both the sailing and dredging process of the hopper dredger to be controlled by one person (IHC Holland 2007). In the following years, artificial intelligence (AI) based automation systems were introduced for optimising the dredging process (Osnabrugge et al. 2013 and Mourik et al. 2015). Featuring an adaptive and integrated control approach of the dredging process increasing the loading production during dredging up to fifteen per cent, while at the same time reducing the fuel consumption per m3 dredging production by a similar number. In 2018, Royal IHC started the development of a high-level control system, called “Mission Master”, to further increase the level of autonomy and efficiency of hopper dredgers.

Evolution of dredging automation

Assisted autonomy with the Mission Master

The development of advanced dredging and sailing automation systems for hopper dredgers made significant steps in the last decades. In the early 1990s, the first integrated dredging control systems (DCSs) were developed and implemented on board by Royal

The Mission Master works closely with different automation systems for both the sailing and dredging processes of a hopper dredger to achieve a semi-autonomous workflow. It is integrated with Royal IHC’s in-house developed automation systems, such as the

Drivers for autonomous ships: safety and seafarer supply

The system performs actions, but a supervisor remains on board to confirm decisions

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AUTONOMY

The Mission Master tested on a full mission hopper dredger

Mission Master system overview.

Mission Master Human-Machine interface.

DPDT System, which controls the propulsion and thrusters, and the DCS with dredging assist functionalities for controlling all the dredge equipment. Furthermore, it is integrated with path planning and collision avoidance technology. The figure above gives a system overview of the Mission Master.

the supervisor. The figure shows an example of the Mission Master HMI.

Mission Master’s operational framework The Mission Master operates at automation level A2 – Human delegated, as per Bureau Veritas Guidelines for Autonomous Shipping (October 2019). This means that the system performs actions, but a supervisor remains on board to confirm decisions. The supervisor interacts with the Mission Master through a human-machine interface (HMI), which displays all important vessel and project parameters. The HMI also provides a chart view of the working area with the Mission Master's decisions and intentions. The supervisor can confirm or reject decisions and take over manual operation at any time. Advice from the system, such as dredge paths, can be easily modified and settings can be customised to the specific desires of

DCS with Dredging Assist The Mission Master executes the mission by assigning dredging tasks to the DCS. These tasks include lifting the suction pipes out of the saddles, moving the gantries overboard, lowering the suction pipes and placing the drag head at the sea bottom. During the execution of these tasks, the required dredge and jet pumps are activated while taking care of the desired valve configuration and auxiliaries. All these tasks are executed fully autonomously, but the critical tasks must first be approved by the supervisor before execution starts. During the dredging process, automatic controllers such as dredge pump, drag head visor and loading control are activated. Feedback is provided to the Mission Master regarding the equipment's state. Information is utilised to control the drag head's position relative to the seabed height using the winches. The approach for the unload-

SWZ MARITIME • FEBRUARY 2024

simulator.

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AUTONOMY

ing functionality is similar to the dredging functionality, providing autonomous ability to unload soil through the bottom doors, the rainbow nozzle, or a connected hose. Currently, only autonomous unloading through the bottom doors has been developed. The system controls the bottom doors, jet pumps and jet valves in predefined sequence(s). Approval of the supervisor is requested for starting and for proceeding through the different stages. The system determines when the hopper is empty and initiates ending the sequence accordingly upon approval. At the end of the sequence, the equipment is automatically set ready for transit. Because the supervisor can take over manual operation at any time, special attention is given to seamless transition between autonomous control and manual operation and vice versa. This requires the system to recognise all the process states of the dredge equipment accurately, also in manual control in order to get a smooth transition to automatic control.

DPDT In parallel with the dredging tasks, the Mission Master executes the mission by also assigning sailing tasks to the DPDT system. Mission Master DPDT tasks include transits to and from dredge and disposal areas, following the dredge and disposal paths calculated by the dredge path planner. During the transits, feedback is provided regarding the status of the task, such as the estimated time of arrival at the dredge or disposal area. To execute the transits, a feasible route is generated, which is then translated into waypoints for the DPDT system. Speed set-points are commanded to control the desired vessel's speed at the desired location in accordance with the dredging process.

Dredge path planner SWZ MARITIME • FEBRUARY 2024

Dredge path planning software has been developed, allowing the

REFERENCES • • •

•

BIMCO, ICS (2021), Seafarer Workforce Report, The global supply and demand for seafarers in 2021 IHC Holland (2007), “One-Man-Operated Bridge”, Ports and Dredging, Vol. 167, 14-21 IHC Systems (1996), “IHC Systems and LIPS supply a new integrated Dynamic Track Keeping system on the Pearl River”, Offshore Visie, Vol. 13, No. 3, 18-19 Mourik R. and Osnabrugge J. (2015), “Expected future applications of artificial intelligence on dredgers”, Proceedings of the Western Dredging Association and Texas A&M University Center for Dredging Studies, Dredging Summit and Expo 2015, Houston, USA Osnabrugge J. and van den Bergh P.M. (2013), “Optimising manpower and reducing fuel consumption while increasing dredging production”, Conference Proceedings WODCON XX, Brussels, Belgium Rothblum A.M. (2000), Human Error and Marine Safety, Maritime Human Factors Conference 2000, Linthicum, USA, 2000

hopper dredger to optimise for dredging production and fuel consumption. During mission planning, the system calculates optimal dredge and disposal paths within the allocated area, taking into account weather conditions such as current, waves, and wind. Measurements related to dredging production are stored specifically linked to the drag head's position. This incorporation allows the inclusion of previous dredge cycle information in the dredge path planner. With each dredge cycle, more information becomes available, further optimising the dredge path planning.

Collision avoidance A collision avoidance module, utilising AIS, radar and vision sensors, incorporates the functionality to adjust the planned route to ensure compliance with the Convention on the International Regulations for Preventing Collisions at Sea (COLREGs) or local regulations. Also taking into account the manoeuvrability of the vessel affected by hopper load and environmental forces. The initial implementation will be an advisory system to validate that the planned routes are realistic and in accordance with regulations. In a next version, the collision avoidance rerouting waypoints are interfaced to the DPDT system where it can be executed after supervisor approval.

Enhancing functionality and user experience The Mission Master has been tested on a full mission hopper dredger simulator to identify any potential issues that may arise when installed on board a real vessel, see the picture. Simulating the complete mission in a realistic operational environment allows for verification and testing of the Mission Master's proper functionality across various scenarios. The simulator has proven to be a valuable tool in the design process of the Mission Master, as the ability to comprehensively test interacting systems has already resulted in numerous design improvements. Additionally, the user experience of the system can be evaluated and finetuned. Feedback from skippers and supervisors is gathered to determine necessary feature additions or modifications. The goal is to deploy and start testing and validating the Mission Master on a real hopper dredger soon.

Jeroen Peters Manager Engineering Systems at Royal IHC, jdpa.peters@royalihc.com

Jacco Osnabrugge Manager R&D Systems at Royal IHC, j.osnabrugge@royalihc.com

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RESEARCH RUBRIEK

DEPTH OR BOTTOM

Understanding ship behaviour in fluid mud will lead to new regulations Ship sizes are increasing at a fast rate, but the ports are not growing as quickly. This trend leads to new challenges for navigating in ports. More often, ships are sailing close to or in mud and this changes the way a ship manoeuvres. Experienced mariners know how a ship reacts, but good models to be used in simulations and practice, are yet to be made. The TU Delft is conducting research to create these models. research to come on the subject of manoeuvring in mud, as well as the outcomes of this research.

MUDNET MUDNET was founded by a group of scientists from the TU Delft in 2015 as an academic platform in which different disciplines of the TU Delft could be combined to create more knowledge around the topic of mud. In total, four different sections of the faculty of Civil

low pressure

SWZ MARITIME • FEBRUARY 2024

he research is performed by the academic platform called MUDNET, a collaboration between disciplines at the TU Delft, all conducting research around mud. Stefano Lovato, project manager at MARIN and PhD on this topic, Geert Keetels, assistant professor at the section of dredging engineering at the TU Delft, and Alex Kirichek, assistant professor at the section of ports and waterways at the TU Delft, provided SWZ|Maritime with some insights into the research done and the

Low pressure and an increase in flow speed underneath the ship in shallow waters (above), undulation of the mud-water interface when sailing in or close to mud (underneath) (all pictures from the PhD dissertation Sailing through fluid mud as mentioned under the references).

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SWZ MARITIME • FEBRUARY 2024

Engineering and Geosciences and the faculty of Mechanical Engineering (the previous faculty of 3mE) work together in the platform. The aims of this consortium are to endorse the cooperation of different disciplines at the university, create a centralised platform with the research findings on mud and to create new dredging and waterway maintenance strategies. There are several partners the platform works together with, including the Port of Rotterdam, Hamburg Port Authority, Deltares and Rijkswaterstaat. Within the platform, ten main themes are being researched, reaching from rheological properties of mud to the interaction between mud and micro-organisms and from the behaviour of mud in space over time to sailing through fluid mud. Sailing through fluid mud is researched under the NAUTIMUD theme, one of the ten themes in MUDNET. NAUTIMUD is sponsored by the NWO, Dutch Research Counsil, and was granted in the Top Sector Water call in 2016. In this theme, computational fluid dynamics (CFD) research is done to create a model that can describe the flow of mud around the hull of a ship. The CFD code used is ReFRESCO, which is a viscous-flow multiphase CFD code developed by MARIN to be used with air and water. Mud, however, is a non-Newtonian fluid. This means that the ReFRESCO code has to be adapted in order to create a working model. In the past, model tests would have been conducted in towing tanks to reveal the behaviour of a ship. This is both costly and time consuming. Combined with the fact that it is not yet clear how to extrapolate results from model to full scale, CFD is preferred. With a well-functioning CFD model, fullscale tests can be done, which provides a lot of possibilities. However, to ensure a CFD model that works properly, model tests in towing tanks are still done to validate the model.

Sailing through fluid mud A ship sailing through shallow waters with a solid bottom experiences effects on its hull. When sailing in shallow waters, water flows faster between the keel and the bottom. According to Bernoulli’s principle, this causes the pressure to drop. Due to the lower pressure underneath the hull, the vessel sinks a little bit deeper in the water and trims. The higher velocity of the water underneath the hull leads to a higher resistance of the ship. There is also the risk of running aground or reduced manoeuvrability when the ship sinks further into the water. The reduced manoeuvrability for instance translates to a bigger turning circle for ships in shallow waters. When sailing through mud, a vessel experiences similar effects as in shallow waters with solid bottoms. The effects can be even stronger. Apart from these effects, there are also effects that only occur when sailing through mud. When sailing through mud, with a negative under keel clearance, the ship experiences a lot of resistance on the part of the hull that is sailing through the mud. Mud is a highly viscous liquid and the friction between the hull and the mud causes this resistance. Sailing through mud is like sailing through jam or yoghurt. This also means that when the ship is accelerating from zero, there is an initial yield stress that has to be overcome. And if you stop, you might not be able to start up again.

mud water mud A scenario simulated with CFD. The mud and water are assumed to be immiscible. Notice the difference of the density and viscosity of the water and mud.

Another effect is caused by the undulation of the mud-water interface. This can happen with negative and with positive under keel clearance. When the ship’s speed matches critical values, close to the celerity of the internal waves on the mud-water interface, the internal waves can significantly change the pressure distribution around the hull. This causes difficulties when manoeuvring. The same effect can be found at places where there is a big difference in temperature and salinity of the water and is also called the deadwater phenomenon. Another effect of the undulation is an obstruction of the flow to the propeller, which causes a drop in its efficiency, and, thus, has an effect on the ship's manoeuvrability. The viscosity of the mud is also of importance. A high viscosity mud behaves more like a solid bottom. This means that there may be less resistance, however, there is a stronger influence of the shallow water effects. To create a proper understanding of these effects on a ship and to create a working CFD model, multiple studies are taking place within the programme. Firstly, the behaviour of a plate moving through and above mud was researched and more recently a paper was published on the analysis of the full-scale resistance of an oil tanker in the presence of a mud-water interface. Next steps will be researching the effect of mud on propulsion and manoeuvring.

Sailing through mud is like sailing through jam or yoghurt

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RESEARCH RUBRIEK

Propulsion is difficult to analyse, because the flows around the ship and the disturbance caused by the propeller have a lot of effect on the mud. On this topic, other themes in MUDNET come into play. The knowledge collected in the RHEOMUD theme, focused on the flow behaviour of mud, and the knowledge collected in the 4DMUD theme, focused on the transport and settling of mud, is used to create a better understanding of the behaviour of mud in these situations. Mud can have lots of different consistencies, resulting in different densities and viscosities. The density does not change analogue with the viscosity. Different types of mud with the same density can behave differently. With the knowledge of the way mud settles and its consistency, the CFD model can be improved.

Knowing how ships react in different kinds of mud, allows for alterations in regulations and guidelines

REFERENCES •

New dredging policies A working model can be used in simulations at for instance MARIN to train mariners and pilots and to review and update existing harbour guidelines and regulations. Insights from SONIMUD, a theme of the MUDNET programme, are used in this part of the research. Almost all ports in Europe use the density of mud to define the dredging criteria and the nautical bottom. It was the most convenient way to measure the depth in the 1970s and 1980s, when ships started to grow fast. Nowadays, better ways of monitoring the mud have been developed. Within SONIMUD, research is done on measuring the yield stress of mud using fibre-optics. These measurements can be done with sensors and eliminate the use of monitoring ships. Because the density does not say anything about the viscosity of the mud, measuring the yield stress gives a lot more insight. Knowing how ships react in different kinds of mud and having real time data of the yield stress of the mud, gives room for alterations in the regulations and guidelines. Dredging is costly and energy consuming. So there would be a lot of benefits reducing this activity so

•

Lovato, S., Sailing through fluid mud - Verification and validation of a CFD model for simulations of ships sailing in muddy areas, PhD dissertation, TU Delft, 23 February 2023, https://www.marin.nl/publications/ sailing-through-fluid-mud Lovato, S., Toxopeus, S.L., Settels, J.W., Keetels, G.H., Kiricheck, A., CFD analysis of the full-scale resistance of an oil tanker in presence of a mud-water interface, Ocean Engineering, Volume 294, 15 February 2024, https://www.marin.nl/publications/cfd-analysis-of-thefull-scale-resistance-of-an-oil-tanker-in-presence-of-amud-water-interface

SWZ MARITIME • FEBRUARY 2024

water

long as it is safe for the ships to manoeuvre. However, more resistance caused by mud also causes more emissions of the vessels in port. It is a puzzle that has to be solved. Further knowledge can also change policies for tug assistance and even the location and power of bow thrusters on ships that enter without tugs. Combined with the weather forecast and wind conditions, it can also lead to more dynamic regulations. A certain wind speed might be safe in combination with mud in condition X, but could cause an uncontrollable situation with mud condition Y at the same nautical depth. Therefore, PIANC, the Permanent International Commission for Navigational Congresses, has already proposed a difference in the nautical depth and the nautical bottom. The last one depending on the effects on manoeuvrability caused by the rheological properties of the mud. A good understanding of the behaviour of a ship sailing in mud will lead to a good definition for the nautical depth, better operating guidelines, and an optimal maintenance strategy for harbour authorities.

Bas Lenferink Maritime Technology student at the TU Delft and one of the editors of SWZ|Maritime, lenferinkb@outlook.com

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13-02-2024 12:53

WASTE HEAT RUBRIEK

SUSTAINABLE SOLUTIONS FOR DREDGING VESSELS Harnessing waste heat for efficiency

imiting global warming requires the maritime sector to transition to a more efficient and sustainable operation. It is crucial to reduce harmful emissions such as nitrogen oxides (NOX), but also greenhouse gas emissions, including amongst others carbon dioxide (CO2) and methane (CH4), to mitigate the global temperature rise [IPCC, 2021]. Various legislative initiatives, such as the IMO Green House Gas strategy and the FuelEU Maritime Regulation, are currently in effect or under discussion for the dredging industry. All dredgers in operation and the majority under construction are powered by diesel or dual-fuel engines. Despite their robustness and high power density, these engines emit greenhouse gases and harmful emissions and waste significant energy in the form of heat during operation. Engine manufacturers optimise their engine design to improve efficiency and reduce emissions, but still fifty per cent or more of valuable fuel energy is lost as heat through mainly the exhaust gas and cooling water loops. A large increase of engine efficiency is not expected and the upper limit is given by the Carnot theorem. It defines the maximum efficiency that can be obtained in a cycle between a hot and a cold medium. Therefore, fuel cell technology and future fuels are critical for a sustainable maritime future. However, for at least the coming decade, internal combustion engines are expected to remain the primary power source for dredgers due to relatively high and dynamic power demands. Other options must be explored to reduce the fuel consumption by turning waste heat into a useful energy stream. Most larger dredging vessels already have a thermal oil system to capture heat from the exhaust gases primarily meant for heating heavy fuel oil bunkers. Additionally, the thermal oil could transport heat in the vessel for heating purposes. Saturated steam is another heat transfer medium, primarily employed for larger heat demands, and finds its application in cruise vessels for heating, ventilation and air conditioning (HVAC) systems, swimming pools, galley, laundry services, and in ice class vessels for de-icing purposes. The second law of thermodynamics states that energy is not only defined by its available quantity, but also by its quality. The hot water cooling flow from the engine is large in quantity, but low in quali-

ty due to its relatively low temperature of ~85°C. Therefore, the amount of work that can be obtained from cooling water is low. Exhaust gas typically represents 25 per cent of the fuel energy and is the waste heat flow with the highest energy recovery potential, due to its high temperature and high mass flow. Approximately 75 per cent of the total waste heat of a marine diesel engine that can be converted into work can be found in the exhaust gas. One day, client focus and legislation will push the dredging industry to more sustainable fuels or more expensive fuels due to carbon taxing. These fuels may not require any heating or a much smaller amount, as is the case for biofuel FAME, than the traditionally used heavy fuel oil. Then, the value of the waste heat becomes significant and a business case arises to increase the system efficiency with any waste heat recovery technology applicable. Prerequisites that should be taken into account for maritime application of any waste heat recovery technology [Sing (2016)] are: • High efficiency; • High power density; • Able to handle transients in heat source and sink; • Adaptable to changing vessel operational profile; • Easy to integrate with other systems aboard; • Reliable in operation; • Smaller footprint, space and weight; • Safe in operation. Two main pathways are discussed: “heat to electricity” by making use of engine exhaust gas heat and “heat to cold” making use of engine cooling water heat.

SWZ MARITIME • FEBRUARY 2024

Sustainability of the engine room is becoming more important, leading to an increased focus on measures to minimise energy losses. In addition to the current emphasis on efficient selection of engines, electricity generation and consumer components, what are the options for waste heat recovery?

Heat to electricity Heat can be converted into useful work and, thus, electricity with thermodynamic cycles, such as the Steam Rankine Cycle (SRC) using water or an Organic Rankine Cycle (ORC) using organic working fluids. The working principles of both closed loop cycles are similar (figure 1): a pressurised fluid is evaporated and superheated with heat, it is expanded in an expander device, such as a turbine, it condensates with a cooling medium, such as sea water, after which it is pressurised with the circulation pump for evaporating again. The

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RUBRIEK WASTE HEAT

main difference between the SRC and ORC is the choice of the working fluid as it influences the system performance, system layout and operational parameters. The working fluid used in the SRC is demineralised water, while in an ORC typically refrigerants are used, which must comply with environmental and marine safety requirements, such as flammability aspects and toxicity. The organic working fluids in the ORC, particularly R245fa and R1233zd(E), have a lower boiling temperature (15-20°C) compared to water with 100°C under atmospheric pressure. Both water as well as organic working fluids are pressurised to increase the boiling temperature to match with the waste heat temperature. The SRC uses water that is evaporated at approximately 170°C and then further superheated to approximately 275°C. In contrast, the organic working fluids are evaporated to and superheated at 140°C to avoid thermal decomposition risks when directly heating organic working fluids with exhaust gases. ORC units use an intermediate thermal oil or hot water heating loop (150-180°C). This allows for standalone ORC systems to be placed on the vessel where it fits. On the other hand, the Carnot theorem indicates that the thermal efficiency of the SRC will be higher than for the ORC, based on the higher temperature levels between the superheated working fluid and the cooling medium sea water. The cycles not only convert heat into work, but also require energy

Thermal efficiency Based on a simulation study for a maritime ORC and SRC over the engine load range [Westhoeve (2022)], typical thermal efficiency of the ORC was found to be on average eight per cent and for the SRC sixteen per cent between the heat that enters the cycle and the net

SWZ MARITIME • FEBRUARY 2024

Exhaust gas is the waste heat flow with the highest energy recovery potential

to pressurise the working fluid from the condenser pressure to evaporation pressure. In an ORC unit, the circulation pump pressurises the working fluid to over 20 bar (g), consuming ten to fifteen per cent of the expander power output. In a maritime SRC, a steam pressure of about 7 bar (g) is used, resulting in a feed water pump using less than one per cent of the steam turbine power output. Maximum work of the expander/steam turbine is obtained when the working fluid condenses just above the cooling medium's temperature (usually seawater). For the SRC, a vacuum condenser is required to lower the condensation temperature from 100°C to around 35°C such that the water is in vapour state leaving the expander/ turbine. The ORC system, however, requires a condenser pressure of approximately 1 bar (g) to raise the condensation temperature from 15°C to 35°C, otherwise, the refrigerants stay in gas phase. The simplicity of the ORC compared to the SRC cycle (figure 1) is possible due to the relatively small difference in specific volumes between the liquid and vapour phases of organic working fluids, enabling heating, evaporation, and superheating in one heat exchanger [Mondejar et al., 2018]. In contrast, the SRC typically needs a separated evaporation and superheating configuration where water flows from the steam drum through the economiser, with heat from exhaust gases creating a mixture of saturated liquid and saturated steam. The steam drum separates saturated water from steam before the latter flows through the superheater and steam turbine. A benefit of the SRC is that saturated steam can be taken from the steam drum for other heating purposes on the vessel.

Figure 1. System overview of Steam Rankine Cycle (left) and Organic Rankine Cycle (right) [Westhoeve (2022)].

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WASTE HEAT RUBRIEK

Mixture side

Water/Coolant side

Exhaust

Sea water 90-95°C

Thermal oil

85-90°C (g)

Generator

40-50°C (l)

Condenser

80-85°C

Heat exchanger

HT water

Engine

Strong solution Weak solition Coolant

75°C

Lower vacuum Higher vacuum

Absorber

4°C (g)

Evaporator

4°C (l)

Figure 2. Schematic overview of the

13°C

working principle of an absorption modified from [Fulpen (2016)].

electrical power output, including circulation pump losses. The fuel saving was found to be in the order of five to seven per cent with the SRC and three to four per cent with the ORC. The difference between the ORC and SRC is due to the temperature level of the superheated working fluid of 140°C in the ORC while 275°C is reached in the SRC. One generic trend in fuel saving was found and this is related to the exhaust gas temperature. The highest fuel saving was found for engines with high exhaust gas temperatures, such as high-speed engines or LNG dual-fuel engines using gas mode. The lower the exhaust gas temperature, the lower the maximum fuel saving percentage. This matches with the thermodynamic concept of energy quality (exergy). An example of a dredging vessel using steam waste heat recovery technology is the self-propelled cutter suction dredger Spartacus of the Belgium contractor DEME. The total installed engine power is 44 MW while the steam turbine could provide 2 MW of additional power from exhaust gas waste heat of the dual-fuel main engines [Dredging Today (2023), Royal IHC (2023)].

Heat to cold The HVAC systems require chilled water for cooling means of the vessel. The electric chiller can be found in many air conditioning and cooling devices, from fridges in households to marine air conditioning systems. These chillers use an electric compressor to pres-

Sea water

8°C

Chilled water

surise refrigerant, which is then cooled and heat is put in sea water. The refrigerant expands, evaporates, and extracts energy from the circulated medium, often being chilled water. The installed compressor power of the chiller plants typically represents one to three per cent of the total installed engine power. This may seem unimportant, however, in the context of the energy transition, energy savings need to be examined on all fronts. Absorption chillers are proposed as a “green” alternative to electric chillers as these use heat as driving force instead of an electrically driven compressor. It relies on a thermodynamic cycle that makes use of a mixture consisting of absorbent and a refrigerant. The refrigerant is evaporated out of the mixture, expanded and absorped in a mixture. Absorption chillers do not use conventional refrigerants with high Global Warming Potential found in electric chillers or any conventional air

The energy transition will greatly impact the engine room setup of dredging vessel designs

SWZ MARITIME • FEBRUARY 2024

chiller (by Jan Westhoeve,

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RUBRIEK WASTE HEAT

a design perspective. Due to this vacuum, there is a risk of air leaking into the system. When lithium bromide water mixture is exposed to dissolved oxygen, it becomes highly corrosive to metals like carbon steel and copper. Proper designs create and maintenance keeps a sealed environment, slowing down corrosion rates in the presence of minimal oxygen. Long life requires strict operation and maintenance, solving of any leakages to prevent oxygen entering the absorption cycle. It is advised to inert the whole system with nitrogen to avoid corrosion when shutting down the absorption chiller for longer times (cold layup). Preventing crystallisation is a challenge in lithium bromide water mixtures, and is initiated by surpassing the solubility limit of the mixture. This can happen if the solution temperature drops below the minimum and/or if the mixture concentration increases. Operating the absorption chiller outside its design conditions can lead to wet solids settling, potentially causing blockages in internal piping, especially at the outlet of the heat exchanger between the generator and absorber. Despite efforts in absorption chiller design to prevent crystallisation, it can still occur under certain conditions. For dredging vessels in particular, the effect of varying available heat input due to varying engine loads over the dredge cycle is to be considered.

conditioning system. Instead, they use water mixed with either ammonia or lithium bromide (LiBr), with the latter being common and safer. Lithium bromide water mixtures are widely used for cooling in absorption chillers, but it only operates above freezing temperatures (0°C). Ammonia/water has been used since the late 1800s and can cool to much lower temperatures. However, due to ammonia's toxicity, it is limited to well-ventilated spaces and requires safety precautions. The absorption chiller system (figure 2) operates with two vacuum levels maintained by pumping out any gases from the vapour spaces and is divided into an absorbent/mixture and refrigerant/coolant side. This gives four areas with different fluid mixtures or gases and vacuum levels. The cycle starts in the generator with evaporating some water out of the mixture by using 90-95°C cooling water heat of the engines. The obtained water vapour is condensed with sea water in the condenser. The cooling effect of the absorption chiller is obtained in the evaporator due to the expansion of condensed water back to vapour because the evaporator has a higher vacuum than the condenser. Chilled water from the vessel is fed through the evaporator to cool down. The water vapour is absorbed into the LiBr water mixture in the absorber. A small circulation pump brings the mixture fluid back to the generator where the water is again partly evaporated out of the mixture by using waste heat of 90°C of the engines. Typically, this temperature cannot be reached with high-temperature cooling water of the engine alone, so some heating with thermal oil is to be expected.

Cooling efficiency and drawbacks The cooling efficiency of a chiller is expressed with the coefficient of performance (COP) and is defined by the cooling capacity divided by the required amount of energy input. In an energy-efficiency competition, electric chillers will beat absorption chillers every time. A COP of >3.0 can be reached in land-based refrigerator systems and 2.5-3.0 are known for maritime electric chillers. Absorption chillers reach only a COP of 0.7-0.9, so more heat energy is required than the cooling capacity generated. But in turn, absorption

Preventing corrosion and crystallisation

SWZ MARITIME • FEBRUARY 2024

The vacuum levels of the absorption cycle must be such to obtain a vapour phase in the evaporator with water of 5°C to cool the chilled water. This corresponds to a water vapour pressure of 0.009 bar (a). This low pressure/high vacuum introduces several challenges from

REFERENCES •

•

Dredging Today (2023), The world’s most powerful CSD proves success in Egypt and Portugal, from: https://www. dredgingtoday.com/2023/03/30/the-worlds-most-powerfulcsd-proves-success-in-egypt-and-portugal/, accessed January 2024 Florides G.A., Kalogirou S.A., Tassou S.A., Wrobel L.C. (2003), Design and construction of a LiBr-water absorption machine, Energy Conversion and Management, vol. 44, pp. 2483–2508 Van Fulpen A.J. (2016), Efficient Design of Maritime Chiller Configurations, Master’s thesis, Delft University of Technology, Delft, the Netherlands IPCC (2021), Climate change 2021: The physical science basis, Contribution of Working Group I to the Sixth Assessment Report of the Intergovernmental Panel on Climate Change, Cambridge University Press, Cambridge, UK Mondejar M.E., Andreasen J.G., Pierobon L., Larsen U., Thern M. and Haglind, F. (2018), A review of the use of

•

organic Rankine cycle power systems for maritime applications, Renewable and Sustainable Energy Reviews, 91, 126-151, https://doi.org/10.1016/j.rser.2018.03.074 Singh D.V. & Pedersen E. (2016), A review of waste heat recovery technologies for maritime applications, Energy Conversion and Management, Vol. 111, 315–328 Westhoeve J.A., Mestemaker B.T.W., van Biert L. and van der Blom E.C. (2022), Effect of Waste Heat Recovery Systems on the Fuel Economy of Dredging Vessels, WODCON XXIII, Copenhagen Royal IHC (2023), Fuel efficiency improvement with waste heat recovery, from: https://www.royalihc.com/dredging/ innovations/fuel-efficiency-improvement-waste-heatrecovery, accessed January 2024 Dredging Today (2023), The world’s most powerful CSD proves success in Egypt and Portugal, from: https://www. dredgingtoday.com/2023/03/30/the-worlds-most-powerfulcsd-proves-success-in-egypt-and-portugal/, accessed January 2024

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WASTE HEAT RUBRIEK

chillers require a very low electricity demand, and waste heat is already abundantly available aboard dredging vessels. As said, absorption chillers need heat, and this is also the big downside. We have to check if there is sufficient heat available when the vessel is not in full operation, such as in harbour. One way to tackle this, is to use a hybrid chiller setup with overcapacity of sixty per cent electric chiller and sixty per cent absorption chiller capacity. Or any mix that is based on how much cooling is needed and how much waste heat is available over the operational profile. Another drawback is that an absorption chiller takes about three times more space and weight compared to the conventional electric chiller technology. In general, absorption chillers are relevant systems to consider from an energy transition perspective. Specific applications where absorption chillers have a substantial advantage over electric chillers are [Florides et al. (2003)]: • Expensive or unavailable power; • Sufficient waste heat available from cogeneration plants; • Very low acoustical and/or vibration requirements; • A natural refrigerant. Taking these specific applications in perspective, more absorption chillers are expected in maritime industry as cooling can be provided by using waste heat flows, with less electrical power demand, reducing fuel consumption and harmful and greenhouse gas emissions, and without any environmental refrigerant restrictions. The technology is available for maritime application, however, not many

vessels equipped with the absorption chiller are known by the writer, especially not in the dredging industry.

Business cases will arise The maritime energy transition will greatly impact the engine room setup of dredging vessel designs. Waste heat recovery systems can cut some fuel consumption and enhance energy efficiency by converting high quality exhaust gas heat into electrical power. Hybrid chiller setups can provide chiller capacity by using the high temperature cooling water heat if available and fall back on electric chiller capacity in low load operations. These unconventional systems are to be explored in the context of the maritime energy transition. For the dredging industry, business cases are there, or will arise for European waters with carbon taxing, local emission regulation and more expensive alternative fuels in coming decade.

Jan Westhoeve Energy & Emissions Engineer at marine contractor Van Oord, develops sustainable energy solutions for the company's fleet, jan.westhoeve@vanoord.com

SWZ MARITIME • FEBRUARY 2024

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SWZ MARITIME • FEBRUARY 2024

SHIP IN DE TAIL

HEGEMANN V USES LATEST SOFTWARE IN DREDGING CONTROL The German Hegemann-Reiners Gruppe ordered the Hegemann V (yard number 219, IMO 9917206) at Kooiman Marine Group in Zwijndrecht in June 2020. The Hegemann V is a trailing suction hopper dredger, designed to operate at a shallow draught and to dredge inland waterways and ports. When in operation, the vessel uses modern software to optimise the dredging process.

ooiman Marine Group is a company with a rich shipbuilding history, nowadays known for its custom built ships, optimised for a specific deployment activity. The company produces a broad range of ships, from inland vessels to fishing vessels, and they are also active in ship repair and con-

version. The Hegemann V is not the first dredging vessel built by Kooiman Marine Group. For instance, the shipyard also built Van Oord's water injection dredgers Maas and Mersey (2021) followed by the Rijn and Rhone, which are currently being finalised, as well as other bigger dredging vessels, including the Reimerswaal.

Photo: The Hegemann V complies with the Tier III emission rules and is allowed to sail with unrestricted navigation and to dredge 15 miles from shore or 20 miles from port.

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SHIP IN DE TAIL

terdam. The hull was launched on the 18th of January 2022, after which it was towed via the Danube to the Romanian port of Constanta. From there, the Hegemann V was towed to Zwijndrecht. The dredger arrived here on 23 February 2022, and the last phase of construction continued. The last sea trials were at the end of January 2023 and in the summer of 2023, the ship was delivered.

Design and building of the hull After the order was placed at the end of June 2020, Kooiman Engineering, part of Kooiman Marine Group, started the design phase. They worked closely with Hegemann-Reiners and HollandMT. HollandMT was a new partner for Kooiman. Hegemann-Reiners had some requirements for the dredging pumps and HollandMT was able to meet these. The keel was not laid at the Kooiman shipyard in Zwijndrecht, but at the Kladovo shipyard in Serbia. A shipyard also known for building the Ab Initio, the new training vessel for the STC (an educational and research institution for the shipping, logistics, transport and process industries) in Rot-

Every operation can be controlled from a touchscreen located centrally on the bridge

The dimensions and tonnages of the Hegemann V are: Loa (Lpp) x B x D = 75.9 (70.0) x 15.8 x 5.5 metres, 2446 GT, 733 NT and 2700 DWT. The maximum draught is 4.50 metres. The vessel is designed according to Bureau Veritas class rules and is registered as a hopper dredger. It complies with the Tier III emission rules and is allowed to sail with unrestricted navigation and to dredge 15 miles from shore or 20 miles from port.

Accommodation

SWZ MARITIME • FEBRUARY 2024

Dimensions and classification

The vessel has accommodation on the aftship for eight crew and two guests in eight single cabins and one double cabin. Apart from the mess room and galley, there is a changing room and a treatment room for medical emergencies. The controls for navigating the ship as well as the controls for the dredging operations are located on the starboard side of the bridge. This is done to ensure a good overview of the suction tube, which is located on the starboard side, during dredging operations. Navigating and dredging can be controlled either combined by one person or depending on the conditions of the dredging job by two persons.

Energy supply and propulsion The ship is powered by three diesel-electric generators providing

SWZ_SB.indd 25

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s ch ee

we r f

SHIP IN DE TAIL R GEB

MAX DREGING DEPTH UPPER PIPE ONLY: 14 M (ESTIMATED)

12670 below Base

45°

RAISED QUARTER DECK

COAMING DECK

MAX DREDGING DEPTH AT EMPTY DRAUGHT: 26M (ESTIMATED)

SWL 3T

50 kN

SWL 3T

50 SW kN L

SWL

STEP

2x WASHER

LOCKER 2X DOOR

SHOWER

DRYER

LOCKER 2X DOOR

LAUNDRY 4 m2

LOCKER 2X DOOR

FRIDGE

LOCKER 2X DOOR

SHELVES

2000x900 Nursing care bed Wheeled

CHANGE ROOM 7.9 m2

Filling/Discharge Station Medical Refr.

PROVISION STORE 7.5 m2

TREATMENT ROOM 1P 8.9 m2

TV 32"

Wash Trough

LOCKER 2X DOOR

BOOK SHELF

Toilet

750

FREEZER

SHELVES

FREEZER FREEZER

SHELVES

Medic. Locker (owner supply)

LOCKER 2X DOOR

STEP

BENCH

TV 32"

STEP

LOCKER 2X DOOR

Off. deck

STEP

LOCKER 2X DOOR

Wash Trough

WT door 1800x800

BOOK SHELF

A0 Corridor

A0 700 OVEN/PLATE

CREW 1P 8.4 m2

GALLEY 10.8 m2

FUNNEL

WASH BASIN

Racks

Corridor

FRIDGE

Off. deck

SHOWER 2100x900

Engine room

DN A0

LOW CABINET

WT door STEP SILL 600

SHOWER STORE

WASH BASIN

CREW 1P + SPARE 8.4 m2

A0 Cable trunk

FRIDGE

BOOK SHELF TV 32"

SWZ MARITIME • FEBRUARY 2024

SWL 3T

WT door

Hager VU60NC

2100x900 BOOK SHELF

MESS ROOM CREW+OFFICERS 25.2 m2

CREW 1P 8.4 m2 TV 32"

RELAX AREA

SHOWER

STEP STEP

WT door

SWL 3T

SWL 50 kN SWL 3T

SWL 3T

TWEENDECK Box coolers

Racks

Dirty. Oil 6.4m³

CO2 ROOM

Fuel oil Day tk. 6.4 m³

Fuel oil overflow 6.4m³

WT door Void above tanks to be kept closed at sea

1 1/4"

Workbench

Safetec pumpstarter

Module cabinet

WORKSHOP/STORES

Esc. to open deck

Fresh water 28.5m³

Fuel 53m³

Fuel 57m³

Fuel 28m³

WT door Void above tanks to be kept closed at sea

c.a. 2000 a.b.

Welding table

DN Urea tank under 13 m³

Stor e Ha tch

WT door Void beside hopper to be kept closed at sea

ENGINE ROOM ENGINE ROOM

PUMP ROOM

RES

Sum

Lub.oil under 7m³

Fuel oil leakage 1.2m³

Fr25

FUEL MANIFOLD FUEL MANIFOLD

BILGE MANIFOLD

ca. 4000 a.b.

ER MA VED IN T EN O GIN BU ES

ILD

IN/O

BILGE MANIFOLD

A60

THRUSTER ROOM

Bilge water holing tk. 10m³

+ 2000

Workbench with ships pc and AMS monitor

400-230V AC Aft

Cable shaft

400-230V AC Aft

Spud

SWITCHBOARD ROOM ENGINEER OFFICE 480V AFT

A60

Urea tank under 13 m³

Esc. Battery Deico 2000*600*2400 l*b*h

Esc. PS Drive Aft

HPU Fuel oil Day tk. 6.3 m3

SB Drive Aft

STORES

Racks

Sewage 22m³

Fuel oil overflow 6.3m3

WT door Void above tanks to be kept closed at sea

Fresh water 28.5m³

Fuel 53m³

Fuel 57m³

Fuel 28m³

WT door Void above tanks to be kept closed at sea

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SHIP IN DE TAIL

TOP DECK 16250 AB

Scheepswerf Gebroeders Kooiman B.V.

BRIDGE DECK INSIDE WHEELHOUSE 13500 AB

BRIDGEDECK DECK 12500 AB

OFFICERS DECK 9400 AB

Scheepswerf Gebroeders Kooiman B.V.

COAMING DECK 7500 AB

1930m³@1,4 = 2700 ton

RAISED QUARTER DECK 6500 AB

1500m³@1,8 = 2700ton MAIN DECK 5500 AB

MAIN DECK 5500 AB

SUMMER DRAUGHT

100

105

110

115

Fuel

40°

Fuel TANK TOP 900 AB

TANK TOP 900 AB

TANK TOP 800 AB

120

BRIDGE DECK MAIN DECK Emergency generator

Esc.

PPER TED)

Docking station

Spud

Esc.

Void

105

110

115

120

serverrack

STORAGE

serverrack

Off. deck

Technical space/ Survey equipment

Nautical officer

Survey office

KEYBOARD

Emer. Esc.

FWD

ECDIS

STORAGE

30 WHEELHOUSE 70.3 m2

WASH BASIN

100

STORAGE

REFRIGERATOR

GMDSS station

Pipe operator

FWD

Bookshelves

PAINT STORE

OFFICERS DECK up

Main Dimensions:

5T SWL

up 5T SWL

Vent E.R. SHOWER

SHOWER TV 32"

CHIEF ENGINEER 9.4 m2

TV 32"

BOOK SHELF

2nd ENGINEER 8.6 m2

BOOK SHELF TV 32"

105

110

115

BOOK SHELF

120

A60 Bridge deck

LOBBY 8 m2

CREW (SPARE) 1P 8.3 m2 Corridor (2)

100

STEP

SHOWER

SWL 5T

SHOWER

Raised Q. deck

HVAC ROOM 6.7 m2

Corridor A0

2nd NAUTICAL OFFICER 8.3 m2

Cable trunk

BOOK SHELF

SWL 5T

TV 32"

BOOK SHELF

SAFE 400x350 TV 32"

1st NAUTICAL OFFICER 8.6 m2 SHOWER

TV 32"

SWL 3T

CAPTAIN 10.6 m2

SHOWER

Length Over All Length B.P. Breadth Mld. Depth at 0.5 L Draught Summer Draught Dredge Crew Hopper capp.

Vent E.R.

Class:

(approx.)

: 75.90 m : 70.00 m : 15.80 m : 5.50 m : 4.55 m : N.A. : 8 + 2 persons : 1500 m³ @ s.g. 1.8 t/m3 or 1930 m³ @ s.g. 1.4 t/m3

Bureau Veritas I✠Hull ✠Mach Hopper Dredger Tier III Unrestricted Navigation Dredging within 15 miles from shore or within 20 miles from port ✠AUT-UMS ✠SYS-NEQ-1 Green Passport EU

SWZ MARITIME • FEBRUARY 2024

FORECASTLE DECK SWL 3T

WT door Void above tanks to be kept closed at sea

WT door Void beside hopper to be kept closed at sea

BOW THRUSTER ROOM

Emer. Esc.

Sump

PUMP ROOM

Fuel trim tank 48m³

Spud

Sump Technical water tank

100

105

110

115

120

Sump

DN Hydraulic oil 3m³

HPU WT door Void above tanks to be kept closed at sea

UP DN

Emer. Esc.

SWZ_SB.indd 27

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SHIP IN DE TAIL

SWZ MARITIME • FEBRUARY 2024

The bridge of the Hegemann V with the controls on the starboard side.

The engine room equipped with three Mitsubishi diesel-electric generators.

electricity for its propulsion, operational load and the domestic load. The Mitsubishi gensets, type S16R MPTAW, have an output of 1630 kW each or a combined output of 4890 kW and were delivered by Koedood Diesel Service. Powered by these generators are the two rudder propellers the ship has been fitted with. The Schottel fixed pitch azimuth thrusters, type SRP 720, have a diameter of 1.85 metres and an output of 840 kW each. A speed of 10 knots is obtained with the combined power of 1680 kW. In order to be optimally manoeuvrable during operation in combination with both rudder propellers, a Veth electric bow thruster has been fitted with an output of 330 kW. The ship is also equipped with two telescopic spud poles, with a length of 12.6 metres below the keel, to moor the ship at any place necessary. In port, a smaller generator of 200 kW can be used to cover the domestic loads. On board is a bunker capacity of 356 m3 (marine diesel oil, MDO). To guarantee a fuel consumption that is as low

as possible, there is a power management system with load steps and three predefined operational modes.

Dredging equipment All the dredging systems on board are designed and fitted by HollandMT. HollandMT is a dredging engineering company based in Woerden. They have provided the whole dredging system, from design to installation of the onboard dredging equipment, in close collaboration with MSA-Service, which provided the monitoring and control system. The Hegemann V was the first project in which Kooiman Marine Group and HollandMT worked together. And this worked out well. The ship is equipped with a suction tube on the starboard side, which is capable of dredging at depths up to 26 metres. The hopper capacity is 1500 m3 at 1.8 tonnes/m3 and 1930 m3 at 1.4 tonnes/m3. There are six bottom doors fitted to discharge the dredging sludge

SWZ_SB.indd 28

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SHIP IN DE TAIL

The Hegemann V rainbowing from the bow.

and the dredge pump is equipped with a degassing system. On the port and starboard side, as well as on the bow, is a connection for a discharging pipe to deliver the dredging silt or sand ashore. The dredging system is powered by two dredging pumps with a power of 1150 kW each. Combined in series, they can deliver the dredging sludge over a distance of more than 2500 metres. Rainbowing can be done from the bow.

way, the crew can map out activities with great precision. Every operation can be controlled and all the data can be viewed from a touchscreen located centrally on the bridge. All pictures by Kooiman Marine Group.

Dredging software For the installation of the monitoring and control systems, HollandMT worked closely together with MSA-Service, a Hardinxveldbased company specialised in electrical automation in the maritime industry. VisuDREDGE is a monitoring and controlling software system developed by MSA-Service. The software collects and combines all available data and offers a real time overview of the operation, as well as detailed reports that can be exported easily. This

Bas Lenferink Maritime Technology student at the TU Delft and one of the editors of SWZ|Maritime, lenferinkb@outlook.com

SWZ_SB.indd 29

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CFD

SWZ MARITIME • FEBRUARY 2024

DETAILED CFD SIMULATIONS OF SEDIMENT AND WATER The offshore and dredging industry operates at the interface of sediment and water. We present open-source computational fluid dynamics (CFD) software TUDflow3D, which simulates the complex interaction between turbulent flow and sediment including erosion and deposition at the seabed resulting in an adaptation of the bed-level during a simulation. For over ten years now, TUDflow3D has proven to be a valuable tool for many offshore and dredging projects.

e are developing and using open-source 3D CFD software TUDflow3D, which can simulate the interaction between turbulent flow and sediment. TUDflow3D can deal with suspended sediment up to very high concentrations so that a density current is formed. It can also deal with the erosion and deposition processes at the seabed including update of the bed-level. Hence, erosion and deposition patterns will steer the flow, which in turn will influence the developing erosion and deposition patterns in a feedback loop. The sediment can have multiple fractions, both cohesive and non-cohesive. Polydisperse hindered settling in case of high suspension concentrations is included as well as mud rheology when fluid mud is simulated. TUDflow3D uses a structured, staggered grid

arrangement with a rigid lid. This allows the use of rapid solvers. TUDflow3D runs parallel on large multi-core computers and is fast compared to other CFD codes. Typically, simulations are performed on 1-50 million grid cells with local grid refinement in the zones of interest. The turbulent flow can be simulated in detail by the Large Eddy Simulation approach. RANS (Reynolds-averaged NavierStokes) turbulence models are also available. Deltares is an independent knowledge institute with as motto ‘Enabling delta life’. Since our foundation in 1927, we develop knowledge for and advise the Dutch and international coastal engineering community including the dredging and offshore industry. CFD software forms a valuable addition to the fundamental physical knowledge of the governing processes and experimental facilities we

Photo: CFD simulation of an overflow dredge plume from a trailing suction hopper dredger with propeller.

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CFD

have at Deltares. Next to TUDflow3D, we also use CFD software openFOAM and StarCCM+ for conditions that do not include interaction with sediment, such as wave impact on dykes and (offshore) structures, flow amplification studies, water replenishment studies of monopiles, and turbulent flow in complex geometries and weirs and sluices. CFD requires validation with lab or field data, but it can provide 3D output of the flow at any moment during a simulation without influencing the outcome and is very useful to carry out parameter studies with a series of repetitive simulations to investigate the influence of certain parameters in detail. Unlike an experiment, those repetitive simulations are quick to setup and can run in parallel, which saves a lot of time. CFD can be used as stand-alone tool, but also in combination with experiments in our facilities. Below we mention some examples where TUDflow3D has been applied and was found to be very useful.

Turbidity simulations The development of TUDflow3D started fifteen years ago during a PhD study at Delft University of Technology to near field mixing of dredge overflow plumes from a trailing suction hopper dredger (TSHD). CFD simulations of the plume behaviour compared well to laboratory plume measurements and field measurements at an actual dredging project. The CFD simulations helped to unravel the mysteries of what happens with an overflow plume under the keel of the TSHD. We learned that strong surface plume formation can occur when the trailing speed of the TSHD is large, when the water depth is limited, or when a lot of air bubbles get entrained in the overflow. Each of these three phenomena can individually lead to surface plume formation, and when two or three are combined, the surface plume formation is even stronger. Now the software is there

and validated, it is used in projects to derive accurate source terms for far-field dredge plume ecological impact studies. TUDflow3D is also very suitable for simulation of sediment placement operations via a split barge or TSHD bottom doors. In such cases, an enormous pancake shaped density current develops, which spreads in all directions over the seabed. At the location where the sediment is placed, no bump is created but a pit with a donut shaped deposition ring around. This is caused by the very high flow velocities of the density current up to 8 m/s. TUDflow3D can predict the sediment deposition footprint and whether segregation between the finer and coarser sediment fractions will occur. TUDflow3D can also be used for water injection dredging (WID) density currents of fluidised mud including the rheological aspects of fluid mud. Simulations of WID can help to determine the horizontal travel distance of a WID density current before it stops moving and deposits back to the seabed. TUDflow3D can also be used to simulate mass flow excavation (MFE) including the trench that is formed and the suspended sediment clouds near the bed. When backfilling a trench, it is important that the sediment ends up

TUDflow3D runs parallel on large multi-core computers and is fast compared to other CFD codes

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Diffuser sediment outflow optimisation with CFD.

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Ballasting a complex shaped caisson with a sediment-water slurry.

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at the desired location and not next to the trench. This would lead to extra sediment to be placed, which is expensive, and sometimes there is the necessity to remove the excess sediment besides the trench, which is even more expensive. TUDflow3D can be used to optimise the design of a diffuser outflow with optimal hole configuration. When doing such an optimisation study with TUDflow3D, it turned out that the final design of the hole configuration was quite different from the initial design, which was based on simplified pipe friction calculations. In the simplified calculations, the slurry flow inertia was ignored, and this turned out to be important for the distribution of the outflow over the different holes. In the CFD model TUDflow3d, flow inertia is included, and a much better design was the result.

Optimisation of hopper, GBS or caisson filling TUDflow3D also can be used to simulate hopper, gravity based structure (GBS) or caisson filling. It is quite similar to the well known 2D hopper sedimentation CFD model of Prof. van Rhee of TU Delft and gives similar results for 2D (width averaged) applications of hopper sedimentation. TUDflow3D has as advantage that it is a 3D model and as such can also deal with situations that are not uniform in lateral direction. One can think of sloping walls, multiple inflow or overflow points spread over different x,y locations. TUDflow3D can deal with multiple inflow and/or overflow locations at different moments in time. Complex and realistic loading strategies can be simulated. It is for example possible to start loading via the front inflow pipe up to the moment that this compartment is loaded in the simulation for say 5 metres, after which another loading point is used up to the moment that this compartment is fully loaded, after which loading goes back to the first compartment again up to the moment that this compartment is fully loaded. TUDflow3D can predict the amount and composition of the overflow as well as the amount and composition of sediment, which settles inside the hopper. Such simulations have been performed for TSHD hopper loading, GBS ballasting and caisson

ballasting. Sometimes the interest lies in optimising the loading process and sometimes the interest lies more in predicting the overflow spill flux and resulting plumes. Both can be simulated.

Process-based scour simulations With more and more offshore wind farms being developed in increasingly morphodynamical active areas, scour development and scour protection is given a fair amount of attention these days. Given that TUDflow3D deals with turbulent flow and sediment pickup and deposition, a recent step is to try to use it for process-based scour simulations. Traditionally, scour of complex situations is investigated in detail via scale experiments. As the name already reveals, they suffer from scale effects. In scour experiments, the scaled sediment typically is relatively too coarse compared to full scale conditions. This results in a very different ratio between bedload and suspended load in the experiment compared to field conditions. Accurate end scour pit depth and extent can be obtained in scale experiments, but the speed of the scour development in a scale experiment is very different from field conditions. This is where CFD comes into play and provides a valuable addition to experimental investigations of scour. In CFD, both the scaled situation and the unscaled field condition can be put in the model. Therefore, we use CFD to get a better understanding of the time de-

TUDflow3D can also be used for water injection dredging density currents of fluidised mud

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Process-based CFD simulation of scour next to a

velopment of the scour process on field scale. Other advantages of process-based CFD simulations of scour include the possibility to have intermediate results of the 3D scour hole during the scour development without interfering with the results and the possibility to efficiently carry out scenario studies in parallel. In our experience, a combination of lab scour tests and process-based CFD scour simulations provides an optimal service to our clients. The figures in this article show that process-based CFD scour simulations with TUDflow3D give very accurate scour development in time and space for a complex jacket shape with as extra complication mud mats, which delay the onset of scour. A smart morphological acceleration technique is applied so that scour simulations can be done in a couple of days instead of a couple of months, which is often the case for academic CFD scour simulations.

A valuable tool CFD model TUDflow3D is a versatile and valuable tool to give advice for problems involving interaction of turbulent flow and sediment in the dredging and offshore industry. We have many more examples

of CFD projects with TUDflow3D, but this article is not long enough to include all of them. Those include rock dumping, deep sea mining, flow past a silt screen, sailing through fluid mud, breach flow and even a complete land reclamation to predict how much of the fines and where the fines get buried while building the land in order to not end up with too much and too thick layers of fines in the reclaimed land. Please contact us for more information when interested.

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jacket construction.

Lynyrd de Wit MSc, PhD Specialist sediment dynamics and CFD at Deltares, applies and develops numerical models for flow, waves, sediment transport and morphology, lynyrd.dewit@deltares.nl

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DUURZAAM EN ECONOMISCH WADDENTRANSPORT SWZ MARITIME • FEBRUARY 2024

Zes conceptontwerpen onder de loep

Een klant van Kroes Marine Projects biedt transport van personen en goederen aan richting de Waddeneilanden en andere locaties op de Noordzee. Door stijgende brandstofprijzen, veranderende milieuwetgeving en de wensen en eisen van opdrachtgevers, zoekt deze klant naar oplossingen voor een duurzamere vloot.

et deze vraag ben ik samen met Kroes Marine Projects aan de slag gegaan om dit soort klanten een overzicht te kunnen bieden en zo een goede keus te kunnen maken. Tijdens dit onderzoek waren er twee pijlers die centraal stonden: economische en duurzame haalbaarheid. Het doel van dit onderzoek is om de mogelijkheden in kaart te brengen die kunnen leiden tot een duurzaam en economisch rendabel scheepsontwerp dat past bij de eisen van klanten zoals de klant van Kroes Marine Projects. Hiervoor is de volgende onderzoeksvraag opgesteld: Wat voor scheepsbouwkundig ontwerp voor een tender is op operationeel gebied in staat om economisch en duurzaam rendabel goederen en personen te vervoeren, passend bij de minimale eisen en randvoorwaarden van dit soort bedrijven?

Zes conceptontwerpen Om antwoord te geven op de onderzoeksvraag, is er een multicriteria-analyse opgesteld waarin zes verschillende conceptontwerpen

worden getoetst aan een vijftal hoofdcriteria. Deze conceptontwerpen zijn gebaseerd op een uitgebreide inventarisatie naar alternatieve energiedragers en systemen, invloed van regelgeving en onderzoek naar uitstoot van broeikasgassen en luchtverontreinigende stoffen. Uit het onderzoek is gebleken dat voor deze klantspecifieke situatie de energiedragers methanol, waterstof, gas, HVO en batterijen de meest logische keuzes zijn. De figuur op de volgende pagina laat een overzicht zien waarin samengevat wordt wat de belangrijkste kenmerken zijn van de verschillende energiedragers. Na een inventarisatie van de hoofdtaken en het vaststellen van een vaarprofiel is er gekozen om voor de ontwikkeling van de conceptontwerpen een catamaran als basis te gebruiken. De zes conceptontwerpen bestaan uit twee methanolvarianten die gebruikmaken van een brandstofcel of een single-fuel-motor, twee waterstofvarianten die ook gebruikmaken van een brandstofcel of dual-fuelmotor en een gas- en HVO-variant die gebruikmaken van een generator in een hybride opstelling. Deze concepten zijn in de multicriteria-analyse beoordeeld op vijf

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Overzicht eigenschappen energiedragers.

N2 ruimte

Pomp ruimte NO tanks

Blue world FC

Blustank PM motor

Blustank

DM water tank

ICE

Mix tank Methanol tank Bilge tank

Watertank Vuilwater tank

Methanol tank

Bilge tank

Vuilwater tank

Water tank

Accupakket

Ballard FC

H2 tank ruimte

Blustank Blustank

Dual fuel ICE

PM motor Bilge tank

Diesel tank

Vuilwatertank

Concept 3: waterstof-brandstofcel.

Accupakket

CNG opslag tanks

Watertank

Bilge tank

Vuilwatertank

Watertank

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Concept 2: methanol, single-fuel-verbrandingsmotor.

Concept 1: methanol en brandstofcel.

Concept 4: waterstof, dual-fuel-verbrandingsmotor.

Accupakket HVO generator

Blustank

PM motor CNG generator

Concept 5: CNG-generator.

PM motor Bilge tank

Vuilwatertank

Watertank Bilge tank Vuilwatertank

Watertank

HVO100 tank

Accupakket

Concept 6: HVO100-verbrandingsmotor.

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Een validatie van het methanol-conceptontwerp heeft aangetoond dat het scheepsbouwkundige ontwerp haalbaar is.

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Totale CO2-uitstoot. * Op basis van JEC well-to-tank-rapport. ** Op V_Max (20

Uitkomsten multicriteria-analyse.

knopen). *** Concept 7 is het referentieontwerp wat gebruikt is in het onderzoek.

hoofdcriteria: klimaat- en milieuprestaties, economische prestaties, bedrijfsvoering, technische haalbaarheid en veiligheid. De zes conceptontwerpen zijn in de voorgaande figuren kort weergegeven. De tabel bovenaan laat de scores zien van alle concepten op de verschillende hoofdcriteria. Uit de multicriteria-analyse is gebleken dat concept 2, een catamaran van 16 meter die op methanol vaart in combinatie met een single-fuel-verbrandingsmotor zowel de duurzame als economische doelstellingen haalt. Het methanolconcept stoot significant minder CO2 uit dan het referentieconcept en wanneer er gebruik wordt gemaakt van groene methanol, kan het schip CO2-neutraal varen.

Overzicht economische kentallen per concept.

Methanol, waterstof, gas, HVO en batterijen blijken de meest logische keuzes voor Waddentransport

SUSTAINABLE WADDEN TRANSPORT For his thesis, Ids Bonga researched different alternative fuel options and the accompanying ship design for transport of passengers and goods to the Dutch Wadden Islands. He conducted his research for Kroes Marine Projects. He found that his methanol concept comes closest to the current concept in economic terms.

Het methanolconcept komt op economisch vlak in de buurt van het huidige concept. De bunkerintervallen, range en kosten per mijl liggen dicht bij het huidige concept (nummer 7). De bovenstaande grafieken schetsen een beeld van de economische kentallen. De componenten waarvan het methanolconcept gebruikmaakt voor de voortstuwing zijn voldoende ontwikkeld en gecertificeerd. Ook is er bij klassebureaus en andere relevantie instanties voldoende ervaring met de opslag van methanol aan boord. Een validatie van het methanolconceptontwerp heeft aangetoond dat het scheepsbouwkundige ontwerp haalbaar is.

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Overzicht investering energiesysteem.

Ids Bonga Studeerde met dit onderzoek af bij de opleiding Maritieme Techniek aan het Maritiem Instituut Willem Barentsz, nu werkzaam bij Gaastmeer Design, i.bonga@gaastmeerdesign.nl

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SCHEEPSGEDRAG SIMULEREN MET KUNSTMATIGE INTELLIGENTIE Er zijn op dit moment verscheidene simulatoren op de markt die het scheepsgedrag nabootsen. Deze voorspellen het gedrag op basis van hydrodynamische formules. Deze formules zijn grotendeels ontwikkeld om in een vroeg ontwerpstadium scheepsgedrag te voorspellen. Het voorspellingsmodel van een simulator is dus puur theoretisch. Je kunt weliswaar op basis van ervaring van bemanningen, en eventueel wat metingen, de ingevoerde coëfficiënten afstellen, maar het is niet gebaseerd op operationele data. Om te weten te komen of kunstmatige intelligente, op basis van operationele data, simulatormodellen realistischer kan maken, zal eerst het juiste algoritme moeten worden gevonden.

aast mijn werk als simulatorinstructeur op het Maritiem Simulator Trainingscentrum op Terschelling, neem ik deel aan de deeltijd-masteropleiding Marine Shipping Innovations. In de keuzemodules van het Data Sciencecluster, heb ik geleerd tools te maken door middel van programmeren in Python. Als afsluitende opdracht heb ik een virtueel scheepje “leren” varen met machine-learning-algoritmes. Dit scheepje heb ik vervolgens op een simpele manier gevisualiseerd, zodat het bestuurd kan worden met het toetsenbord.

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Operationele data Er zijn zes scheepsbewegingen: schrikken, verzetten, gieren, dompen, slingeren en stampen. De eerste drie spelen een rol in het hori-

zontale vlak. Om de opdracht af te bakenen, heb ik mij hierop gericht. Op deze bewegingen zijn allerlei zaken van binnen en buiten het schip van invloed. De meest prominente factoren zijn het roer en de voortstuwing. Maar de vraag is natuurlijk, hoe kom je aan geschikte data? Schepen zitten tegenwoordig vol met sensoren, maar deze data wordt niet zomaar met iedereen gedeeld. Ter vereenvoudiging is gekozen om operationele data van een gesimuleerd scheepsmodel te gebruiken. Dat is uiteraard niet hetzelfde als data van een echt schip, maar met deze data kan wel gekeken worden of deze methodiek zou kunnen werken. Een aantal manoeuvres met een gesimuleerde containerfeeder van 150 meter (met verstelbare schroef), waarbij de instellingen van het roer én de voortstuwing werden veranderd, leverde een mooie dataset op. Elke seconde werd een reeks met parameters naar keuze keurig in een lijst geregistreerd, zonder invloeden van bijvoorbeeld wind en stroming. Het zou mogelijk moeten zijn om op een echt schip ongeveer dezelfde data te verzamelen. De verzamelde parameters zijn: langsscheepse snelheid (schrikken), dwarsscheepse snelheid (verzetten), draaisnelheid (gieren), roerhoek en spoedstand van de schroef.

Algoritme kiezen

Visualisatie van het geleerde scheepsgedrag.

Nu volgt een meer technisch onderdeel, het gebruiken van de data om een machine-learning-algoritme te trainen en op basis hiervan voorspellingen te doen met betrekking tot het scheepsgedrag. Eerst werd de verandering van de snelheden in de dataset per regel berekend. Dit is de te voorspellen waarde, maar wordt niet direct opgenomen in de data. Het verschil in snelheid tussen moment 1 en moment 2 is de vertraging of versnelling. Vervolgens is er een hele reeks machine-learning-algoritmes geprobeerd. De vraag daarbij is welk algoritme het beste resultaat verschaft. Een handig programmaatje doorliep alle relevante algoritmes uit de scikit-learn-bibliotheek binnen Python. Op basis van de snelheden, roerhoek en spoedstand werden veranderingen van de

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Vergelijking tussen een track op de simulator (achtergrond) en de track volgens het getrainde

snelheden voorspeld. Tel je deze verandering op bij de snelheden van dat moment en verander je de positie met de verkregen snelheid en richting, dan heb je een stap gezet in de simulatie en kun je de volgende stap voorspellen. Uit de test kwam voort dat het meest geschikte algoritme “Support Vector Regression” bleek te zijn. Dit algoritme bleek in staat een willekeurige manoeuvre van het schip van de oorspronkelijke simulator bijna perfect na te doen. Een Support Vector Machine (SVM) is vooral geschikt voor kleine tot medium grote datasets. Het zou kunnen dat voor andere datasets een ander algoritme meer geschikt is, bijvoorbeeld een neuraal netwerk. Een simpele visualisatie, gemaakt met de turtle-bibliotheek, staat toe dat de gebruiker elke gewenste manoeuvre kan simuleren.

Opmaat naar meer Uiteraard kun je je afvragen hoeveel nut het heeft het gedrag van een simulatormodel aan te leren aan een andere, simpelere, simulator. Het zou natuurlijk mooi zijn échte operationele data te hebben en dat te gebruiken voor een simulatormodel op de simulatoren die gebruikt worden voor trainingen. Op die manier heb je mogelijkerwijs een nóg meer waarheidsgetrouwe simulator. De geleerde vaardigheden en manoeuvres kunnen dan bijna een-op-een worden overgenomen in de werkelijkheid.

SIMULATING A SHIP'S BEHAVIOUR WITH ARTIFICIAL INTELLIGENCE A simulator's prediction model is purely theoretical and not based on operational data. To find out whether artificial intelligence, based on operational data, can make simulator models more realistic, student Lars Finnema set out to find the right algorithm.

De in deze opdracht gevonden techniek is dan ook iets om verder mee te gaan en dat is waar ik nu mee aan de slag ben. Deze opdracht was slechts een opstapje daartoe, maar ik heb er veel van geleerd. Een grote doorbraak volgde nadat ik besefte dat de data die ik aanbood aan het algoritme, de parameters moesten zijn die mensen ook nodig hebben om te leren. Eerst probeerde ik hetzelfde te bereiken met een dataset van het KRISO-containerschip. Die dataset bevatte twee proeven, een zigzag-proef en een draaicirkelproef. Bij beide proeven werd de voortstuwing constant gehouden en enkel het roer bewogen. Het door mij aangeroepen algoritme leerde de invloed van het roer op de richting én snelheid van het schip. Maar omdat de grootste invloed op de snelheid van het schip toch echt van de voortstuwing komt, klopte hier niets meer van. De snelheid werd steeds negatief. Als je een mens wilt leren varen, zal je altijd vertellen dat de schroef het schip aandrijft. In dat geval zou je zelfs het liefst even voordoen wat de voortstuwing doet bij verschillende standen, zoals even een stukje volle kracht varen. Bij kunstmatige intelligentie is dat niet veel anders, het algoritme moet kunnen leren van de dataset. Kortom, het is ontzettend fascinerend om met deze technieken te werken.

SWZ MARITIME • FEBRUARY 2024

model (rode stippellijn).

Lars Finnema Deeltijd masterstudent, Master Maritime Innovations, Maritiem Instituut Willem Barentsz, lars.finnema@nhlstenden.com

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STAY CLEAR OF POTENTIAL SNAP-BACK ZONES Mariners’ Alerting and Reporting Scheme

SWZ MARITIME • FEBRUARY 2024

STS Mooring fatality: Mars 202401 As edited from MAIB (UK) report 09/2022, https://tinyurl.com/ycy7jcvf A bulk carrier had arrived at an anchorage to load a cargo of grain from an anchored bulk carrier, which was acting as a grain storage vessel. The vessel was moored under pilotage alongside the anchored storage vessel and prepared for the ship-toship (STS) transfer of cargo. The mooring arrangement agreed between the master and pilot consisted of three head lines, three stern lines, two forward springs and two aft springs; all lines belonged to the receiving vessel. Loading commenced using the storage vessel’s crane grabs. At this time, the two vessels had similar freeboard. Some 22 hours later, with loading near eighty per cent complete, the forward crane operator on the storage vessel advised his duty officer that the receiving vessel needed to be moved forward to allow the crane grab to reach part of the hold he was loading. By this time, the storage vessel’s deck was about eight metres higher than that of the receiving vessel. The three crew on watch and the chief officer of the receiving vessel manned the forward and aft mooring decks to warp the

vessel forward using the spring lines. The master decided not to wake the off watch crew to assist as this would disrupt their hours of rest. On the aft mooring deck, the chief officer was standing close to the vessel’s side with the other crew standing by the winch ready to heave in the aft spring. As the forward springs were slackened, the winchman aft began to haul in on one of the aft springs to heave the vessel forward. Almost as soon as the mooring line came under tension, it sprang out of its open roller fairlead and struck the chief officer’s head as it snapped tight. The victim fell unconscious to the deck. The accident was immediately announced and the victim attended to. He was lying unresponsive on the deck, but with no visible injuries; he was breathing, and a pulse was observed. The victim was evacuated ashore via a tug, but by this time, his condition had deteriorated and his pulse had weakened. Later, the victim was declared deceased having suffered closed blunt force trauma to the head, traumatic swelling of the brain and a brain haemorrhage. Investigation findings The accident investigation found, among other things, that the chief officer was

standing in a hazardous location but, almost certainly, had not appreciated the risk of the spring line jumping out of the fairlead. The investigation also found that, although the chief officer’s working hours were compliant with STCW requirements, he was likely to have been in a fatigued state. This may have influenced his actions and motivated him to complete the job quickly so he could rest. Lesson learned • An operation to shift a vessel involved in an STS transfer should be assessed for the development of potential new hazards over the course of the operation – for example, the change in relative vertical reference due to draft changes of each vessel. • During STS transfer operations, mooring lines will develop increasingly vertical leads as the discharging vessel’s freeboard rises and that of the loading vessel falls. To ensure containment of mooring lines that have or develop more vertical leads, closed fairleads should be used. • Always evaluate your physical position at a mooring station and stay clear of potential snap-back or other energy release zones. • Compliance with STCW work/rest requirements does not guarantee a person is not fatigued. Each individual is responsible for ensuring their own sleep hygiene is adequate.

Fatal fall overboard to quay: Mars 202402

The aft spring 1 before and after the accident as well as the position of the chief officer.

As edited from NSIA (Norway) report 2023/05, https://www.nsia.no/Marine/Published-reports/2023-05 A general cargo vessel was loaded with timber in the holds and on deck. Before departure, crew were securing tarpaulins over the deck cargo of timber. Conditions were windy and the deck crew

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Tarpaulins secured over the deck cargo of timber.

Locations of the six crew members.

working on top of the timber bundles did not have fall protection. At one point, the six crew (A to F in the reconstruction photo above) realised that one of the tarpaulins, which had already been spread out, needed to be rotated, which also meant they moved away from their original positions. During the rotation, only two crew members were holding down the windward side of the tarpaulin; one in each corner, which reduced the crew’s ability to control the tarpaulin. Person A, who was moving aft along the edge of the deck, was caught in the tarpaulin, which then caught the wind and acted as a sail. The other crew present were likewise unable to withstand the forces that acted on the tarpaulin. As a result, person A was pushed over the edge of the deck and fell to the dock. The crew immediately administered first aid to the victim until port rescue personnel arrived. The victim was transported to hospital by helicopter, but was declared deceased the next day from injuries sustained.

Lessons learned • Time pressure is no reason to relax safety standards, as tempting as it may be to “get the job done”. • Safety leadership means ensuring good practices and that the vessel’s safety management system (SMS) is always put into practice. • A checklist mentality – where you consider ticking the boxes more important than the task they relate to – must be avoided. Remember, most checklists are the result of a risk assessment that was done to reduce harm. Only check “yes” on something if you have actually done it!

Investigation findings The official investigation found, among other things, that time pressure may have played a role in the accident. The deck crew had noticed that the wind was increasing and they considered the working conditions to be risky. Yet, since an early morning departure for the next day had been announced, everyone was concentrated on “getting the job done” during the evening. Another finding of the investigation was that even though the work at height checklist had been completed (that is, crew were to use fall protection equipment), this was not done in practice. The crew found it cumbersome to use a safety line during this type of operation.

STS bunkering blunder: Mars 202404 A tanker was scheduled for bunkering at a deep sea location via an STS transfer. The bunker barge was made fast alongside the tanker and the bunker hose connected, but one of the aft mooring lines parted before the bunkering operation could begin. While the mooring team was replacing the parted line, the mooring master on the bunker barge instructed the tanker to stop engine. This caused the tanker and the bunker barge to slowly turn to port, so that the swell came increasingly on the beam. About twenty minutes later, the tanker’s master challenged the mooring master about the situation, but it was too late. With the swell now nearly on the beam, the rolling action of the vessels occasioned higher stresses on the remaining lines. As the vessels drifted further apart, these lines also started parting. It was decided to disconnect the bunkering hose and abort the operation, and the teams were instructed accordingly. The tanker crew started to disconnect the bunker hose, but the hose came under tension before all the bolts could be released. As the tension on the hose increased, the dis-

Investigation findings The company investigation found, among other things, that the weather conditions were considered borderline, yet acceptable. The swell at the time of the incident was not high enough to threaten the safety of the operation had the vessels kept moving. But once the vessels stopped, they slowly swung perpendicular to the direction of the waves, which led to excessive rolling and much higher forces on the mooring lines. It would appear that the mooring master on board the bunker barge displayed poor coordination of the vessels’ manoeuvring and was not properly in control of the situation as the incident unfolded. The master on the tanker realised too late the consequences of stopping the engine. Additionally, the company checklist seems to have been mis-used by the crew. Such vital items as “Is the ship upright and at a suitable trim?”, “Are mooring gangs in position?”, “Are berthing and mooring procedures agreed including fender positions and number/type of ropes to be provided by each ship?” were marked as “Not Applicable” by the master even though the swell (2 metres) and bunker vessel size (183 metres) indicated this particular operation as high risk on the checklist risk matrix. Lessons learned • STS operations require good team planning and coordination, on and between both vessels. • The number and location of all lines and fenders, among others, should be pre-determined for an STS operation. • Good practices for STS operations can be found in the Ship to Ship Transfer Guide for Petroleum, Chemicals and Liquefied Gas published by Marisec.

SWZ MARITIME • FEBRUARY 2024

connection team cleared the area for their own safety. The bunkering hose eventually broke away from the manifold and the hose flange snapped, struck on the hose resting bar and went overboard.

All Mars Reports are also published online, www.swzmaritime.nl.

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UITREIKING KNVTS STUDENTS AWARDS 2023 ZEER GESLAAGD

De uitreiking vond dit keer plaats bij NHL Stenden in Leeuwarden (alle foto's bij dit stuk van Roelof Jorritsma/NHL Stenden).

Met enthousiaste medewerking van NHL Stenden in Leeuwarden heeft op 16 januari de uitreiking van de KNVTS Maritime Students Awards plaatsgevonden. De beste afstudeerders aan de maritieme onderwijsinstellingen van het afgelopen jaar werden in het zonnetje gezet.

met nadruk ook de docenten en begeleiders van de afgestudeerden. Zij zijn het die kennis en ervaring kunnen en willen overdragen aan de studenten. Het Nederlands maritiem onderwijs kan op deze manier kwaliteit blijven bieden en de concurrentie met het buitenland aangaan.

Gerrit van Leunen, directeur NHL Stenden, en Ton Bos, voorzitter van KNVTS, gingen in hun welkomstwoorden in op het belang van de opleidingen voor de maritieme sector in Nederland. Hierbij verwelkomde Bos alle aanwezigen en dit jaar ook een vertegenwoordiging van de marine. Hij bedankte

Uitreiking awards Na het welkomstwoord nam Martin Terpstra, voorzitter van afdeling Noord van de KNVTS, het stokje over. De kandidaten, aangemeld door mbo- en hogescholen en de TU Delft, werden een voor een naar voren geroepen. Terpstra stelde hen vragen

en vertelde ook over de personen zelf. De ene winnaar was een doorzetter op school, de andere vond zijn studie pas later interessant worden en weer een ander was het voorbeeld van iemand die zijn kennis steeds bleef ontwikkelen. De awards (oorkonde, considerans en cheque) werden daarna afwisselend door enkele hoofdbestuursleden samen met de algemeen secretaris van de KNVTS uitgereikt. Tussen de twee uitreikingsrondes door gaven Carlis van Lelyveld en Willem Nugteren met presentaties een inkijkje bij respectievelijk jachtbouwer Feadship en scheeps-

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Belangrijke bijdrage Aansluitend aan het dankwoord nodigde de voorzitter van de KNVTS de aanwezigen uit voor een afsluitende borrel. Gehoord de reacties na afloop en gelezen de reacties ontvangen per e-mail en op LinkedIn, kan teruggekeken worden op een KNVTS-evenement dat, afwisselend georganiseerd met een onderwijsinstelling voor maritiem onderwijs, een belangrijke bijdrage levert aan de maritieme sector en wederom navolging verdient. Samenvattingen van de afstudeeronderwerpen van de winnaars volgen hieronder in willekeurige volgorde.

Emma Berendsen MSc. Maritieme Technologie aan de TU Delft Emma verdedigde publiekelijk haar MSc-onderzoek in de Maritieme Technologie op het onderwerp “Impact resistance of ship hull to berthing loads”. Haar goede prestaties leidden tot het verlenen van het predicaat cum laude op haar diploma. In haar scriptie beantwoordde Emma belangrijke vragen over wat de maximaal toelaatbare ligplaatsbelasting op een schip was. Emma’s afstudeerverslag presenteerde de analyse van de aanvaring van acht verschillende schepen met knikfenders. Op basis van haar werk stelde ze voor om de bestaande regels voor rompbelasting aan te passen om een maximale totale kracht van zijbelasting op te nemen, terwijl eerdere regels slechts een maximale hoeveelheid gemiddelde contactdruk hadden voorgeschreven. Een grote verbetering van de huidige situatie, omdat de bestaande regels geen rekening houden met de omvang van de schepen die momenteel in de vaart zijn. Hieruit blijkt dat de wereldwijde gemeenschap van experts op dit gebied het werk van Emma's afstuderen met grote belangstelling volgde. Emma heeft haar werk aan de PIANC (Permanent International Commission for Navigation Congress) gepresenteerd. Bovendien heeft ze een conferentiepaper voorbereid en een journal paper geschreven. Dit zijn voor de Techni-

sche Universiteit van Delft belangrijke en zeer goede resultaten.

Mart Korpel Scheeps- en jachtbouwkundige (mbo) aan het STC Rotterdam Het eerste leerjaar vloog voor Mart voorbij. Hij miste uitdaging, maar versnellen ging helaas niet binnen deze opleiding. Tijdens zijn stages heeft hij de passie voor de scheepsbouw verder ontwikkeld. In het laatste jaar heeft hij een afstudeeropdracht met een zeer positief resultaat afgerond. Zijn afstudeerproject betrof het ontwerpen van een schip. Hij heeft een patrouillevaartuig gekozen, wat bijzonder is, omdat de meeste studenten van deze opleiding kiezen voor het ontwerpen van een jacht. Het ontwerpen van een patrouillevaartuig is uitdagend en ingewikkeld, maar daar draaide Mart zijn hand niet voor om. Tijdens deze afstudeeropdracht heeft hij zich keurig gehouden aan de gestelde eisen en deadlines. Tijdens zijn afstudeerstage is Mart werkzaam geweest op het productiekantoor van Oceanco. Hij heeft zijn bijdrage geleverd aan project Y722 op de werkvoorbereiding. Mart is sinds jaren de enige student die officieel cum laude wist af te studeren. Na het afronden van zijn studie is hij aan de slag gegaan als werkvoorbereider nieuwbouw bij Altena Yachting. Als werkvoorbereider houdt hij zich bezig met het zorgen voor een efficiënte workflow, het uitwerken en voorbereiden van casco’s en het maken en aanpassen van werktekeningen met betrekking tot exterieur, interieur, leidingsystemen en techniek. Dit doet hij drie dagen per week. Hij volgt daarnaast een hbo-studie.

Noah Duijn Maritiem Officier Alle Schepen (mbo) aan Vonk, Den Helder Noah is een enthousiaste, vrolijke jongeman, een doorzetter en iemand die een goede sfeer in een groep kan maken. Daarnaast durft hij zijn mening te uiten. Tijdens de opleiding varen studenten twee keer vijf maanden op voor hun studie relevante schepen. Studenten hebben daarin een aantal keuzes en die van Noah is op managementlevel uitgegaan naar Marine Engineering. Voor het stageverslag ten behoeve van het

afstuderen heeft Noah een beschrijving van de machinekamercomponenten gemaakt, met extra aandacht voor de functies van de engineers aan boord. Het verslag dat hij aan boord bij de rederij Spliethoff heeft gemaakt werd met een hoog cijfer beoordeeld. Naast het verslag, waarin Noah de componenten in de machinekamer beschrijft, heeft hij aandacht besteed aan het team dat werkzaam is in de machinekamer. Daarnaast is hij positief opgevallen aan boord en werkt hij inmiddels met plezier aan boord van een cutterzuiger.

Wouter Huig Maritieme Techniek aan de STC Maritime & Logistics University (deeltijd) Wouter wordt gekenschetst als een doelgerichte teamplayer. Hij heeft naast een voltijdbaan als projectmanager bij Scheepswerf Zwijnenburg, zijn opleiding in de nominale studietijd voltooid. Hij is zeer gedreven, maar verliest dankzij zijn sociale vaardigheden nooit het menselijke aspect van zijn werk uit het oog. Hij toont visie en doorzettingsvermogen en combineert dat met technisch inzicht. Na het afronden van zijn mbo-opleiding Scheeps- en Jachtbouwkundige aan het STC Rotterdam, heeft Wouter zich ingeschreven voor de deeltijdopleiding Maritieme Techniek. Het afstudeerwerk van Wouter, genaamd “Retroplan binnenvaart 2023” richtte zich op de onderzoeksvraag: Hoe kan scheepswerf Zwijnenburg een serie conventionele binnenvaartschepen ombouwen naar een op waterstof aangedreven configuratie door het toepassen van een nieuw gestandaardiseerd achterschipontwerp? Wat opvalt in de scriptie van Wouter is dat hij in staat is geweest uit een zeer diverse vloot aan binnenvaartschepen een voor conversie geschikt scheepstype te kiezen en in samenwerking met werf, eigenaren en bankiers, een volledig uitgewerkt investeringsplan te schrijven om dit scheepstype geschikt te maken voor duurzame brandstoffen. Bij zijn afstudeerpresentatie kon Wouter zelfs al melden dat er gesprekken liepen met meerdere geïnteresseerde scheepseigenaren.

SWZ MARITIME • FEBRUARY 2024

bouwer Damen Shipyards. Hierbij werden ook tips meegegeven aan de aanwezigen, want de maritieme sector is een mooie sector om in te werken.

Martijn de Rooij Maritiem Officier aan de Hogeschool van Amsterdam Martijn heeft zijn afstudeerscriptie uitge-

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Ton Bos, voorzitter van KNVTS, verwelkomt alle

Emma Berendsen en Martin Terpstra.

SWZ MARITIME • FEBRUARY 2024

aanwezigen.

voerd bij de machinefabriek Stork. Stork zoekt naar nieuwe mogelijkheden voor het aanleren van nieuwe vaardigheden met behulp van een innovatief technisch hulpmiddel zoals mixed reality. Om dit te realiseren, heeft Stork een Microsoft Hololens-2-bril in bezit. De centrale vraag voor Martijn luidde: “Mixed reality als trainer. Wat is de waarde van de Microsoft Hololens-2-bril voor het aanleren van nieuwe vaardigheden bij onervaren monteurs?” Eerst is het gedrag van ervaren metaalbewerkers geanalyseerd tijdens het draaien op een draaibank. Hierna is een werkinstructie gemaakt op papier, voor dezelfde draaibank. Vervolgens is de instructie met behulp van een softwareontwikkelaar in de Hololens-2-bril geplaatst. Met deze twee instructies zijn twee metingen verricht onder deelnemers die geen of weinig ervaring hebben met de draaibank. Na het analyseren van de metingen is gebleken dat de instructie met de Hololens2-bril tussen de twintig en dertig procent

sneller werkt dan een instructie op papier. De deelnemers van de Hololens-2-meting zijn na de meting ook in staat de stappen te reproduceren in een gesprek. Met een instructie middels de bril heeft de deelnemer de stappen sneller onder controle en kan hij/zij deze sneller uitvoeren in vergelijking met papier. De gestelde vragen laten zien dat Martijn op zoek was naar bewijsvoering voor zijn hoofdvraag in de breedte. Hij probeerde de meerwaarde meetbaar te maken met een kwantitatieve vraag, maar zocht ook de leerervaring in kwalitatieve zin. Daarbij heeft hij laten zien dat hij doelbewust is door het tonen van flexibiliteit bij tegenslagen. Martijn heeft dit werk afgemaakt als een professional.

Max van Zanten Militaire Systemen en Technologie (bachelor) aan de NLDA Het afstudeeronderwerp van Max betreft een operationeel aspect van oorlogs-

voering op zee: “De bescherming van een High Value Unit na een initiële detectie van een vijandelijke onderzeeboot”. En meer toegespitst luidt de onderzoeksvraag: “Welke van twee aanvalsopties door de beschermende fregatten van de High Value Unit, de direct of indirect approach, geeft de hoogste succeskans op het uitschakelen van de onderzeeboot?” Max heeft daarop de operationele-analysebenadering gekozen en het probleem geabstraheerd als tactisch probleem en in een wiskundig simulatiemodel omgezet. Het doel hiervan was beide opties te kunnen vergelijken.Het in Matlab ontwikkelde simulatiemodel beschrijft visueel en in story boards het “kat-en-muisgevecht” tussen beschermende fregatten en de vijandelijke onderzeeboot, inclusief de inzet van torpedo’s. Binnen dit model bleek dat de ene benadering, mits op de juiste wijze uitgevoerd, een veel betere succeskans op het uitschakelen van de vijandelijke onderzeeboot geeft dan de ander. Gegeven het ver-

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Martijn de Rooij onderzocht mixed reality voor Stork.

Na afloop was er nog tijd om wat te netwerken onder het genot van een hapje en drankje.

schil in uitkomst van zijn model, heeft Max in contact met het werkveld de validatie en verificatie uitgevoerd. Deze actie bevestigde dat de aannames in zijn model en de uit het model voortvloeiende conclusies juist zijn. Door zijn heldere wijze van formuleren heeft hij ook ervoor gezorgd dat de conclusies zeer relevant zijn voor het werkveld. Max heeft zich een goed en gedreven onderzoeker getoond, door zijn nieuwsgierigheid te volgen en met behulp van een kwantitatief model inzicht te verkrijgen in de voors en tegens van de beide aanvalsopties. In de besprekingen, bijvoorbeeld met een oud onderzeebootcommandant, heeft hij de meerwaarde van een operationeel-analysemodel als tool for discussion zeer overtuigend aangetoond.

jects in Joure met een onderzoek onder de titel “Duurzaam en economisch Waddentransport”. Ids’ onderzoek omvatte een grondige evaluatie van diverse brandstofsoorten, waaronder diesel, HVO, LNG, CNG, ethanol en methanol, evenals waterstof, ammoniak, en de opslag van energie in accupakketten. Het onderzoek richtte zich op parameters zoals uitstoot, prestaties, kosten, technische haalbaarheid en veiligheidsaspecten. Een onderscheidend kenmerk van Ids’ aanpak was de gedetailleerde analyse op toepassingsniveau, waarbij hij niet alleen naar de brandstoffen en hun systemen keek, maar ook specifieke scheepsontwerpen voor elke optie ontwikkelde. Hierdoor kon hij een nauwkeurige vergelijking maken tussen de verschillende brandstofsystemen en hun impact op het scheepsontwerp. Methanol bleek uit zijn onderzoek te prefereren boven de andere energiedragers. Ids richtte zich niet alleen op technische

Ids Bonga Maritieme Techniek (bachelor) aan de NHL Stenden Hogeschool te Leeuwarden Ids heeft zijn bacheloropleiding Maritieme Techniek afgerond bij Kroes Marine Pro-

aspecten, maar nam ook financiële overwegingen mee in zijn analyse, met betrekking tot de kapitaal- en operationele kosten van de verschillende scheepskundige ontwerpen en energiesystemen. Deze multidisciplinaire benadering resulteerde in een solide zakelijke businesscase die potentieel baanbrekend is in de maritieme sector. De eindopdracht toonde niet alleen zijn expertise in maritieme brandstoffen, maar benadrukte ook de rol van een maritiem ingenieur in het integreren van verschillende kennisgebieden voor innovatieve resultaten.

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KNV TS

Kiona Bilstra Ocean Technology aan Maritiem Instituut Willem Barentsz op Terschelling Kiona heeft onderzoek gedaan naar de beste richting van een sensor om de plaatsbepaling bij de opsporing van objecten en wrakken onder water te verbeteren. Deze worden aangemeten met een Side

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Scan Sonar waarbij deze gesleept wordt achter het vaartuig. Kleine afwijkingen in de richting van de sensor kunnen daarbij leiden tot grote fouten in de plaatsbepaling. Momenteel maakt Fugro, het bedrijf waar Kiona haar afstudeerscriptie heeft geschreven, gebruik van een relatief groot, onhandig en duur kompas om de plaatsbepaling te verbeteren. De onderzoeksopdracht luidde: “Finding a heading sensor for the aiding of the subsurface data imagery accuracy of the side scan sonar”. Binnen haar onderzoek is Kiona heel zelfstandig aan de slag gegaan. Ze heeft eerst een deskstudie gedaan naar opties voor vervanging. Vervolgens heeft ze zelfstandig demomodellen georganiseerd en samen met haar begeleiders binnen Fugro een plan gemaakt om deze te kunnen testen. Hiervoor heeft ze een gedetailleerde planning gemaakt waarbij ze middels een testobject de verschillende systemen heeft getest. Het testobject werd daarbij met een referentiemethode (multibeam echolood) nauwkeurig in kaart gebracht. De verschillende sensoren zijn daarbij onder zoveel mogelijk gelijke omstandigheden langs het object gevaren op verschillende afstanden om zo de nauwkeurigheid van de plaatsbepaling te kunnen bepalen. De metingen zijn vervolgens door Kiona statistisch verwerkt zodat niet alleen het “beste” systeem kon worden bepaald, maar deze keuze ook statistisch is onderbouwd. Fugro heeft aangegeven de aanbevolen oplossing te willen gaan implementeren in de praktijk.

Jan-Willem Kramer Maritiem Officier alle Schepen mbo aan Firda (ROC Friese Poort) op Urk Jan-Willem is tijdens zijn schoolperiode opgebloeid van jonge student naar volwaardig machinist. De weg hiernaartoe ging niet altijd over geplaveide wegen. Vanwege zijn dyslexie werd het verwerken van de theoretische vakken ernstig bemoeilijkt. Jan-Willem heeft zich hierdoor echter niet van zijn doel laten afleiden. Zijn leergierigheid en welwillendheid om de lesstof tot zich te nemen ging dan ook beter tijdens de praktijklessen, waarbij bepaalde theorie dan op zijn plek viel.

Naarmate zijn opleiding tot Maritiem Officier ten einde liep, ontpopte Jan-Willem zich tot een ware machinist. Dit is ook terug te zien in zijn scriptie die werd beoordeeld met een 10. Het betrof hierbij een verdieping waarin hij onder meer algemeen ingaat op de smering van de hoofdmotor, het overnemen van de machinekamerwacht en aanpassingen in de machinekamer aan speciale omstandigheden. Als ambassadeur voor ROC Friese Poort Urk, werkte Jan-Willem onder andere mee aan filmpjes voor intern gebruik en voor social-mediacampagnes. Hij promootte de maritieme opleidingen tijdens open dagen en beurzen. In zijn gesprekken met toekomstige leerlingen maakte hij niet alleen promotie voor onze opleidingen, maar ook voor de maritieme sector in het algemeen. Jan-Willem heeft tijdens zijn laatste stage meteen een baan als machinist aangeboden gekregen bij het stagebedrijf, Boskalis.

en tijdrovende onderneming. Reinier speelde dit in betrekkelijk korte tijd klaar binnen zijn organisatie en wist daarvoor de benodigde partijen bij elkaar te brengen. Op basis van deze analyse heeft hij een planningsroutine ontwikkeld waarmee een gefundeerd advies gegenereerd wordt om een schip met minimale kans op wachttijd (door weer) te plannen voor een bevoorradingstaak op de Noordzee. Deze routine is inmiddels voorzien van een gebruikersinterface en heeft zijn waarde in de praktijk bewezen. Zijn senioriteit en nieuwsgierigheid leidden veelal tot een aanpak die het niveau van een afstudeerscriptie voorbijschoot. Zijn begeleider moest hem dan ook zo nu en dan afremmen. Een sterke kant van Reinier is dat hij diverse partijen en kennis bij elkaar kan brengen om zijn beoogde innovatie te realiseren.

Aristotelis Merkouris Reinier Dick Master Marine Shipping Innovations aan het Maritiem Instituut Willem Barentsz op Terschelling Reinier kwam in 2018 in de masteropleiding als een senior door de wol geverfde maritieme professional die duidelijk blijk gaf al het een en ander van het wetenschappelijk denken en data-analyse te hebben geproefd. Deeltijd studeren paste prima in zijn strategie om werkenderwijs de uitdaging van zijn functie, het plannen van offshore supply vessels, van een grondige wetenschappelijke onderbouwing te voorzien. Zijn ambitie om het plannen van offshoreoperaties te stroomlijnen, is niet alleen ingegeven door een commercieel en kostenbesparend motief. De veiligheid en het welzijn van zijn collega’s op zee en de ecologische impact van het bevoorraden van platformen op de Noordzee spelen daarbij een even belangrijke rol. Reinier koos als titel van zijn afstudeeronderwerp: “Predicting offshore workability for platform supply vessels using Internet of Things (IoT) and Machine Learning”. Het werk van de planning met bevoorradingsschepen op de Noordzee hangt nauw samen met werkbaar weer. Het organiseren van meten op zee, de dataopslag, het transport ervan en de analyse is een grote

Maritiem Officier hbo aan de Hogeschool Zeeland Na het behalen van zijn diploma als stuurman op het mbo in Vlissingen, was Aristotelis vastberaden ook zijn hbo-diploma te behalen. Bij Damen Naval heeft hij zijn afstudeeropdracht gedaan met als titel: “An alternative method to enhance damage stability”. Daarbij onderzocht hij of de lekstabiliteit van marineschepen met luchtzakken vergroot kan worden. Om het doel te bereiken, is de volgende hoofdvraag opgesteld: “Op welke manier kunnen opblaasbare luchtzakken de lekstabiliteit van marineschepen verbeteren, zodat ook de weerstand geoptimaliseerd kan worden?” In zijn onderzoek zijn twee schepen geëvalueerd. Beide schepen zijn in ontwerpfase en voldoen in dit stadium, dus zonder luchtzakken, nog niet aan de lekstabiliteitseisen. Aristotelis heeft aangetoond dat hij zelfkritisch is, zaken helder kan formuleren en dat hij zich goed heeft ingelezen in het onderwerp. In een uitstekende presentatie, waarin hij professioneel zijn werk heeft verdedigd, liet hij zien boven de stof te staan en kon hij alle vragen duidelijk beantwoorden. Van de stagebegeleider bij Damen Naval heeft Aristotelis een hele goede beoordeling gekregen. Aristotelis heeft besloten verder te studeren aan de Universiteit in Delft.

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TERUGBLIK LEZING FUTURE PROOF SHIPPING Op donderdag 25 januari hebben we een boeiende uiteenzetting aan mogen horen van Dirk de Jong over het ontwerp, de afwegingen en de eerste ervaringen met een geheel emissieloos binnenvaartcontainerschip aangedreven door brandstofcellen op waterstof. De lezing was een gezamenlijke activiteit van KNVTS (Amsterdam en Rotterdam) en het KIVI (Martec) en vond plaats in het KIVI-gebouw te Den Haag. Doel van het project was een proof of concept. Als een standaard binnenvaartschip succesvol omgebouwd kan worden, is dat voor (bijna) alle schepen mogelijk. Er is veel pionierswerk verricht doordat er nog geen specifieke regelgeving was, maar

het was ook een zoektocht naar componenten die nog goedgekeurd moesten worden. Dirk nam ons mee naar de analyse van het vaarprofiel, een uitgebreide veiligheidsrisico-inventarisatie en de keuzes die daarop zijn gemaakt, het type brandstofcellen, de installatie in het ruim en de verwisselbare containers, tot de eerste ervaringen met het schip in bedrijf. De avond was druk bezocht, hetgeen aangeeft hoe dit onderwerp leeft in onze sector. Uit de zaal kwamen vele vragen, waarop Dirk nog wat dieper op bepaalde zaken in kon gaan. Na afloop hebben we nog uitgebreid nagepraat over het onderwerp.

Tijdens de lezing werd ingegaan op het pionierswerk dat is verricht om tot een emissieloos binnenvaartschip te komen.

In het hart van de scheepsinnovatie staat Holland Shipyard Group, een familiebedrijf dat in 1981 begon als een bescheiden reparatiewerf in Werkendam. Deze werf is nu uitgegroeid tot een vooruitstrevende kracht in de Nederlandse scheepsbouw, met een invloed die tot buiten de grenzen reikt. Holland Shipyards Group heeft drie dynamische scheepswerven verspreid over Nederland. Vlissingen brengt indrukwekkende staalconstructies tot leven en transformeert boorplatforms voor nieuwe doeleinden. In Werkendam ligt de focus op waterbouw en binnenvaart, terwijl in Hardinxveld-Giessendam de nieuwbouw van schepen, waaronder “groene” veerponten, centraal staat. Holland Shipyard Group is een pionier in ontwikkeling en innovatie en heeft ook een tastbare impact op duurzame scheepsbouw. Van het eerste dieselelektrische schip in 2010 tot de onlangs getekende overeenkomst met het Zweedse Trafikverket voor volledig autonome elektrische veerboten. Een opvallend recent project is de bouw van 's werelds grootste aan één stuk 3D-geprin-

Productie van 's werelds grootste aan één stuk 3D-geprinte autonome veerpont voor Parijs.

te autonome veerpont, gepland om in de zomer van 2024 over de wateren van Parijs te varen. Een technologisch hoogstandje gemaakt van gerecycled plastic, dat de grenzen van innovatie verlegt. Een andere mooie mijlpaal in maritieme innovatie, was de levering van de H2 Barge 1 aan Future Proof Shipping. Dit is 's werelds eerste binnenvaartschip op waterstof, dat nu emissievrij vaart tussen Rotterdam en Antwerpen. Geinspireerd door dit succes staat het tweede waterstofschip FPS Waal op het punt om te gaan testvaren, klaar om de wateren tussen

Rotterdam en Duisburg te doorkruisen. ‘Holland Shipyards Group heeft haar focus op duurzame en innovatieve scheepsbouwprojecten. Deze intrinsieke motivatie is niet alleen zichtbaar in de projecten, maar trekken we ook door in het productieproces. Groene schepen moeten immers groen gebouwd worden. Wij zijn als organisatie van mening dat verduurzamen niet zomaar een optie is, maar meer een noodzaak om een leefbare planeet achter te laten voor de volgende generatie(s).’

SWZ MARITIME • FEBRUARY 2024

HOLLAND SHIPYARDS GROUP: INNOVATIEVE PIONIER IN DE SCHEEPSBOUW

SWZ|Maritime is onder meer het periodiek van de Koninklijke Nederlandse Vereniging vanTechnici op Scheepvaartgebied, opgericht in 1898. SWZ|Maritime verschijnt elfmaal per jaar. Het lidmaatschap van de KNVTS bedraagt € 110,00 per jaar, voor juniorleden € 55,00 per jaar, beide inclusief dit periodiek. Een digitaal lidmaatschap (alleen voor studenten) kost € 20,00 per jaar. Het geeft u de vooraankondigingen van de maandelijkse lezingen, te houden op vier verschillende plaatsen in Nederland en korting op verschillende activiteiten. U kunt zich opgeven als lid bij de algemeen secretaris van de KNVTS, Zeemansstraat 13, 3016 CN Rotterdam, e-mail: secretariaat@knvts.nl of via het aanmeldingsformulier op de website: www.knvts.nl.

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NIEUWE UITGAVEN GERRIT DE BOER, GERRITJDEBOER@KPNMAIL.NL

Mooie schepen en banen 10

SWZ MARITIME • FEBRUARY 2024

In de boekenserie “Mooie schepen en banen in de haven van Rotterdam” verscheen de tiende editie. In de eerste, die verscheen in februari 2010, schreven de auteurs in het voorwoord: ‘Het werd tijd voor een leerzaam boek over mooie schepen en functies in de Rotterdamse haven. Beschrijvingen over hedendaagse, maar ook bijzondere schepen en over de functies in de haven, die bestaan dankzij die schepen, zijn naar ons weten in boekvorm nooit eerder verschenen.’ Beide auteurs, Hans Roodenburg en Cees de Keijzer, vonden dat onderschat werd dat veel Rotterdamse burgers hun hart aan de maritieme wereld hadden verpand en dat er in de media bovendien veel te weinig aandacht werd besteed aan de haven. Het idee werd omarmd door een aantal leden van de World Ship Society Rotterdam Branch (WSS RB), een club van ware maritieme geïnteresseerden, die hebben gevaren, in de haven hebben gewerkt of die gewoon scheepsliefhebbers zijn. De WSS werd in 1946 in Engeland opgericht door Michael Crowdy en heeft in veel landen over de hele wereld afdelingen, de branches. Het eerste gedeelte, de schepen, nam De Keijzer voor zijn rekening, terwijl het tweede gedeelte, de banen, een voortzetting waren van interviews met “gewone” werkers in de operationele sfeer, die eerder in een iets andere vorm al door Roodenburg in het vakblad Mainport waren gepubliceerd. De auteurs hadden een selectie gemaakt van vaak bijzondere schepen en banen. Unieke foto’s werden welwillend beschikbaar gesteld door fotograferende WSS-leden. Kapitein De Keijzer (1943) begon in 1962 als officier bij de Holland Amerika Lijn en heeft 11 jaar gevaren bij verschillende rederijen, waarvan de laatste jaren op de wilde vaart. Daarna nog eens 26 jaar bij het Havenbedrijf Rotterdam totdat hij in 2004 met pensioen ging als senior beleidsadviseur nautiek, milieu en veiligheid. Na zijn pensionering werd De Keijzer in 2005 met grote meerderheid gekozen als voorzitter van de Rotterdamse branch van de WSS. Roodenburg was bijna veertig jaar onafhankelijk journalist bij diverse dagbladen in Rotterdam met als specialiteit haven en

Mooie schepen en banen 10, formaat: 24 x 17 cm, 112 pagina’s, ISBN: 9789491354700, Uitgeverij Watermerk, Lekkerkerk, prijs: € 19,95, meer info: www.watermerk.eu en www.wssrotterdam.nl.

scheepvaart. Hij was ook jarenlang de laatste penningmeester van de helaas niet meer bestaande Havenpersclub Kyoto. De Keijzer en Roodenburg bleken een gouden duo en zij verwachtten dat het boek wel een vervolg zou krijgen. Het eerste boek was een groot succes en al binnen een jaar rolde een tweede boek van de pers. De vijfde editie verscheen op 16 april 2016 tijdens de viering van het 25-jarig jubileum van de WSS Rotterdam Branch, inmiddels met meer dan 300 leden de grootste. Het leek even dat met de vijfde editie de serie was voltooid, maar er waren alweer meer dan voldoende interessante schepen, functies en foto’s voor een boek nummer 6. Roodenburg moest helaas afhaken, maar hij werd voortreffelijk opgevolgd door de secretaris van de WSS RB (vanaf 2008), Piet van Dijk (1948), die zijn sporen had verdiend als radio-officier en als publicist in verschillende maritieme periodieken. Bij deel 7 werd op het omslag voor het eerst een cijfer vermeld achter de titel. Wat ook veranderde was de uitgeverij. De eerste zes delen werden fraai uitgegeven door Coolegem Media in Rotterdam. Toen deze uitgeverij helaas haar activiteiten moest staken, werd de productie gelukkig overgenomen door Uitgeverij Watermerk in Lekkerkerk en ongewijzigd voortgezet, voorlopig tot en met het nu verschenen “Mooie schepen en banen in de haven van Rotterdam 10”. De succesformule werd in alle delen gehandhaafd: mooie vormgeving, zelfde formaat, indeling, omvang en alle foto’s in kleur. Steeds opnieuw met een breed scala

aan schepen en havenbanen. In deel 10 passeren meer dan 100 schepen de revue. Daarnaast worden in dit deel tien interessante haven- en scheepvaartbanen met totaal uiteenlopende functies weergegeven. Evenals met alle vorige delen, kan een beeld worden gevormd van de grote diversiteit van wat in de Rotterdamse haven wordt aan-, door- en afgevoerd: niet alleen natte en droge bulk en containers, maar ook breakbulk, auto’s, ro/ro-lading, projectlading, offshore- en wind-farm-materiaal en ook niet onbelangrijk, de toeristen op cruiseschepen. Hoewel niet officieel aangekondigd, acht ik het niet uitgesloten dat beide auteurs en de club van shipaholics, zoals ze zichzelf noemen, weer voldoende inspiratie hebben voor teksten over schepen, ladingen, soms schimmige eigenarenconstructies en andere weetjes voor een volgende editie. De WSS Rotterdam Branch organiseert gratis voor de leden elk jaar vijf drukbezochte bijeenkomsten in Vlaardingen, twee rondvaarten, inclusief lunch, en twee excursies. Voor slechts € 35 per jaar ontvangen de leden bovendien vijf uitgaven van het Rotterdam Branch Magazine met interessante artikelen over maritieme onderwerpen. Niet voor niets is het nieuwe recordaantal leden 395. Alle leden kregen ook deel 10, waarvan het eerste exemplaar op de branchemiddag van 18 november, in de Maashavenzaal van Hotel IBIS in Vlaardingen, werd uitgereikt aan Kim van Dijk, managing director van Royal Dirkzwager.

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Electronics

Custom naval engineering solutions

SALTWATER Custom naval engineering solutions

Bachmann electronic Bachmann electronic Vendelier 65-69 3905 PD Veenendaal Tel: +31 (0)85 2100550 E-mail: r.epskamp@bachmann.info www.bachmann.info Contact: Ronald Epskamp At Bachmann, our mission is to bring together a wide range of partners, customers, product managers and application support engineers to share individual strengths, ideas, solutions and technologies. Our goal is to learn from ship owners and translate their vision into tangible automation solutions. We strive to facilitate industry-wide collaboration, which will enable system integrators and equipment manufacturers to focus on their unique, high quality, fully tested solutions with minimum development and commissioning time.

Experts & Surveyors

Doldrums B.V. Marine & Technical Surveyors Waalstraat 26 3087 BP Rotterdam Tel. +31-(0)10-4299590 Fax +31-(0)10-4296686 E-mail: office@doldrumsbv.nl www.doldrumsbv.nl

Saltwater Engineering Buitendijks 33 3356 LX Papendrecht The Netherlands T +31(0)78–205 15 00 E-mail: info@saltwater.nl www.saltwater.nl Agile. Competent. Transparent. Reliable. Saltwater Engineering is your partner in naval engineering solutions. We provide tailor-made solutions for the naval and offshore industry. Our highly skilled and experienced team of engineers offers a broad range of services involving vessel design, mobilization & transport engineering, on-site service and engineering support. A proven track record shows that we are competent and can handle any navel engineering request. Together we will find the best solution for your challenge.

Shiprepair and maintenance

Nova College Scheepvaart The Maritime Academy of Nova College is based in IJmuiden and Harlingen. Established over a century ago, it is one of the oldest and most experienced maritime training institutes in the Netherlands. All locations are geared to their specialism, preparing people for all modern functions at sea and on shore.

Stout Pijpleidingen en Technische Installaties Rivierdijk 641a 3371EE Hardinxveld-Giessendam Tel. + 31 184 615022 Email: info@stout-pijpleidingen.com www.stout-pijpleidingen.com

Internationally certified A wide range of training and education programmes are available, for professionals in the maritime industry both nautical and technical in the merchant navy, fishery and inland navigation. Operators of locks and bridges are also trained and the Academy participates in various consultancy and research assignments. Contract education by the Academy is internationally certified. www.novacollege.nl/scheepvaart +31(0)23 530 2900 scheepvaart@novacollege.nl

Since 1979, Stout has been manufacturing and installing highly qualified customized piping systems for shipbuilding and industry. In addition to a team of professionals, we have advanced machines for cutting, bending, and welding pipework in our workshop of more than 4,000 m². Stout is your ISO and VCA** certified partner for production and installation of all custom build piping systems for dredging, ballast water treatment, HVAC, oil, fuel, cooling water, freshwater, firefighting, sewage

Ship supplies

WINEL Dr. A.F. Philipsweg 55, 9403AD PO Box 70, 9400 AB Assen, The Netherlands T: +31 (0)592 366 060 E-mail: info@winel.nl www.winel.nl Safety at Sea Level Since 1956 Winel has specialized in manufacturing a wide range of products for the commercial shipbuilding and yacht building industry, including: - Ship doors & hatches - Tank vent check valves - Access equipment - Boarding ladder - Custom-engineered solutions Based in Assen, with workshops in Blokzijl and Haiphong, we are a unique partner, housing engineering, production, assembly and testing all under one roof. With our skilled staff, we strive to uphold our company’s key principles: quality without compromise, reliability and customized solutions to ensure your safety at sea.

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Maritime training

EDR Antwerp Shipyard Industrieweg 11, quay 403, 2030 Antwerp – Belgium T: +32 3 253 27 52 E: info@edr-antwerp.eu www.edr-antwerp.eu Commercial questions: philippe. trouillard@edr-antwerp.eu EDR Antwerp Shipyard, new commercial name of Engine Deck Repair nv – your full service shipyard at the heart of Europe. Providing flexible one-stop shop solutions for vessel maintenance, repair and conversion. Installation of ballast water treatment systems, scrubbers, propeller retrofit, reefer upgrades and many more. Other departments: • Technical Supplies: sale and purchase of critical spare parts 27/4, supply of original spares or other high-quality solutions, cane load tests, supply of engine parts, insulation services and supplies, etc. • Spare Part Distribution: logistic activities to transport, pack and store your spare parts and vessel equipment. We transport with our own specialized fleet of trucks and we have in-house custom declared warehousing up to 16.000 m² • Inland: dedicated department creating a one stop shop for all requirements Captain/Owners and managers of inland vessels may have, including specialized docking rated

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Naval architects

Vessel Registration

For all your maritime affairs

Manoeuvring systems, propeller shafts and seals SEAGOING MANOEUVRING

DEKC Maritime Osloweg 110 9723 BX Groningen Tel. 050-5753950 E-mail: info@dekc.nl www.dekc-maritime.com DEKC MARITIME (Design Engineering Knowledge Center) offers concept design, basic design, and detail engineering for new build vessels as well as operational support during the lifetime of a vessel. DEKC assists with modifications and mobilizations, and provides project-specific engineering. Our specialists in naval architecture, structural design, mechanical engineering and detail engineering are able to help with every idea or challenge.

Stern tube seals

Technisch Bureau Uittenbogaart Nikkelstraat 7 NL-2984 AM Ridderkerk P.O. Box 165 NL-2980 AD Ridderkerk Tel. +31 88 368 00 00 Fax. +31 88 368 00 01 E-mail: info@tbu.nl Website: www.tbu.nl Technisch Bureau Uittenbogaart is since 1927 active in the shipping and shipbuilding industry as exclusive agent in the Netherlands, Belgium and Luxembourg for a wide range of A class brands. - SIMPLEX-COMPACT 2000 Seals - Centrax Bulkhead Seals

Heating systems, sales and maintenance

Heatmaster bv lndustrial & Maritime heating systems Bedrijvenpark “Grotenoord” Grotenoord 1 3341 LT Hendrik-ido-Ambacht The Netherlands Postbus 252 3340 AG Hendrik-Ido-Ambacht Tel. + 31 78 - 68 23 404 Fax + 31 78 - 68 23 403 Email: info@heatmaster.nl www.heatmaster.nl Heatmaster, your hottest innovator

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Hubel Marine B.V. Karel Doormanweg 5 3115 JD SCHIEDAM Tel. +31-10 458 7338 A.O.H.+31-65 372 4457 E-mail: registration@hubelmarine.com www.hubelmarine.com

We are the official Flag representative for Panama, Liberia, Belize , St.Kitts & Nevis Ship Registry. Our office is fully empowered to process the registration of your vessel on 24/7 basis and print the related Flag certificates in our office. Furthermore we issue the Crew Endorsements for your seafarers and perform Flag related surveys. Would you like to change flag ? Contact Hubel Marine .. leaders for Vessel registration !

Gearboxes and couplings

BOONE Engineering • Technical Solutions • Trading L.J. Costerstraat 9, 3261 LH OudBeijerland P.O. Box 1572, 3260 BB Oud-Beijerland The Netherlands T + 31 (0)186-618300 E info@boonebv.nl I www.boonebv.nl Boone, established in 1974, is a worldwide partner in engineering, technical solutions and trading within the maritime, industry and infrastructure sector. Through the years we developed as a specialist and became partner in production, repair and support in drives for the offshore, dredging and maritime sector. Boone is distributor for:

• Kumera gearboxes • Stromag high elastic couplings • Jaure gear couplings • Gosan sheaves • Rhenania gearboxes • Etron barrel couplings • Sibre brakes and couplings • Pneumaflex/Spiroflex couplings

As independent specialist we serviced brands as Keller, Jahnel Kestermann, Flender, Lohmann & Stolterfoht, Stork, Renk, Reintjes, Masson and ZF. We also provide service for thrusters of several brands as: Rolls Royce, Berg, Wärtsilä, Aquamaster and more.

MARITIME TECHNOLOGY

Bureau Veritas Marine Nederland B.V. Gebouw “Willemswerf” Boompjes 40 3011 XB Rotterdam Postbus 1046 3000 BA Rotterdam Tel. 010 2822666 E-mail: nld_rtd@nl.bureauveritas.com

DNV Zwolseweg 1 2994 LB Barendrecht Tel. 010-2922817 E-mail: rotterdammarketing@dnv.com www.dnv.com

Machinefabriek De Waal Biesboschhaven Noord 4 4251 NL Werkendam The Netherlands Tel. +31 (0)183 501811 Email: info@dewaalbv.nl www.dewaalbv.nl The core business of De Waal mechanical engineering plant and shipping engineering, is: designing and manufacturing Stuwa rudders, steering engines, propeller shaft systems and seals for sea and inland shipping, the fishing industry and the yacht-building industry. The trained technicians have an extensive knowledge of steering machines and propulsion systems. De Waal is a family-owned business, since 1938.

DNV is the world’s leading classification society and a recognized advisor for the maritime industry. We enhance safety, quality, energy efficiency and environmental performance of the global shipping industry – across all vessel types and offshore structures.

MultiSure B.V. Contactpersoon: J.L. Niemeijer Tosca 18 2926 PK Krimpen aan den IJssel Tel. 0180 552727 www.multisure.nl E-mail: info@multisure.nl MultiSure is specialised in insuring ship’s crew. We help you to be prepared for unexpected situations you do not want to think about.

Would you like to have your company added to our Search pages? Please contact our account manager Bert Veninga, by phone +31 (0)6 51 586 888 or e-mail bert@veninga.net, for more information.

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SUSTAINABLE INNOVATIONS ENGINEERING AND CONSTRUCTION OF TRAILING SUCTION HOPPER DREDGERS

WWW.KOOIMANMARINEGROUP.COM

KOOIMAN MARINE GROUP | LINDTSEDIJK 84 | 3336LE ZWIJNDRECHT | THE NETHERLANDS | (T) +31 (0)78 61 00 477

Colofon Dit 11x per jaar verschijnende vakblad SWZ|Maritime wordt uitgegeven door de Stichting Schip en Werf de Zee (SWZ), waarin participeren de Koninklijke Nederlandse Vereniging van Technici op Scheepvaartgebied (KNVTS) en de Stichting de Zee. SWZ|Maritime is het verenigingsblad van de KNVTS. Via participatie in Stichting de Zee van de vakbond van zeevarenden Nautilus International en de Nederlandse Vereniging van Kapiteins ter Koopvaardij (NVKK) hebben ook leden van deze organisaties een abonnement op SWZ|Maritime. De Stichting SWZ is de eigenaar en uitgever van de titels Schip & Werf de Zee en SWZ|Maritime. Het bestuur van SWZ wordt gevormd door de participanten in SWZ (KNVTS en Stichting de Zee), die elk vier bestuursleden benoemen uit de doelgroepen van de lezers. Het bestuur bestaat uit de volgende personen: Namens de KNVTS: Dr. Ir. W. Veldhuyzen (KNVTS), voorzitter Ing. P. Mast (KNVTS), penningmeester Ing. R. de Graaf (NMT), secretaris Dr. Ir. M. Th. van Hees (MARIN) Namens de Stichting de Zee: W.T. Bos (NVKK) H. Walthie (Nautilus NL) De Stichting SWZ wordt bijgestaan door een Adviesraad waarvan deel uitmaken: mevr. Dr.Ir. A.C. Habben-Jansen, Prof.Ir. J.J. Hopman, Ir. A.H.

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Hubregtse, Ir. P.J. Keuning, Ir. A. Kik, Dr.Ir. H.J. Koelman, mevr. Ir. K. van der Meij, Drs. M. van Rijsinge, mevr. E. Stroo-Moredo, Ir. P.F. van Terwisga, Ing. H.A.B. Veraart, Ir. K. Visser, Ir. A.M. van Wijngaarden, Dr.Ir. P.R. Wellens Abonnementen

Voor niet leden aangesloten organisaties: Nederland € 179,00*, buitenland € 260,00, dit is inclusief: 11x SWZ|Maritime, de SWZ Newsletter en toegang tot de digitale editie van SWZ|Maritime en het digitale archief. * Deze prijs is excl. 9% BTW en € 3,95 administratiekosten. Abonnementen worden tot wederopzegging aangegaan. Beëindiging van het abonnement kan schriftelijk, per e-mail of telefonisch geschieden, uiterlijk 3 maanden voor het einde van de abonnementsperiode; nadien vindt automatisch verlenging plaats. Voor wijzigingen (in adres of opzeggingen) betreffende lidmaatschap van KNVTS: telefoon: 010 - 241 00 94, e-mail: secretariaat@knvts.nl Voor wijzigingen (in adres of opzeggingen) betreffende het lidmaatschap van leden van Nautilus International: telefoon: 010 - 477 11 88, e-mail: infonl@nautilusint.org. Voor wijzigingen (in adres of opzeggingen) betreffende het lidmaatschap van leden van de

NVKK en overige abonnementen: telefoon: 0570 - 504 342, e-mail: klantenservice@mybusinessmedia.nl. Voor klachten over de bezorging kan contact opgenomen worden met Mybusinessmedia: telefoon 0570 - 504 342, e-mail: klantenservice@mybusinessmedia.nl. Digitale bladversie SWZ|Maritime Abonnees kunnen de digitale online bladerversie lezen op swzmaritime.nl/swz-archive/ met de daarvoor bestemde exclusieve inloggegevens. Voor vragen hierover neemt u contact op met de klantenservice van Mybusinessmedia, 0570 - 504 342, klantenservice@mybusinessmedia.nl. Uitgeefpartner

SWZ|Maritime wordt uitgegeven in samenwerking met uitgeefpartner Mybusinessmedia, Boreelplein 70, 7411 CG Deventer, telefoon: 0570 - 504 300, e-mail: klantenservice@mybusinessmedia.nl.

Advertentie-exploitatie

Mybusinessmedia, Bert Veninga, accountmanager, telefoon: 06 - 515 86 888, e-mail: bert@veninga.net. Alle advertentiecontracten worden afgesloten conform de Regelen voor het Advertentiewezen gedeponeerd bij de rechtbanken in Nederland.

Adres administratie KNVTS, Stichting SWZ en redactie SWZ|Maritime

Zeemansstraat 13, 3016 CN Rotterdam, telefoon KNVTS (abonnementen en lidmaatschap): 010 - 241 00 94, secretariaat@knvts.nl. Redactie (uitsluitend redactionele aangelegenheden): telefoon: 010 - 241 74 35, e-mail: swz.rotterdam@knvts.nl, website: www.swzmaritime.nl.

Redactie: G.J. de Boer, Ir. H. Boonstra, Ir. A. de

Bruijn, M. van Dijk, mevr. Ing. A. Gerritsen, Ir. J. Huisman, Ir. J.H. de Jong, Ir. W. de Jong, H.S. Klos, Capt. H. Roorda, B. von Ubisch MSc, E. Verbeek, B. Lenferink (SG William Froude)

Aan SWZ|Maritime werken regelmatig mee:

B. Kuipers, H. Heijnen, E. van Huizen, H.Chr. de Wilde en R. van de Pol Hoofdredacteur: A.A. Oosting Eindredactie: mevr. M.R. Buitendijk-Pijl, MA Vormgeving: Bureau OMA, Doetinchem, www.bureauoma.nl Druk: Ludlow Media, www.ludlowmedia.nl Hoewel de informatie, gepubliceerd in deze uitgave, zorgvuldig is uitgezocht en waar mogelijk is gecontroleerd, sluiten uitgever, redactie en auteurs uitdrukkelijk iedere aansprakelijkheid uit voor eventuele onjuistheid en/of onvolledigheid van de verstrekte gegevens. Reprorecht: overname van artikelen is alleen toegestaan na toestemming van de uitgever. ISSN 1876 - 0236

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BUREAU VERITAS CERTIFIES ONE OF THE LARGEST TRAILING SUCTION HOPPER DREDGERS IN THE BOSKALIS FLEET

Noteworthy features of the energy-efficient vessel design include the full diesel-electric installation and propulsion via Azipods™.

Equipped with a double suction pipe with underwater pumps and two discharge pumps with a combined discharge capacity of 15,000 kW.

METHANOL 31,000 m3 ALTERNATIVE FUEL

HOPPER CAPACITY

15,000 KW

DISCHARGE CAPACITY

SHAPING A WORLD OF TRUST Bureau Veritas was founded in 1828 to address marine risks. Our priority is safety - for our clients and society. Today we are a multi-sector Testing, Inspection and Certification (TIC) organization with more than 75,000 people world-wide and about 1,400 laboratory and testing facilities.

marine-offshore.bureauveritas.com nld_rtd@bureauveritas.com +31(0)10 282 2666

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