The Cruise Industry

Trade journal for professionals in marine engineering | Volume 141, February 2020 | www.swzmaritime.nl 2

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Picking up where we left off? THE CRUISE INDUSTRY

Sailing on HVAC Low-power, iron specialists harsh weather

A CO2-free and Navigating waves circular energy ‘ HVAC reﬁ ts for cruise with less installed source ships pay off’ power

01-01_SWZ_CVR.indd 1 18-02-20 13:29 Preparation is the key to success. This holds true especially for project cargo, heavy lifting and breakbulk, which all depend greatly on absolute precision. PROJECT CARGO SUMMIT 2020 offers professionals from these sectors the opportunity to share their expertise with peers, to network and to do business.

MEETING PLACE FOR SPECIALISTS

This year, PROJECT CARGO SUMMIT 2020 offers a single exhibition oor. Our traditional Networking Dinner will again be the conclusion of day one. What’s more: the DUTCH SHIPBROKERS EVENT will take place on 25 September in the same venue: the Van Nelle Factory in Rotterdam, the Netherlands!

This remarkable building is a true icon of Modernist architecture. Nowadays it is a World Heritage Site and an inspiring decor for events and meetings.

www.projectcargosummit.com

ORGANISATION: PARTNER:

02-52_SWZ_Advertentie_Search.inddPCS2020_algemeenEN_225x297.indd 2 1 18-02-2031-01-20 12:1115:46 IN THIS EDITION

Special cruise industry 16 An industry This special provides an overview of the cruise shipbuilding market and shows how Bolidt and Heinen worth keeping and Hopman are important suppliers. We also take a detailed look With last year’s delivery of the Celebrity Flora, a Dutch at the fi rst Dutch-built cruise ship in yard completed a sea-going passenger ship for the fi rst a long time, the Celebrity Flora. time in 46 years. The last one before this was the Prinsen- dam in 1973. This ship was lost, however, in a fi re in the Pacifi c in 1980. This spring, Shipyard De Hoop is expected 34 Iron as fuel to deliver its second newbuild cruise ship and there is hope for more to come.

To boost the energy transition, a With building cruise ships again, the Dutch maritime industry completely different alternative fuel joins the Germans (Meyer Werft and MV Werften), French was investigated, namely iron pow- (Chantiers de l’Atlantique), Finnish (Meyer-Turku) and Italians der. Together with green hydrogen, and Norwegians (Fincantieri-Vard) that gained great fame in the

a complete CO2-free cycle can be construction of cruise ships. created with iron as a fuel. In this ﬁ eld of shipbuilding, the Europeans are the absolute champions and it is worth the effort. Thanks to cruise ships, the European shipbuilders are still the biggest in the world in annu- Low-powered ships in harsh al turnover. That this turnover is so high is because this type of 38 shipbuilding is capital and labour intensive. In simple words: the weather ships are expensive, and you need a lot of workers to complete Motivated by an expected decrease a cruise ship. A lot of work means jobs, a lot of jobs. In Europe, in total almost one million people depend on the maritime indus- in installed power on future vessels, try for their income. Especially in countries like Germany, MARIN developed tools to describe France, Finland and Italy, that’s often a job on a yard that builds the handling of a low-powered ship cruise ships. Because next to cruise ships, naval ships and in adverse weather. Recently, these superyachts, we in Europe practically don’t built anything else tools were used to investigate their anymore. Ships for all the other markets, the bulkers, container safety in extreme conditions. vessels and (gas) tankers in paricular, are nowadays constructed by the Asians, especially the Koreans and Chinese. And now Contents the Chinese are also after the cruise market. FEBRUARY 2020 It was not that long ago that Europe already once lost its cruise 4 Dutch news shipbuilding to the Asians when in 2007/8 in a surprise move, 6 Markets the South Korean shipbuilding group STX bought a controlling MARITIMESWZ • 8 Maritime monthly stake in Norway’s Aker Yards. Aker employed more than 20,000 13 Global news people on eighteen shipyards in Finland, Germany, Romania and 16 Cruise ship developments Brazil where they built cruise and merchant ships, ferries and 20 Bolidt ﬁ ts ships with synthetic decks specialised vessels for the offshore oil industry. In 2017, STX 23 Smarter climate control on luxury cruise ships had to pull out of Europe. Most of the yards were bought back 26 Two exceptional expedition cruise ships by European parties. Let’s keep it that way and read in our mag- azine why it is also worthwhile for the Dutch maritime industry. 41 The modelled ship 44 Mars Report 46 Book reviews 47 Verenigingsnieuws KNVTS Antoon Oosting Editor-in-Chief [email protected]

Cover: After the Celebrity Flora, Shipyard De Hoop is now completing its second expedition cruise ship, the Silver Origin, to be delivered this spring. 3

03-03_SWZ_INHOUD.indd 3 18-02-20 13:26 DUTCH NEWS

ANTOON OOSTING

UNIIQ investment for innovative crane for next generation wind turbines

Wind turbines at sea are getting bigger and Wind energy at sea will grow enormously looking for opportunities to give their ves- higher. The Rotterdam startup Tetrahedron in the coming decades. In order to meet the sels upgrades in order to be able to lift has developed an innovative crane that large demand for wind energy, wind tur- higher and thus keep their vessel relevant. makes existing lifting platforms suitable for bines at sea are rapidly increasing in size If they cannot grow sufﬁciently, their ships installation of this new generation of wind and height. Existing jack-up vessels, so- will become unusable for offshore wind en- turbines. To further develop the innovation, called lifting platforms, which install the ergy within a few years. What makes Tetra- Tetrahedron has received an investment wind turbines will soon no longer be able hedron's design special, is that they have from proof-of-concept fund UNIIQ. The in- to lift high enough to reach the highest developed an innovation that gives an ex- vestment was announced by Alderman Ar- parts of wind turbines. Tetrahedron’s isting crane a lifting height upgrade with- jan van Gils (Finance, Organisation, Port crane, however, can make existing jack-up out loss of lifting capacity. In addition, the and Large Projects) during the PortXL Se- vessels suitable for installing the ten to crane is not longer once in its stowed posi- lection Days in Rotterdam (in December twenty megawatt wind turbines. tion, so it still ﬁts on the jack-up vessel 2019). Owners of jack-up vessels are hard at work while sailing.

Alphatron supplies custom bridge for ship conversion project

Spaansen will convert container vessel Gerd into Trailing Suction Hopper Dredger Yed Prior. This required a new, custom bridge on board, supplied by Alphatron Ma- rine, in which all instruments are optimised for navigation and dredging. Alphatron assembled the custom Alpha- Bridge together with the ship’s captain. Two tug boat consoles were adapted to make it suitable for a gravel hopper dredger. In addition to the bridge, Alphatron will also supply technical service to the ship and crew in the future. The Gerd arrived in Harlingen for the conversion project in No- vember 2018. The vessel is to be delivered Container vessel Gerd will be converted into a hopper dredger. as Yed Prior this spring. FEBRUARY 2020

SWZ MARITIME • MARITIMESWZ • KenzFigee introduces next generation subsea crane

KenzFigee, a supplier of marine, offshore and reach for tall objects. and wind energy equipment, has designed ‘Although one of the world’s oldest crane a new rope actuated knuckle boom subsea manufacturers, feedback and dialogue with crane. The crane is to improve operational our clients is fundamental to understand safety and workability and offers a lifting their daily operations and challenges in or- capacity from approximately 400 to 2000 der to adjust and improve designs to their tonnes. speciﬁc needs and requirements,’ says The crane was designed using feedback Sietse Gerssen, VP Sales KenzFigee. ‘New from clients. New features include a high technology is sometimes very close to ex- Safe Working Load of up to 2000 tonnes, isting principles, yet innovative in how all is The new subsea decreased hook weight, reduced pendulum brought together. The essence of this new crane offers added length, full deck coverage including reach subsea crane design is conﬁguring proven lifting height and at minimum radius and added lifting height technology in a different way.’ reach.

04-05_SWZ_DUTCHNEWS.indd 4 18-02-20 13:25 DUTCH NEWS

Royal IHC and trade unions join forces for Dutch submarine replacement

Royal IHC and the Dutch trade unions FNV, In a statement, the joint trade unions say CNV vakmensen.nl, RMU and De Unie have that ‘with such a large order from the signed a covenant within the framework of Dutch government, in terms of construction the programme for the replacement of the and long-term maintenance, the choice Dutch Walrus class submarines. In this should be for employment in the Nether- covenant, the parties have agreed to inten- lands. The Dutch maritime industry distin- sively work together when Royal IHC and guishes itself by high-quality knowledge its French partner Naval Group are select- and innovative strength. In addition, the na- ed by the Dutch government to carry out val construction cluster is of direct impor- the assignment. tance for Dutch safety and protection. In- The replacement programme for the Wal- vesting in this strategic sector is good for rus class submarines offers the Dutch Royal IHC and the trade unions sign the covenant. preserving and expanding knowledge, for manufacturing and knowledge industry employment and for the Netherlands as an many opportunities. It will give a major the development of the right (professional) industrial country. This also includes clear boost to knowledge development and cre- training. agreements about training, employment ate high-quality jobs in various disciplines. ‘The replacement of the Walrus class is a and working conditions as they are in the To recruit staff for this major project and very large and magnificent project,’ says covenant signed today.’ get them trained to the desired quality level Dave Vander Heyde, CEO Royal IHC. ‘A On a side note, the trade unions signed a in time, it is important to join forces. challenge that IHC cannot take on alone. similar covenant with Damen Shipyards, Agreements have been made in the cove- We of course need Naval Group for that, another contender for the submarine con- nant on recruiting, training and keeping and certainly as many Dutch partners as tract together with Swedish Saab. The cov- employees permanently employable. With possible, in all kinds of areas. We are enant was then said to be signed in hopes this covenant, all parties involved endorse therefore very happy with the support of of swaying the Dutch Government to the importance of cooperation, good work- the unions. Together we can ensure the choose a contractor that will ensure a ing conditions, the provision of apprentice- correct inflow and flow of professionals in large part of the work is carried out in the ships, inflow and growth opportunities and the Rotterdam region.’ Netherlands by Dutch companies.

Cryonorm delivers 425 m3 marine LNG fuel system for Baleària

Dutch specialist in cryogenic systems and vaporisers Cryonorm from Alphen aan de Rijn has shipped a 425 m3 LNG fuel gas sys- FEBRUARY 2020 tem to WestSea Viana Shipyard, Portugal. It will then be installed on board Baleària’s ferry ms. Sicilia. The LNG fuel gas system, part of the environmental upgrading of the Sicilia, will be ﬁtted underdeck in the mid MARITIMESWZ • ship of the existing vessel. After the upgrade, the following annual emissions re-

3 ductions will be accomplished: SOX 75 The 425 m LNG fuel

tonnes, CO2 9100 tonnes (equivalent to 4445 system just before

cars), NOX 870 tonnes and a one hundred transport. per cent reduction of particles. The project is co-ﬁnanced by the Connecting Europe genics and LNG. Currently, Cryonorm is up- of The Rootselaar Group) in Nijkerk. The ac- Facility of the European Union. grading ﬁve Baleària ferries to LNG, the tivities of Cryovat include design and manu- Baleària is the leading Spanish shipping Abel Matutes and Bahama Mama have re- facturing of vacuum insulated cryogenic line in passenger and cargo services to the cently been commissioned while the Sicilia storage and fuel tanks suitable for offshore Balearic Islands, and one of the largest op- is number three in a row. The Martin i Soler and onshore applications. Cryovat acquired erators in the Strait of Gibraltar. Cryonorm and Hedy Lamarr will follow soon. The tank considerable competence and extensive employs engineers, production and servic- for the Sicilia LNG system has been pro- experience in design and manufacture of es staff, having a long background in cryo- duced by Dutch company Cryovat (member cryogenic pressure vessels.

04-05_SWZ_DUTCHNEWS.indd 5 18-02-20 13:25 MARKETS

LACK OF TRANSPARENCY BY MINISTRY BLOCKS CRUISE REPAIR MARKET

Somebody who is not involved through-and-through in the peculiarities of Dutch politics and dealings of Dutch government bodies might be amazed. Because how can Dutch government officials chase off good business for an industry that tries to survive against fierce competition? The Dutch have the yards, the skills, the knowledge, the logistics infrastructure, the suppliers and all that is needed to maintain, repair, refit, and modernise the world’s biggest cruise ships. And yet the cruise companies stay away from the Dutch yards as they risk enormous penalties when they send their ships to dock in the Netherlands.

t wasn’t peanuts, what the inspection body of the Ministry of Social But a lot less cheerful they were when dozens of inspectors of the Affairs imposed on Royal Caribbean Cruise Line (RCCL), the number Dutch Ministry of Social Affairs raided the ship and noted that there two in the global cruise business. No less than a one-million-euro were 124 workers from the Philippines working on the ship without indi- I fine was imposed by the Ministry after its inspectors paid a visit to vidual working permits for a job in the European Union. The inspectors the Oasis of the Seas. The at that moment biggest cruise ship in the handed out a fine of 992,000 euros, or 8000 euros per individual worker. world was welcomed by a lot of spectators when it entered the port on RCCL had to wait until August 2018 before the fine was definitively im- 29 September 2014 for its first obligatory docking in the big dry dock of posed by the Minister of Social Affairs. Of course RCCL didn’t agree and what was then still called Keppel Verolme in the Port of Rotterdam. So went to court to dispute the fine. much public attention must always be welcome for the cruise industry and the ship’s crew. Disastrous effect Such a huge company as Royal Caribbean Cruises Ltd, holding company of RCCL, now called Royal Caribbean International, could easily bear a fine of one million euros, but having these extra costs every time they would dock their ships in Rotterdam is simply very annoying. Yet, the damage for the Dutch maritime industry – first for the Verolme Yard that since then has been taken over by Damen and is now called Damen Verolme Rotterdam and for all the other Dutch firms that could deliver FEBRUARY 2020 goods, work and services to the docked ships – is much greater. The Dutch trade association of shipyards and suppliers, Netherlands Mari- time Technology, says that they miss out on 100 million euros worth of orders every year due to the ban on the repair of big cruise ships in Rot- SWZ MARITIME • MARITIMESWZ • terdam. With the acquisition of yards in France (Brest and Dunkerque), Rotter- dam/Schiedam (Verolme and Wilton-Fijenoord) and Amsterdam, Damen has become an important player in the ship repair business over the past fifteen years. The two yards in Amsterdam and Damen Shiprepair in Schiedam regularly have cruise ships in dock. However, these docks can only handle the smaller category cruise ships and of course without the deployment of non-EU-personnel. To be able to handle a bigger ship, a dock with sufficient length and width is needed. In Amsterdam, the docks can accommodate ships of up to 250 metres long. Damen Shiprepair in Schiedam has a dock of 305 metres long and a width of 46 metres. Big enough for the bigger North Sea and English Channel ships, but not for the really big ones of the cruise industry like the ones from the Carnival companies and Royal Caribbean Cruises Ltd.

06-07_SWZ_MARKETS.indd 6 18-02-20 13:24 MARKETS

Large docks are rare ment of “riding crews” forms an exemption to this law. Normal crews of The really large docks that are long and wide enough to receive the big- foreign ships automatically fall under this exemption. Moreover, other gest cruise ships are rare, especially on both sides of the Atlantic. Royal countries like Spain, France and Germany also make no objections Caribbean International in particular owns a lot of these big ships. The when the foreign owner takes special teams with the ship to do clean- overall majority of the fl eet (25) consists of ships with a length of over ing, refurbishment work or other modifi cations on a ship. The Dutch 300 metres. The Oasis of the Seas that was in dock at Verolme already Ministry of Social Affairs is the only one causing problems. In addition has three sister ships that measure around 360 metres and have a beam to the cruise industry, Dutch offshore companies also have diffi culties of 47 metres. These ships, with more and more to come, have only a few with how the Dutch government is enforcing its labour laws. docks to choose from: Brest from Damen (420 x 80 metres), Navantia in Still, knowing things can change sooner or later in the Netherlands, the Spanish Cadiz (525 x 100 metres), Blom+Voss in Hamburg (426 x 88 me- Dutch maritime lobby is not giving up. On Thursday 20 February, the tres) or Damen Verolme (405 x 90 metres). Dutch lobby was allowed to underpin its arguments in a round table Many big cruise ships dock in the Caribbean at Grand Bahama Shipyard conversation with a committee of the Dutch House of Representatives. in Freeport. Yet, the two biggest docks have recently been damaged. It is the preliminary apotheosis of a number of parliamentary debates This is causing signifi cant logistic problems as many big ships are already on the possibility of carrying out extensive repairs to cruise forced to go to Europe to fi nd a yard. Going to Asia where one can fi nd ships and offshore vessels in the port of Rotterdam, with the ship- more large docks is not an option as they are too remote for most cruise owner's own technical personnel on board in addition to the personnel ships that operate in the Carib- to be deployed by the shipyard. bean. Boskalis benefi tted from this as the huge semi-sub- Proposal is insuffi cient mersible Boka Vanguard In his letter of 14 October 2019, Minister Koolmees of Social Affairs and served as a fl oating dock for Employment, after intensive consultation with and between the social Dutch yards and the Carnival Vista (323 metres) partners, attempted to arrive at a workable approach for all parties in- suppliers miss out in Freeport in July 2019. volved. Foreign cruise operators can apply for a permit at the Dutch Employee Insurance Agency (UWV), a governmental organisation that on 100 million Cruise boycott Rotterdam implements employee insurances and provides labour market and data In the meantime, the managers services. And of course, the personnel has to be paid a Dutch minimum euros worth of of Damen Shiprepair have to wage. The companies involved have stated this is not a problem. quell their frustration about not This commitment of the Minister is appreciated. At the same time, it orders every year being able to receive the big must be noted that the proposed approach is perceived by the compa- cruise ships in Rotterdam. In nies and also by Allard Castelein, CEO of the Port of Rotterdam, as insuf- an article in Dutch newspaper fi cient to restore suffi cient confi dence among international cruise and Het Financieele Dagblad last offshore shipowners to carry out assignments in the Netherlands and year, Dirk Jan Nederlof, Director of Damen’s repair yards, experienced Rotterdam again. Companies that are active in the Netherlands as well that RCCL is in fact boycotting Rotterdam. They needed to have one of as in other countries point to a lack of transparency due to factual dif- their bigger ships in dock. Brest was fully booked so Nederlof offered ferences in treatment that lead to an unlevel playing fi eld. Verolme, but the answer of RCCL was no and the ship went to For the Dutch maritime industry, the fi ve-year boycott by the cruise lines FEBRUARY 2020 Blohm+Voss in Hamburg. The Verolme yard especially could use work is distressing: although shipyard capacity worldwide for cruise ships is from the cruise branch very well as work from the offshore market, like fully booked, shipowners deliberately continue to avoid the Netherlands conversions and refi ts, has reduced a lot. because of the lack of transparency about the actions of the Dutch la- The problem with the dockings of cruise ships is that the big cruise bour inspectorate. Similar circumstances apply to the offshore sector. companies such as Royal Caribbean and the Carnival brands combine In the meantime, the situation at the shipyards in question is so urgent MARITIMESWZ • the dockings with thorough cleaning up and refurbishment of their that they are considering disposing of installations and soil reserves ships. The technical maintenance and repairs are done by personnel of and letting personnel go. This development is unwelcome and already the yards themselves or specialists from technical suppliers. For clean- damages the image of Rotterdam as a maritime workshop. ing, refurbishment and modifi cation of the interiors, however, the cruise majors use their own special teams of foreign workers known as “riding crews”, such as from the Philippines as was the case for the Oasis of the Seas. Sometimes they sail with the ship, but often they are fl own in Antoon Oosting when the ship is docked somewhere in the world. Freelance maritime journalist and Exemption or not SWZ|Maritime’s Editor-in-Chief, [email protected] The dispute is now about the implementation of regulations and the en- forcement of the Dutch laws on labour. On behalf of the maritime industry, Netherlands Maritime Technology is of the opinion that the deploy-

06-07_SWZ_MARKETS.indd 7 18-02-20 13:24 MARITIME MONTHLY

NEW ORDERS

TSM Quessant TSM (Thomas Services Maritimes) has ordered the multi-purpose DP2 EuroTug 3515 TSM Quessant (yardnumber 528, imo 9899387) from Neptune Shipyards BV, Aalst. The details of the Eurotug 3515 are: 492 GT, 147 NT – L o.a. (p.p.) x W x D (d) = 35.60 (31.40) x 15.00 x 2.90 (1.90) metres. Propulsion is provided by two Caterpillar main engines, type C32, total 2636 hp or 1940 kW at 1800 rpm on two propellers for a speed of 10 knots. For the diesel-electric Damen Song Thu delivered a fourth StanLander 5612 to the Vietnamese Navy. propulsion four diesel generators (3 x 216 kW + 1 x 650 kW), in total 1298 kW or 1764 hp, have been installed, among others for the pro- shore industry and equipped with a 4-point The dimensions of the StanLander 5612 are: pulsion of two azimuth thrusters and two bow mooring system and spudleg system for maxi- 827 bt, L o.a. x W x H (d) = 57.27 x 12.00 x 3.90 thrusters. The bunker capacity is 134.9 m3. A mum stability. Delivery of the TSM Quessant (2.95) metres. The propulsion installation con- power management system operates the die- is scheduled for April 2020. TSM is headquar- sists of two MTU main engines, type sel direct, hybrid or fully electric DP1 or DP2 tered in Rouen, France, with subsidiaries in 12V2000M61/1A, total 1610 hp or 1200 kW at modes with efﬁcient fuel consumption and the French ports Dieppe, Brest, Bordeaux, 1800 rpm via WAF 464L (5,905 : 1) on two pro- low emissions. When the diesel engines and and Sète. pellers with a diameter of 1700 mm for a diesel generators are combined, a traction speed of 11 knots. The VT-150 bow thruster force of more than 40 tonnes can be achieved. StanLander 5612 with a diameter of 800 mm in a tunnel has a Accommodation is provided for nine crew On December 27th, the Vietnamese Navy power of 150 kW. The bunker capacity is 94 members and twelve technicians. The work- signed a contract with Damen Shipyards for m3. The range is 3000 nautical miles. The LHC ing deck has a surface area of 250 m2. The the delivery of the fourth StanLander 5612 deck crane, type 11.0/20.0-14, on port side has Heila deck crane, type HLRU 230/4SL on port multipurpose amphibious transport ship (yard a lifting capacity of 14 tonnes at 19,5 metres. side, has a lifting capacity of 30 tonnes on 2 number 541056). The hull had already been On board there is accommodation for sixteen metres or 9.8 tonnes on 16.46 metres. launched at Halong Shipyard in July 2019 and crew members in two one-person cabins and The EuroTug 3515 is multifunctional in the off- is to be completed by Song Thu Corporation. seven two-person cabins. The StanLander 5612 is a landing craft ﬁtted with equipment for logistic support and disaster relief with a roll-on, roll-off landing ramp with a payload of 25 tonnes. The deck equipment includes two FEBRUARY 2020 anchor winches 2 x DMT 10 metres/min, and a 3-tonne-capstan, 15 metres/min.

Service Operation Vessel SWZ MARITIME • MARITIMESWZ • DEME Offshore, Zwijndrecht (Belgium), ordered a dedicated Service Operation Vessel (SOV, yard number 72, imo 9900318) for offshore wind farm maintenance with the Turk- ish shipyard Cemre Muhendislik Gemi Insaat Sanayi ve Ticaret Ltd. Sti, Yalova. After commissioning in March 2021, the SOV will be stationed off the Belgian coast to serve the Rent- el and Mermaid & Seastar offshore windfarms on long-term charter of Siemens Gamesa Re- newable Energy. Concepted by DEME and further designed in close cooperation with Vuyk Engineering Rotterdam and MARIN, this inno- The TSM Ouessant is a DP2 EuroTug 3515. vative vessel signiﬁcantly improves safety,

08-13_SWZ_MM.indd 8 18-02-20 13:22 MARITIME MONTHLY

The innovative SWATH Service Operation Vessel for DEME Offshore.

comfort and workability for wind farm techni- The principle technical details are: 3244 GT, cians even in the roughest sea conditions. 330 DWT – dimensions: L o.a. x W x D (d) = LAUNCHINGS The DP2 SOV will feature a Small Waterplane 61.70 x 23.20 x 13.65 (6.50) metres. Propulsion Area Twin Hull (SWATH) design, to enable is provided by four MTU main engines, type Amadeus Imperial safe crew transfers in signiﬁcant wave 12V4000M23S, 4 x 1870 hp or 1375 kW at 1800 On 14 December, the Amadeus Imperial (yard- heights of up to 2.5 metres. The keel laying rpm. On board will be accommodation for 24 number 492) was launched at the Hoop Ship- ceremony took place on December 13. technicians and a nautical crew. yard in Foxhol. On 31 January, the hull was FEBRUARY 2020 SWZ MARITIME • MARITIMESWZ •

The river cruiser Amadeus Imperial will be completed at Lobith.

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Crew Suppliers 2206, the Seaways 27 and 28 (yard numbers 532317 and 532318) to Seaways International LLC, Dubai. Damen Singapore already transferred the Seaways 25 and 26 (yard numbers 532315 and 532316) to Seaways on 7 January 2019. The vessels, built entirely of aluminium under Bureau Veritas' class, were shipped to Luanda and then deployed under the flag of St. Vincent and Grenadines for personnel transport to and from offshore locations off the Angolan coast. The technical details of the FCS 2206 are: 65 GT, 52 NT, 10 DWT – L o.a. (p.p.) x W x D (d) = 22.10 (19.80) x 5.38 x 2.57 (1.17) metres. Propul- sion is provided by two Caterpillar main engines, type C32, total power 1938 kW or 2634 The FCS 2206 Seaways 28 ready for launching. hp at 2100 rpm via WVS 430 on two Hamilton waterjets, type HM 521, for a maximum speed of 30 knots. The bunker capacity is 4.32 m3 towed away by the tugboats IJsland and bow thruster has an output of 350 kW or 476 and the range at a maximum speed is 315 Hanne with destination Lobith for completion. hp. The Amadeus Imperial has four decks, miles. The Amadeus Imperial, which was ordered on three of which are arranged for 168 passen- 24 April 2019, is the fifteenth river cruiser to gers in 72 cabins (17.5 m2) and twelve suites be built by De Hoop voor Lüftner Reisen, Pas- with balcony (26.4 m2). sau. The ships will be used on the Rhine as On 30 December, Lüftner Reisen ordered an COMPLETIONS well as on the Danube. identical river cruiser, the Amadeus Cara The details of the Amadeus Imperial are: L (yardnumber 494), the construction of which SAAM Huasteca o.a. x W x D (d) = 135.00 x 11.45 x 3.25 (1.52) began on 17 January. Completion of the Ama- SAAM Towage’s new tug SAAM Huasteca, an metres. The overall height of the vessel is 5.85 deus Cara is scheduled for March 2021, for ASD 2813 (yard number 513314, imo 9873553), metres after ballasting at a draught of 2.15 the Amadeus Imperial April 2022. was delivered by Damen Song Cam Shipyard metres. The river cruiser is propelled by two JSC, Haiphong, on 31 December 2019. The Caterpillar diesel engines, type 3508 DI-TA, 2 x Seaways 28 vessel was subsequently loaded on board the 783 kW or 2 x 983 hp at 1600 rpm on two coun- The Seaways 28, the last in a series of four, BBC Vesuvius (2012-8255 gt), a project cargo ter-rotating Veth-rudder propellers for a was launched on 10 December 2019. Damen ship equipped with two 350-tonne-capacity speed of 14 knots (22 km/h). The Caterpillar Shipyards Antalya will deliver two of the Fast cranes. This ship departed on 2 January via Onsan, Yokohama, Hawai and the Panama Ca- FEBRUARY 2020 nal to its final destination of Veracruz, where the ASD 2813 will begin operations within a few weeks. Upon docking in Veracruz, crews SWZ MARITIME • MARITIMESWZ •

Loading of the ASD 2813 SAAM Huasteca in Haiphong.

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9681089, ex-stock) to Great Horn Investment Holdings SAS, Djibouti. The tug was built in Changde and arrived in Rotterdam on 28 Octo- ber 2018 with a batch of other workboats aboard the Tasmanic Winter and was added to the stock in Stellendam two days later. On 22 July, the ASD 2411 was transferred to Damen Den Helder to be modiﬁed to the customer’s requirements and to be classed under Lloyd's Register. In November, the Omar-Dankali left for Schiedam after which the trials and bollard pull test were held on 23 and 24 December. Consequently, the tug departed on its own keel to Djibouti where it arrived on 21 January. The details of the ASD 2411 are: 268 GT, 69 NT; dimensions L o.a. (p.p.) x W x D (d) = 24.55 (23.95) x 11.33 x 4.60 (3.53) metres. The propulsion consists of two Caterpillar diesel en- The ASD 3010 ICE Tolbukhin was delivered from stock (photo R. Zegwaard). gines, type 3516B TA HD+/D on two RR Azi- muth thrusters, type US 255 Mk1, each with a diameter of 2600 mm, total power 5705 hp or will be trained to operate the systems and RR Azimuth thrusters, type US 255, with a di- 4200 kW at 1600 rpm for a speed of 12.5 knots equipment by specialised personnel from ameter of 2400 mm for a bollard pull of 58.2 and a bollard pull of 69.3 tonnes. The bunker Damen. tons and a speed of 13.6 knots. The bunker capacity is 72.1 m3. There is accommodation The technical details of the Bureau Veritas capacity is 72.2 m3. Accommodation is provid- for four persons. classiﬁed ASD 2813 are: 381 GT, 114 NT – L ed for eight persons. o.a. (p.p.) x B x D (d) = 27.63 (25.00) x 12.93 x Dagomys 5.20 (6.00) metres. With two Caterpillar main Omar-Dankali Damen Shipyards Gorinchem delivered the engines, type 3516C TA HD/D, IMO Tier III Damen Shipyards delivered the ASD 2411 StanTug 2309 Dagomys (yard number 509501, compliant, with a total power of 5050 kW or Omar-Dankali (yard number 512285, imo imo 9814222) from stock to the port authorities 6862 hp at 1800 rpm on two RR Azimuth Thrusters, type US 255 P30/P35 FP with a diameter of 3000 mm the SAAM Huasteca can reach a top free sailing speed of 13.4 knots and a bollard pull of 84.8 tons. The bunker ca- FEBRUARY 2020 pacity is 101.55 m3.

Tolbukhin Damen Shipyards handed over the ASD 3010 ICE Tolbukhin (yardnumber 512611, imo MARITIMESWZ • 9826287) to Rosmorport for supporting ships in harbours and terminals in the Finnish Gulf around St. Petersburg on 10 January. This tug was built in Changde and arrived in Rotterdam on 28 October 2018 aboard the Tasmanic Win- ter and has been part of the stock in Stellen- dam since 2 November. The Tolbukhin left Schiedam for St. Petersburg on 17 January. The details of the ASD 3010 ICE are: 299 GT, L o.a. x W x D (d) = 29.84 x 10.43 x 4.60 (4.95) metres. The propulsion consists of two Caterpil- lar diesel engines, type 3516C HD TA/B, total power 3840 kW or 5150 hp at 1600 rpm on two The ASD 2411 Omar-Dankali for Djibouti (photo R. Zegwaard).

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than 2 metres due to an extra meter of freeboard. HST placed the order with Damen for the fourth FCS 2710 in June 2019. The first, the HST Hudson (yard number 532901, imo 9851684), was delivered on 19 June 2018. The second, the HST Sofia (yardnumber 532902, imo 9878589) and the third, the HST Harri (yardnumber 532903, imo 9868558) followed on 22 March and 22 September 2019. The HST Euan was loaded on a heavy lift vessel at An- talya mid-January 2020 bound for Rotter- dam-Waalhaven. After arrival, the HST Euan sailed to Ostend on 2 January to join the HST Harri in transporting personnel and equipment between Ostend and the Northwester 2 offshore wind project in the North Sea for a five- year contract with wind farm operator MHI Vestas. The details of the Bureau Veritas classed FCS 2710 are: 235 GT, 50 NT, L o.a. x W x H (dg) = 26.80 (23.98) x 10.60 x 4.30 (2.30) metres. Pro- pulsion is provided by two Caterpillar main The StanTug 2309 Dagomys. engines, type C 32, 2938 hp or 2162 kW at 2300 rpm via two Reintjes-gearboxes, type ZWVSA (two-speed) on two fixed pitch propellers for of Kerch on 27 August. On its own keel, the ty, more tank capacity and greater deck a speed of 25 knots. The bunker capacity is tug made the journey under the flag of St. Vin- space (90 m2). The vessels are capable of car- 38.9 m3. The range at maximum speed is 1200 cent and Grenadines to Taman, where the Da- rying 24 passengers in safety and comfort and miles. The FCS’s 2710 are equipped with two gomys safely arrived on September 24th. are able to operate in wave heights of more hydraulically driven bow thrusters, 2 x 64 kW. The details of the StanTug 2309, built under class of Bureau Veritas are: 163 GT, L o.a. x W x D (d) = 22.58 x 8.73 x 3.80 (3.45) metres. The main engines consist of two Caterpillars, type 3512C TA/C, with a power of 2818 hp or 2102 kW at 1600 rpm via two Reintjes gearboxes, FEBRUARY 2020 WAF 665L (5.95 : 1) on two Kaplan II fixed pitch propellers in Optima-nozzles with a diameter of 2200 mm for a bollard pull of 40 tonnes and a speed of 11.8 knots. The bunker capacity is SWZ MARITIME • MARITIMESWZ • 44.8 m3. The tug is equipped with two rudders and a hydraulic bow thruster of 99 kW and a diameter of 650 mm.

HST Euan Damen Shipyards Deniz Araclari Sanayi ve Ticaret Sti, Antalya, formerly Cyrus Yachts Sanayi ve Ticaret Sti., delivered the Fast Crew Supplier (FCS) 2710, the HST Euan (yardnumber 532904, imo 9883974) to High Speed Trans- fers Ltd (HST), Swansea on 8 January. The completely aluminium built FCS 2710 is an en- larged version and further development of the successful FCS 2610, including more ﬂexibili- The FCS 2710 HST Euan was stationed in Ostend.

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The FCS 4008 Patrol Mediator III

The maximum permitted deck load is 1,5 ton/ on 20 August. All vessels are classified under sion is provided by four Caterpillar main en- m2 for cargo up to 20 tonnes. Bureau Veritas and can be used for basic gines, type C32 TTA Acert with an output of functions such as fast supplier, crew and pa- 6484 hp or 4772 kW at 2300 rpm via four Reint- Mediator II, III en IV trol boat for maritime safety, search and res- jes gearboxes, type WVS, on four fixed pitch In mid-November, in just one week, Damen cue and securing economical waters and propellers for a maximum speed of 30 knots Shipyards launched a Fast Crew Supplier coastal boundaries. and a range of 2100 miles. The bunker capaci- (FCS) 3007 Patrol in Singapore and, in cooper- The details of the FCS Patrol 3307 are: 166 GT, ty is 116 m3. The electrically driven bow ation with the same Nigerian owner, SR Plat- 49 NT and 65 DWT – L o.a. (l.l.) x W x D (d) = thruster has a power of 120 kW. Accommoda- forms Ltd., Lagos, successfully completed the 34.30 (33.25) x 7.30 x 3.30 (1.65) metres. The tion has been provided for up to six crew and sea trials of two FCS 4008 Patrols. These mile- FCS 3307 is propelled by three Caterpillar up to sixteen (security) personnel. The FCS FEBRUARY 2020 stones follow the contract signings taking main engines, type C32, with a total output of 4008 Patrol offers all the high-performance place just a few months earlier, with those for 3580 kW or 4863 hp at 2300 rpm via three Rein- seakeeping qualities of the FCS range thanks the FCSs 4008 in July and that for the FCS 3007 tjes gearboxes, type WVS, on three fixed pitch to its Damen Sea Axe design. at the beginning of April. The exceptionally propellers for a speed of 26 knots (maximum rapid progress on the FCSs 4008 was due to 30 knots). The range at max speed is 1700 MARITIMESWZ • their already being available in stock at miles. The aft deck has a surface of 75 m2 with Damen Song Cam Shipyard in Vietnam. They a maximum payload of 2,5 tonnes/m² for deck were originally ordered by Armada de Vene- cargo up to 20 tonnes. The bunker capacity is Gerrit de Boer zuela and launched on 26 April 2018. 61.4 m3. The FCS is equipped with a hydrauli- Has been a maritime writer for over fty Although constructed to the standard FCS for- cally driven bow thruster of 75 kW. On board years and is one of SWZ|Maritime’s mat, the vessels were rapidly converted to the is accommodation for search and rescue editors, [email protected]. Patrol specification and various custom modi- crew up to six persons or (security) personnel fications were made to meet the client’s re- up to fourteen persons. quirements. The FCS 3007 Mediator II (544864, The details of the FCS Patrol 4008 are: 269 GT, imo 9881706) was delivered by Damen Singa- 80 NT, 178 DWT – L o.a. x W x H (dg) = 41.20 pore on 20 December. The FCS 4008 Mediator (39.00) x 8.90 x 3.90 (2.38) metres, deck area is III (545109, imo 9804174) and IV (545110, imo 140 m2 with a maximum permitted load of 2.5 9804186) were already completed in Haiphong tonnes/m2 for 100 tonnes deck cargo. Propul-

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02-52_SWZ_Advertentie_Search.inddScheepsmotorenEvent2020_general_225x297.indd 14 1 18-02-2021-01-20 12:1210:17 GLOBAL NEWS

Bulk carrier Paolo Topic retro tted Ammonia fuel cell for offshore ship with hybrid power system The ShipFC project, run by fourteen European companies and institutions, will see offshore vessel Viking Energy retrofitted The ultramax bulk carrier Paolo Topic, with a propulsion die- with a two-megawatt ammonia fuel cell. The vessel will be sel engine of 9000 kW and three 650 kVA diesel driven gener- able to sail on it for up to 3000 hours per year. The European ator sets, will be provided with an additional hybrid power in- Union will supply ten million euros in funding. stallation. The ship measures 200 x 32.26 metres and has a A significant part of the project is the scale up of a 100-kilo- cargo capacity of 76,000 m3 across five holds All cargo hold watt fuel cell to two megawatts, which will be tested on land hatches will be fitted with solar panels and a container with in a parallel project. Fraunhofer IMM, an institute of the lead- batteries will be placed on deck at the front of the deckhouse. ing German organisation for applied research, has expertise This additional power supply system will be connected to the with fuel cell developments and will assist in the project. The existing electrical generating and distribution system. An en- ShipFC project will also perform studies on offshore con- ergy management system (EMS), also placed in the deck construction vessels and two cargo vessel types. (vpoglobal) tainer, will control the whole system. This integrated electrical power system provides a certain amount of fossil free energy and allows for a more flexible operation of the diesel generators. The EMS monitors the power flow from the solar panels and the energy storage capacity in Russia’s plans for Arctic route the batteries. It will select the optimum time to use the batter- The Russian government has published a massive new plan ies to supplement power from the auxiliary engines or to al- outlining its intentions for the Northern Sea Route. Major in- low the engines to be switched off completely, with power frastructure will be built along the route to make it viable for coming from the solar panels and batteries alone. It is expect- commercial shipping and fossil fuel extraction. Cargo vol- ed that the additional installation will lead to a fifteen per cent umes passing the region should reach eighty million tonnes reduction in fuel consumption and related emissions from the by 2024, a sharp increase over present levels. The govern- auxiliary engines. (Wärtsilä) ment foresees building at least forty new Arctic vessels, including nuclear icebreakers; upgrading four polar region air- ports; constructing northern railways and seaports and massive exploitation of natural resources from the Arctic’s thawing shores. The new venture comes at a disastrous time New low sulphur fuel produces for the world’s climate. Russia’s own temperatures are in- high black carbon emissions creasing 2.5 times faster than any other country in the world and 2019 saw huge wildfires engulf much of Siberia. (Bellona) Being well into 2020 means that experience with the fuels complying with the maximum sulphur content of 0.5 per cent is growing. Besides that the price of low sulphur fuels was causing headaches for owners and shippers, unfortunately, FEBRUARY 2020 there are also technical issues to report. In an earlier issue of Laser spots underwater objects this column it was reported that fuel instability leading to sed- An EU maritime study has identified a record breaking “blue- iment formation in very low sulphur fuels (VLSFO) was becom- light” laser that can transform underwater range-finding, im- ing a problem. From recent publications it is understood that aging and communication across the maritime industry. This the problem is getting worse rather than better. Moreover, ac- development enhances the detection of underwater objects MARITIMESWZ • cording to a study carried out by the German Environment such as submarines and archaeological sites. The project is Agency, some blends of the new VLSFOs contain higher black being delivered by a consortium of seven partners across Eu- carbon emissions than high sulphur fuel oil (HFO). New hybrid rope. For more information see the report on “Photonic Ma- fuels with 0.5 per cent sulphur content used in the study con- rine Applications” issued by Ketmaritime as Case Study 4 tained a high proportion of aromatic compounds in a range of (www.ketmaritime.eu) seventy to 95 per cent, which resulted in increased black carbon emissions in a range of ten to 85 per cent compared to HFO. The higher emissions were most noticeable when the engine was running at less than full capacity. The results of Ir Willem de Jong the study have been presented to the IMO. The Clean Arctic Former Managing Director of Alliance, a coalition of eighteen environmental NGOs, has Lloyd’s Register London and one asked the IMO to ban this fuel in Arctic waters. (Splash) of SWZ|Maritime’s editors, [email protected]

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CRUISE SHIP DEVELOPMENTS

The shipbuilding market for cruise ships is booming. In 2018 sixteen cruise ships were delivered, in 2019 24. The Dutch maritime industry has been an important supplier for cruise ship builders for years and until ﬁ fty years ago, Dutch shipyards had a good reputation for building them. The construction of cruise ships has now been picked up again, albeit still on a modest scale.

he largest ship delivered in 2018 and 2019 was the 228,081 over by Silversea. This ship was launched on 30 December 2019 as GT Symphony of the Seas, the fourth ship in the Oasis Silver Origin with a spring 2020 delivery. class and currently the largest cruise ship in the world. Mid-2018 Damen Shipyards announced its intention to move into the FEBRUARY 2020 T The Symphony of the Seas was handed over to Royal cruise market too. For this reason, a partnership was formed with T. Caribbean by Chantiers de l'Atlantique on 23 March 2018. The sec- Mariotti, a leading Italian luxury cruise shipbuilding company, under ond largest cruise ship was the AidaNova, the world’s fi rst cruise the name T. Mariotti Damen Cruise SpA, Genoa. The partnership is a ship to be fully powered by cleaner-burning LNG. Delivered on 12 complementary fusion of expertise and facilities that will focus on SWZ MARITIME • MARITIMESWZ • December 2018 by Meyer Werft, Papenburg, the 183,858 GT Aida- the construction of cruise vessels. First customer was Seabourn, Nova is also the largest cruise ship ever constructed in Germany. which signed a letter of intent for two ultra-luxury expedition ves- The AidaNova is the fi rst of three Helios class vessels ordered for sels. The construction of the fi rst, the Seabourn Venture, started on Carnival’s Aida brand. The third biggest vessel was the MSC Gran- 12 June 2019 at the shipyard in San Giorgio di Nogaro. It is sched- diosa of 181,541 GT, the fi rst of four Meraviglia Plus class ships and uled to debut in June 2021. The second expedition vessel, still to be the new fl agship for MSC Cruises. The vessel was delivered by Chantiers de l‘Atlantique on 31 October 2019 at St. Nazaire.

Dutch involvement CRUISE SHIPBUILDING OVERVIEWS For the ﬁ rst time since the Prinsendam in 1973, a cruise ship was An overview of the cruise ships delivered in 2018 and 2019 once again delivered in the Netherlands in 2019. Shipyard De Hoop as well as the order book until 2028 will be published on built the small cruise ship Celebrity Flora, intended for cruising the our website: www.swzmaritime.nl/news/2020/02/27/ Galapagos Islands. After the takeover of Silversea Cruises by Royal cruise-shipbuilding-in-2018-and-2019/ Caribbean (66.7 per cent), the option for a second ship was taken

Photo: De Hoop Shipyard will deliver the Silver Origin this spring. 16

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named, is scheduled to be launched in May 2022. Both vessels are dollars each. Other vessels above 200,000 GT are the four Icon LNG being built to PC6 Polar Class for global sailing. class vessels Royal Caribbean ordered with Meyer Turku. In November 2018, Damen entered into an agreement with Daewoo The five largest cruise lines have divided their newbuild assign- Shipbuilding & Marine Engineering (DSME) to buy its majority share ments as follows: the Carnival Corporation brands Carnival (two), in Romania-based Daewoo Mangalia Heavy Industries (DMHI) for Costa (two), Cunard (one), Princess (six), HAL (one), P&O (two), an undisclosed sum. Although continued as Damen Shipyards Man- Aida (two) and Seabourn (two) have eighteen newbuild orders in galia, the Dutch shipbuilding group got no majority participation in total. These will be built at Fincantieri (nine), Meyer (seven) and the shipyard as the Romanian Ministry of Economy holds a 51 per Mariotti Damen (two). Roy- cent stake. In April 2019, Norway's SeaDream Yacht Club signed al Caribbean Cruises has contracts for a 155-metre luxury cruise ship, the SeaDream Innova- fifteen ships on order for tion, which should be built entirely at Damen Mangalia Shipyard for RCC (six), Silversea (five) delivery in September 2021. However, before construction started in and Celebrity (four). Con- October 2019, both parties concluded not to continue and the order Large cruise ships struction of these is car- was cancelled. will increasingly ried out by Chantiers (six), Meyer (six), Fincantieri Top four cruise shipyards resemble sailing (two) and De Hoop (one). Fincantieri, Chantiers de l’Atlantique, Meyer Werft and MV Werften Norwegian Cruise Line form the top four of the largest cruise shipbuilding yards in the amusement parks Holdings accounts for ten world. Fincantieri is the world’s largest shipbuilding group with fa- new ships: NCL (six), Re- cilities in Marghera, Monfalcone, Sestri Ponente, Palermo and An- gent (two) and Oceania cona. The Italian conglomerate also has the majority of shares in (two), all ordered with Fin- VARD and a fifty per cent stake in Chantiers de l’Atlantique. VARD, cantieri. MSC has the most new ships on order of any single brand: headquartered in Norway, has nine shipbuilding facilities world- thirteen vessels due for delivery over the next seven years with Fin- wide: five in Norway (Aukra, Brattvaag, Brevik, Langsten and Sovik), cantieri (six) and Chantiers (seven). Viking Ocean ordered twelve two in Romania (Braila and Tulcea), one in Brazil (Promar) and one ships with Fincantieri (ten) and their subsidiary Vard (two). in Vietnam (Vung Tau). The yards in Brattvaag, Sovik, Langsten, Tulcea and Vung Tau are involved in building small and expedition Expedition cruise vessels on the rise cruise ships. In addition to larger cruise ships, the increase in orders for ultra- Fincantieri undoubtedly has the largest order book: 43 ships. Per 1 luxury expedition ships designed for polar cruises or other exotic January 2020, 119 new cruise ships were under construction or on destinations, such as the Galapagos Islands and the Great Lakes, is order with deliveries slated through 2028. The biggest ships on or- notable. There are 35 new expedition ships on order. These vessels der or under construction are Royal Caribbean’s fifth and sixth Oasis must comply with strict environmental rules. Among the larger ves- class vessels (228,000 and 231,000 GT) and four 205,700 GT World sels is an interesting newcomer: Virgin Voyages of Richard Bran- class ships for MSC Cruises at Chantiers de l’Atlantique. Most ex- son, who ordered four 108,192 GT vessels from Fincantieri. The first pensive ships on order or under construction are Genting’s two ship, the Scarlet Lady, was launched on 8 February 2019 and will be 208,000 GT Global class vessels, estimated to be worth 1.8 billion US delivered in May 2020. FEBRUARY 2020 SWZ MARITIME • MARITIMESWZ •

The Costa Venezia for Costa is one of two cruise vessels speciﬁcally designed for the Chinese market.

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Six expedition ships are destined for the Chinese cruise market: two Shipbuilding Corporation (CSSC) in Waigaoqiao. The French govern- for the Chinese forty-sixty joint venture CSSC Carnival, two of the ment wanted to take over the shipyard in mid-2017, but an agree- Global class for Genting Cruise Lines and two for account of Costa. ment was finally reached with Fincantieri within two months, The Costa Firenze and Costa Venezia are the Italian company's first whereby the Italian company owned half of the shipyard, while the ships specifically designed for the Chinese market. The ships should other half became the property of the French Naval Group and the completely emanate the atmosphere of the cities of Florence and French State. In October 2017, the shipyard regained its original Venice. name: Chantiers de l'Atlantique.

Chantiers de l'Atlantique partly state-owned LNG delays Meyer Werft cruise ships The French shipyard was fully owned by Aker Yards since 1 June The Meyer Werft in Papenburg wants to build four instead of three 2006, which on 3 November 2008 was again partly taken over by the cruise ships a year. The South Korean STX Shipbuilding through STX Europe. STX received a 225-year-old shipyard has 50.01 per cent stake in STX France, while 33.34 per cent of the become one of the largest shares came into the hands of the French state. However, when cruise ship builders. The STX went bankrupt in 2016, the Italian Fincantieri group wanted to Homeric in 1986 was the take over the shipyard with a majority stake of two thirds of the LNG is used as first, the Iona, to be deliv- shares. The French Government did not want to agree to this, how- ered in April 2020 and ever, because of Fincantieri’s joint venture with the China State a fuel for cruise fourth cruise ship of the Helios class, will be the ships ever more fiftieth cruise ship built in Papenburg. often Since the shipyard has been building ships powered by LNG, no new ship has been delivered on time. Previously, deliveries of the AidaNova and Costa Smeralda were delayed by a month. The Meyer Werft in Turku, Finland, will deliver the latest ship for Carnival Cruises, the Mardi Gras, months later than the contractually agreed date. The Mardi Gras, the third ship of the Helios class and Carnival's largest cruise ship, will be given an eight million US dollar electric-powered roller coaster on the upper deck. The large cruise ships will increasingly resemble sailing amusement parks. Genting’s Global class vessels are said to be the most expensive ships on order or under construction with an estimated worth of 1.8 billion US dollars each. Finnish yards Korean STX Shipbuilding took over Aker Finnyards (Kvaerner Masa) FEBRUARY 2020 with shipyards in Turku and Rauma in August 2008 and continued as STX Finland Oy. STX Finland Oy received a fifty per cent stake in Arctech Helsinki Shipyard Oy. The remaining fifty per cent was owned by the Russian state-owned United Shipbuilding Corporation. SWZ MARITIME • MARITIMESWZ • Between 1998 and 2010, the ten largest cruise ships for Royal Carib- bean were built at the Finnish shipyard in Turku. This includes the Oasis of the Seas (225,282 GT) in 2009 and the Allure of the Seas (225,282 GT) in 2010. These are the first two ships of what was later called the Oasis class and on handover they were the largest in the world. In August 2014, STX Shipbuilding Turku shipyard was acquired by the family-owned German shipyard Meyer Werft. The shipyard in Rauma was taken over bij Finnish private investors and continued as Rauma Marine Constructions Oy. The fifty per cent STX share in Arctech Helsinki Shipyard Oy was sold to Finnish investors in De- cember 2013. In May 2019, the Helsinki Shipyard became fully Rus- The first ship of newcomer Virgin Voyages owned by Richard Branson, the Scarlet Lady, will be sian-owned when Nevsky Shipyard LLC, St. Petersburg took over delivered in May. the remaining shares.

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gy and synthetically produced methanol to replace LNG for many years. MSC Cruises and Chantiers de l’Atlantique have unveiled a poten- tially groundbreaking project to develop an LNG-operated fuel cell on board a cruise ship that could help reduce greenhouse gas emissions from LNG-powered ships even further. The technology, known as a Solid Oxide Fuel Cell, would be a world first for the cruise sector. The fuel cell, which will run on LNG, operates at a higher temperature (around 750°C) and is more efficient for high-power applications. The Norwegian Ministry of Transportation and Communications has decided to split the Norwegian coastal route between the current exporter Hurtigruten, which has had exclusive rights since 1893, and newcomer Norwegian Havila Kystruten. Havyard Design & Solutions AS, Fosnavag, designed new environmentally friendly ves- Fosnavag designed a new type of environmentally-friendly vessel, the Havila Capella, sels with LNG and battery hybrid propulsion that will deliver a signif- with LNG and battery hybrid propulsion. icant contribution to conserving the environment along the route the ships will sail. Construction of the vessels was subcontracted to Spanish Astilleros J. Barreras S.A., Vigo, and Turkish Tersan Ship- On 27 June 2019, the Russian river cruise company Vodohod signed yard, Yalova, with a very tight schedule. a contract for the construction of two ice class PC6 luxury cruise The Bergen-Kirkenes coastal route must be serviced from 1 Janu- expedition vessels, which would be operated in high latitude areas ary 2021 with eleven ships, seven from Hurtigruten and four from in both Arctic and Antarctic waters, as well as in the tropical wa- Havila. Hurtigruten will have three 16,151 GT ships, commissioned in ters during the spring and autumn seasons. The first ship is sched- 2002 and 2003, transformed to hybrid powered expedition cruise uled for delivery in August 2021 and the second in January 2022. ships at Fosen Yard, Rissa. The ships will be equipped with battery packs and other green technology. The three ships will operate LNG, batteries and shore power year-round expedition cruises along the Norwegian coast. After re- LNG is used as a fuel for cruise ships ever more often. The Meyer furbishing, the Trollfjord, Finnmarken and Midnatsol will be renamed shipyards delivered the first LNG-fuelled Helios class cruise ships Maud, Otto Sverdrup and Eirik Raude. Hurtigruten already added to the Carnival brands Aida and Costa (the AidaNova on 12 Decem- three newbuildings to its fleet, the Roald Amundsen, Fridtjof Nansen ber 2018 and the Costa Smeralda on 5 December 2019). Carnival and Richard With. This company will connect its ships to the shore Corporation currently has eleven ships with LNG-propulsion under grid in the port of Bergen. construction or on order: seven ships of the Helios class for Carni- Viking Ocean Cruises will enter into expedition voyages to (Ant)Arc- val, Aida, Costa and P&O and four ships of the Sphere class for tica and North America’s Great Lakes. The first vessel, the Viking Princess Cruises. For other shipping companies, eighteen ships with Octantis, will begin sailing in January 2022 to Antarctica and North LNG-propulsion are under construction or ordered: Disney Cruises America’s Great Lakes. The second expedition vessel, the Viking FEBRUARY 2020 (six), MSC (four), RCC (three), Oceania (two), Tui (two) and Ponant Polaris, will debut in August 2022, sailing to Antarctica and the Arc- (one). The MSC Europa (World class) will be the first cruise ship tic. The new Polar Class 6 vessels will be built by Vard Solviknes with LNG propulsion to be built in France. with a capacity of 378 guests each in 189 staterooms. The Viking ex- Aida Cruises will equip the AidaPerla (delivered in April 2017 by peditions itineraries on the Great Lakes are planned from April Mitsubishi Nagasaki) with the largest lithium-ion (li-ion) battery through September with approximately twenty voyages with Port MARITIMESWZ • pack in the world. The total capacity of the system, which will be Milwaukee as home port. This will stimulate local tourism and eco- installed in 2020, is ten megawatt hours and is powerful enough to nomic development for the states of Michigan, Minnesota and Wis- allow the ship to sail entirely electrically for some time. Supplier is consin, as well as the Canadian province of Ontario. Canadian company Corvus Energy, world market leader in marine li-ion batteries. The batteries can be recharged with shore power or by the on-board generators for use during port manoeuvres and when shore power is lacking. In the coming years, Aida Cruises will Gerrit de Boer make a total of twelve of the fourteen ships suitable for shore-side Has been a maritime writer for electricity. over fty years and is one of The fuel cells are being developed in cooperation with the Meyer SWZ|Maritime’s editors, Werft. Carnival regards the installation on the AidaPerla as a pilot [email protected] project, prior to the installation of battery packs on other Aida and Costa Cruises ships. Meyer has been developing fuel cell technolo-

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BOLIDT FITS SHIPS WITH SYNTHETIC DECKS It looks like wood, but it is safer, weighs less and lasts longer

The Dutch shipbuilding industry has but a small role to play in the construction and exploitation of cruise ships. Yet, with a market share of over ﬁ fty per cent, the parts that look like wood on board these ships, may well come from Dutch synthetics manufacturer Bolidt. The Hendrik-Ido-Ambacht- based company supplies alternatives to the real thing. FEBRUARY 2020

TEXT: ANTOON OOSTING, EDITOR-IN-CHIEF / PHOTOGRAPHY: BOLIDT

SWZ MARITIME • MARITIMESWZ • ince fi rst customer in the cruise industry Holland Ameri- Memorable projects include supplying the fl oor for the European ca Line in the 1980s started to replace its teak decks, Parliament several years ago and for the King Abdul Aziz Centre for Bolidt has provided similar services to some 400 new- World Culture in Saudi-Arabia in 2017. Making fl oors for buildings S builds and about as many refi ts. That’s a lot considering keeps on being important with a great variety of customers. Think of that there are approximately 300 cruise ships in operation at the the Mathematics Gallery of the Science Museum in London, or the moment, depending on where you draw the line in terms of size. Al- Danone Factory in Haps, the Netherlands (walls, ceilings and though today the maritime market is the most important for Bolidt fl oors), and the replacement of the asphalt with a Bolidt wearing with a seventy per cent share in the turnover, the company only course on the Rheinsbrücke near Karlsruhe. started in February 1964 by developing synthetic products for pro- tecting and conserving steel and concrete objects. With concrete Severely tested fl oors for all kinds of purposes in need of covers, Bolidt became an The products of Bolidt are made from composite. They are made to important player in fl oorings for the industry, public buildings, hospi- comply with the specifi c demands of the customer in every fi eld of tals, sports facilities, rail, infrastructure, food factories, prisons and activity where safety, sustainability, design, hygiene and easy main- maritime industry, which is now the biggest market segment. tenance is important – and where isn’t it? Chemistry is our DNA,

Photo: In their laboratory, Bolidt technicians make 25,000 samples a year, in any colour imaginable. 20

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they say at Bolidt. To find the right composition for a specific pur- of tropical wood like teak was for long time regarded as a status pose, the company cooperates with different knowledge institutes. symbol, this industry is also becoming convinced of the advantages Bolidt-products can cover round steel forms (railings), they are of applying a Bolidt product for its decks. Bolidt decking is already much lighter than wood (minus forty to fifty per cent), need less in use on some 120 superyachts. For the superyacht industry, the maintenance and are easy to combine with lighting or sensors. company works together with every major superyacht builder in- The breakthrough in shipping came in the eighties and nineties cluding Feadship, Oceanco, Fincantieri, Blohm+Voss, and Lürssen. after the IMO tightened the SOLAS-regulations for protection against fires on ships, especially ro-ro passenger and cruise ves- US Navy sels. Instead of using wood in decks, ship owners turned to less- Navies are now also start- flammable alternatives. From Miami, Bolidt serves the refit market, ing to discover the advan- but the company also has an office in China that focuses on the tages of Bolidt’s products. Asian cruise market. For newbuilds, Bolidt works together with all By passing the In 2015, the Royal Nether- major shipyards specialised in the construction of cruise ships lands Navy had the decks such as the Meyer Werft in Papenburg, Turku in Finland, Chantiers test, Bolidt may and big helicopter deck of de l’Atlantique in French Saint-Nazaire, Fincantieri in Italy and as the Joint Logistic Support of recently MV Werften in Wismar, Rostock and Stralsund. now also win Ship Zr. Ms. Karel Doorman covered with a Bolidt prod- Other ship types orders from the uct. This deck covering Besides newbuilds, refits have become ever more important. In needs to sustain very high 2018, Bolidt was involved in 26 refit projects. Teams of specialist US Navy temperatures. When the workers that install the decking can be sent to practically any Karel Doorman partici- yard, anywhere in the world. Besides cruise ships, Bolidt floorings pates in joint operations are increasingly found on other types of ships as well, such as with the American NATO fishing boats where the catch is already being processed on board partners, it also has to be used by the American V-22 Osprey, a so- and for which special floors and walls are needed to ensure high called VTOL (vertical take-off and landing) plane. When it lands or standards in handling, durability, hygiene and safety. Other exam- takes off in vertical position, the engines release enormous heat ples include LNG carriers and offshore platforms where safety is (1500 degrees Celsius) on the deck, which also has to be strong enormously important and livestock carriers that have to be enough to carry the plane. cleaned easily. The deck passed the test with flying colours. The Karel Doorman Furthermore, even though for an owner of a superyacht a nice floor had to undergo this test at the US Navy’s most important naval base FEBRUARY 2020 SWZ MARITIME • MARITIMESWZ •

Bolidt designed and produced the ﬂoorings for expedition cruise ship Celebrity Flora.

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can take a year, but especially with a reﬁt the job, this often has to be done within two weeks. Bolidt tries to offer a suitable application for every purpose in every colour the client asks for. For their new semi-submersible heavy lift crane vessel Sleipnir, Heerema Marine Contractors wanted different colours for every deck. This assignment was done by Bolidt at the newbuild yard in Singapore. For a cruise ship, the company can create different colours for outside decks and recreation spaces. In their R&D Center, Bolidt technicians make 25,000 samples a year. A lot more than in 1964, when Bolidt started with sixty ways to replace wood.

Innovation Center Since May last year, the premises in Hendrik-Ido-Ambacht have been expanded with the Bolidt Innovation Center. With the Center, The two-story go-kart track on the top deck of the Norwegian Bliss. Bolidt tries to develop new products with the client as a co-creator; the goal is to discover what is possible with the specialist chemical knowledge of Bolidt together with the client. Demand from the cruise and superyacht industry in particular is becoming higher in standards and ever more extravagant in experiences. Bolidt has already delivered a two-story go-kart track on the top deck of the Norwegian Joy, making it the first cruise ship to incorporate a multi- level racing track as part of its design. Later, the Norwegian Bliss was also equipped with one. Both the cruise and superyacht industry are developing quickly. In the cruise industry, ships are not only becoming bigger with ever more different attractions, but the construction of smaller expedition cruise vessels is also surging. Visiting the more remote areas of the world, the expedition cruise vessels have their specific demands for floorings and other elements Bolidt is producing. Design- ing and producing the decking for the Celebrity Flora delivered last The Bolidt campus in Hendrik-Ido-Ambacht includes the new Innovation Center. year was a challenging project, Bolidt says.

Designer agencies in Norfolk. By passing the test, Bolidt may now also win orders from The salesmen of Bolidt are very proud that they also succeeded in the US Navy. With a total of some 430 ships in the fleet, there are becoming a supplier of MV Werften, which is building big cruise FEBRUARY 2020 quite some flight decks to cover with the company’s heat and fire- ships for the Asian/Chinese market in particular. Designing for the resistant products. By the way, the Bolidt products are already in Asian – especially the Chinese – market is completely different than use on the Dutch submarines of the Walrus class and the frigates for the European, they tell at Bolidt. The work for MV Werften in- Damen is building for several countries. cludes delivering the decking and benches for the decks of two SWZ MARITIME • MARITIMESWZ • ships, with an option for another six. Diverse products For each part of the maritime market, Bolidt has specialised teams Bolidt’s synthetic decking and flooring are designed, developed, available to anticipate the special needs of the clients from every tested and produced in the laboratory/factory in Hendrik-Ido-Am- branch. In the superyacht and cruise industry, designer agencies bacht. From the warehouse, the products are flown out all over the also have an important say in the architecture and construction of world. At the moment of the visit to Bolidt in July 2019, teams of Bo- the ship in question. Bolidt works together for example with world- lidt where working on ninety objects. At the moment, the company wide renowned YSA Design Architecture & Interiors. With thirty has some 450 permanent staff, but is growing fast. years’ experience, YSA Design was involved in more than 2000 mar- The work is delivered turn-key. An assignment begins with a pre- itime projects, both newbuilds and refits. start inspection of the site, building or ship, working through a An actual topic for Bolidt as well is sustainability. Where production checklist, on site a Last Minute Risk Assessment (LMRA) takes is concerned, Bolidt seeks to replace materials by bio-based ones. place. When installing the decking, location, work culture, climate The company is also still seeking solutions for recycling of end-of- condition, surface, systems and the applicable health and safety re- use materials. gime have to be taken into account. Preparation for an assignment

20-22_SWZ_ART06_Bolidt.indd 22 18-02-20 13:46 CRUISE INDUSTRY SMARTER CLIMATE CONTROL ON LUXURY CRUISE SHIPS Heinen & Hopman innovates in refrigerants and energy efﬁciency

The market for luxury “expedition cruise ships” is only a few years old, but Heinen & Hopman (H&H) is already well established when it comes to heating, ventilation and air treatment on board, in other words, HVAC. A recent milestone was the Celebrity Flora, which shipyard De Hoop Lobith delivered last year to Celebrity Cruises, part of the Royal Caribbean Group.

he 101.5-metre long Celebrity Flora has eight decks and cruise order book of twenty ships. H&H limits itself to cruise ships takes a hundred “adventurous” passengers to the of up to 250 metres and ten decks. Van Dijk: ‘The HVAC for larger Galapagos Islands. A new luxury market, so the indoor ships is carried out by yards themselves, the Meyer Werft does this T climate in both subtropical and arctic cruising areas must for example. For a co-maker or supplier like us, it is too great a risk be right. It was H&H's first full turnkey project for Royal Caribbean to put a project team of 150 people on such a job for four years.’ Group. ‘The cruise market has been booming for a few years now,’ says Refits pay off Eric van Dijk of H&H, which explains the company’s well-filled For the total cost of ownership, where a shipowner looks some thir- FEBRUARY 2020 SWZ MARITIME • MARITIMESWZ •

According to Van Dijk, the HVAC costs of a newbuild such as this Hurtigruten ship amount to approximately ﬁve per cent of the total order value (picture by H&H).

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This chiller with propeller shaft compressor for an icebreaker has just been tested and purchased by the customer.

ty years ahead, climate treatment is important. After all, after propulsion and at around thirty per cent, it is the largest consumer. Thanks in part to H&H, consumption and emissions of the Celebrity Flora are fifteen per cent lower than a ship built ten years earlier. ‘It's all about automation, forecasting, energy-efficient cooling and heating with energy from the main engine and the environment, such as cooling via seawater.’ An update can really matter. H&H contributed to refits of the Millen- nium-class of Royal Carib- bean and Van Dijk esti- mates that modernisation of the fifteen year old tech- FEBRUARY 2020 HVAC refit after nology on these ships halved their HVAC energy fifteen years can consumption. Eric van Dijk: ‘defence market is also interesting’ (pictures by Sander Klos). SWZ MARITIME • MARITIMESWZ • save half of Lighter and more efficient consumption H&H's four-man R&D de- NAVAL MARKET BECKONS partment is doing its best Despite the political postponement, Heinen & Hopman also to make the equipment sees potential in the defence market. Van Dijk regards H&H lighter and more energy- as Damen's preferred supplier, which plays and can play a efficient. For example, revolutionary high performance chillers and role in various combinations in Dutch and German orders Enigma fan coil units were supplied for the Celebrity Flora. One of for frigates and submarines. ‘H&H has previously acquired the ways in which weight was saved was by making the casing of the Canadian Bronswerk Group with 200 employees, which the units in the passenger quarters from polymeric plastic. Van Dijk: has experience with HVAC for naval vessels and submarines. In particular for this work – with sensitive informa- ‘Enigma refers to the fact that, as a market first, it was still a mys- tion – our head of ce has a new, lockable department with, tery to us whether the unit would meet our requirements, but we among other things, its own computer network.’ succeeded. These units are also plug&play, making them easy to install and switch.’

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Sand blocks filters The numerous components of the HVAC system are controlled by PLCs (programmable logic controllers) and an “umbrella” SCADA (Supervisory Control & Data Acquisition), which enable the supplier, at the request of the technician on board or of his own accord to remotely test the condition of the system and solve problems. ‘For example, we work with the route schedule and the associated weather conditions to make assumptions about what we need from the system. At night you need less air renewal, or the sun is on one side of the ship for hours. How do you arrange that? In the future we can also use sensors and thermal images for this purpose,’ Van Dijk looks ahead. ‘We have already experienced that a sandstorm polluted air filters. The engineering officer reported that the system The bearings in these modern drive units float in a magnetic field. The “old-fashioned” did not deliver the maximum capacity, after which we concluded by compressor delivers 600 kW at 3000 rpm and produces 85-90 dB. ‘The new ones logging in remotely that filters had to be replaced prematurely'. deliver 1250 kW at 33,000 rpm and the sound of a vacuum cleaner (55-60 dB),’ says Senior Commissioning Engineer Kees ter Haar. Cleaner and thus more expensive Another development is the type of refrigerant in the system. This often results in a well-known dilemma: efficient and “green” costs ORBER BOOK IN JANUARY 2020 more. The Flora uses the relatively cheap refrigerant R-134a. ‘We have tested more refriger- At the end of January 2020, H&H had twenty passenger ants to be able to advise ships (ferry/ropax/cruise) and seventy pleasure yachts in its clients. They combine ad- order book. Between 1980 and 2019, 400 passenger ships vantages and disadvantag- and 1000 pleasure yachts were delivered with H&H input. es. They are toxic, flamma- According to Van Dijk, the company with 1600 employees After propulsion, ble and have less cooling had a turnover of 275 million euros in 2018. ‘This stabilised capacity, but are also more in 2019. Between 2014 and 2019 our turnover grew by more HVAC is the economical and emit less. than seven per cent'. But there's usually no room largest consumer for measures such as con- Cruise and passenger ships tainment tanks. And the • 2019-2020: Hurtigruten polar cruise vessels Roald propane and ammonia Amundsen and Fridjof Nansen, 140 metres, 650 pax used in other industries are • 2020: Discovery yacht Scenic Eclipse and sister vessel, still too dangerous for shipping. We usually advise shipowners to 165 metres, 228 pax, 178 crew, Australian shipping use a product that will still be available in twenty years' time. He company will then often decide for himself what scores he aims for, such as FEBRUARY 2020 • 2020: Silversea expedition cruise vessel Silver Origin, the Ozone Depletion Potential and the Global Warming Potential 101.5 metres, Galapagos Islands, 100 pax (GWP). As an example, R-134A has a GWP score of 2000 and the ex- • 2021-2022: Four coastal cruise vessels, 123 metres, perimental refrigerant R32 scores 675 points.’ 640 pax Other important sources of cruise ship requirements are the Polar • 2022: Cruise vessel AraMana, 139 metres, 280 pax, Code and Safe Return to Port. The latter should make it possible for MARITIMESWZ • 10.000 GT, Aranui Cruises “crippled” ships with fire or water damage to make it back to port under reasonable conditions for guests and crew and to prevent an Ropax – expensive – evacuation. • 2019-2020: Michael H. Ollis and two sister vessels, 97.5 metres, 4500 ropax, Staten Island Ferry • 2021-2022: Three ships, 239.7 metres, 1200 pax, NB 268/270/271, Stena E-Flexer series RoPax Sander Klos • 2022: Badji Mokhtar III, 200 metres, 1800 pax, 600 Freelance maritime journalist and cars, Algerie Ferries RoPax one of SWZ|Maritime’s editors, • 2022: Two ships, 229 metres, 800 pax, sailing on LNG, [email protected] TT-Line Green Ships • 2023: Four ferries, 230 metres, P&O Ferries

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Designed and built in the Netherlands: TWO EXCEPTIONAL EXPEDITION CRUISE SHIPS With the Celebrity Flora, Shipyard De Hoop has succeeded in designing and delivering a complex, compact expedition cruise vessel with numerous innovations. The second such vessel is nearing completion. Features that required special attention included: environmentally friendly, absolute minimum emissions, energy savings, water preservation, fuel economy and the logistics of passengers onboard and on excursions. FEBRUARY 2020

n 2017, Shipyard De Hoop in Lobith was approached by The ship is diesel electric with two separate engine rooms and two Royal Caribbean Cruise Line (RCCL) in Miami, Florida, USA, with electrically driven azimuthing thrusters aft and two tunnel thrusters SWZ MARITIME • MARITIMESWZ • an enquiry for two very special “Expedition Cruise Ships”. The forward. Diesel electric propulsion was chosen for fuel economy I fi rst ship, the Celebrity Flora, was delivered in mid-2019 and is and energy conservation. It is easier to manoeuvre and maintain po- exclusively cruising the Galapagos Islands. During sea trials the sition with electrically driven thrusters than with diesel direct driven vessel proved that it performed to expectations. The fi rst vessel has thrusters/propellers. The lower noise level of an electric ship com- now been in operation for half a year without any downtime or sig- pared to a diesel direct driven ship is also signifi cant. nifi cant problems. The second ship, NB 489, which will have the Two different architects were used, one for the exterior design and same cruising destination, will follow in June 2020. one for the interior design. These bureaus were appointed by the owner. Shipyard De Hoop was responsible for the naval architec- Main layout ture, hydrodynamics and hydrostatics, structural design and ma- The new buildings 488 and 489 at Shipyard De Hoop in Lobith are chinery systems plus building and commissioning of the ships. cruise ships of the “expedition type”, which means a comparably small cruise ship with a limited number of passengers. The ships Hull optimisation sail to destinations not available to the large cruise ships because Various bulb and bow confi gurations were calculated using the of their size. Computational Fluid Dynamics (CFD) technique and the aim was to

Photo: The Celebrity Flora was designed exclusively for the Galapagos Islands (by Flying Focus). 26

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Roll damping at a signiﬁcant wave height of 1.5 metres and zero speed.

that the thrust increase for a contra rotating propeller with the same power input is about ten per cent compared to a conventional propulsion installation. The ship is also fitted with active stabilising fins. These fins give a roll reduction of about twenty to 25 per cent at zero speed. This is when the ship is at anchor or on dynamic po- sitioning (DP). Maximum power required is 66 kW. Average power during the roll cycle is about 11 kW per stabiliser and two are fitted.

Electrical distribution There are two engine All food and rooms with each two diesel generators. The ships drinks come also have the class notation “PSMR*”, which onboard unpacked means that the steering and propulsion system is redundant and in separate FEBRUARY 2020 compartments. This has been verified with a Failure Mode and Ef- fects Analysis (FMEA) and testing during sea trials. The ship also has the notation DP(AM) which implies that the ship is fitted with automatic main and manual standby controls for position keeping and with position reference systems and environmental MARITIMESWZ • sensors. This saves a lot of stress on the bridge when the ship is to maintain station in areas where anchoring may not be an option due to environmental conditions or seabed topography. The main cable routing is separate from each engine room/switchboard room to thrusters and to main distribution centres. A fire or Hull optimisation. flooding in any compartment will not cause a total blackout. Main distribution voltage is 480 VAC and secondary voltage is 230 VAC and 120 VAC. Americans prefer 120 VAC and it is available in all cab- achieve an eight per cent reduction in resistance compared to the ins and throughout the passenger accommodation. traditional bow without bulb. The FMEA confirmed that all distribution cabling as well as the sig- The azimuthing thrusters aft are from Steerprop with two propellers nalling cabling were well separated and that there is only a minus- each, of a dual-end push-pull contra rotating type. The electrical cule chance that a fire, explosion or flooding would cause a total motors for the thrusters are mounted horizontally. It is estimated blackout.

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Energy efﬁciency waterfall.

Energy conservation RCCL has put in a lot of effort to optimise the design of a “standard” The designers have spent a lot of time and effort to conserve ener- expedition cruise ship. The results are depicted in the picture gy and reduce fuel consumption. Some of the measures include: above. Not all items have been implemented on the Celebrity Flora, • Aft thrusters; Active Front End frequency converters. but it gives an idea what you can do and what the implications are. • Forward thrusters; twelve-pulse frequency converters. • Heat recovery on central freshwater cooling system for heating Emissions the accommodation and for the warm water sanitary system. Very little cooling water is dumped into the sea as the high and low The swimming pool and jacuzzi are also heated by the fresh- temperature cooling water for the diesel generators is a closed-cir- water cooling system. cuit system with box coolers. A shredder feeds food waste to a col- • Chilled water-cooling compressors, speed controlled, depen- lecting tank. Food waste not suitable for the shredder is bagged and

ding on cooling demand. CO2 monitoring and control of ventilati- frozen for disposal on shore or manually fed to the incinerator. Ash- on in the restaurant and the lounge. The compressor has a high es from the incinerator are disposed to shore for destruction. coefﬁcient of performance (COP). Dry waste is crushed and compacted in ﬁve separate compactors, • The saltwater pumps for the chilled water-cooling compressors one for each category. The dry waste is then sent to shore for recy- are speed controlled. cling. All food and drinks come onboard unpacked. • Condense water from air conditioning units is collected in the Exhaust gases are cleaned with a Selective Catalytic Reduction condensate collection tank and supplied to the laundry. (SCR) scrubber system, one for each diesel generator, compliant • The DP computer controls thruster manoeuvres, which ensures with the International Maritime Organisation (IMO) Tier III require- a smooth manoeuvring and a strict power management control. ments. The ship uses F-DMX or F-DMA fuel according to ISO 8217:2010(E). This fuel has a very low sulphur content, which means

the scrubber mainly reduces the NOX emissions.

FEBRUARY 2020 Fuel cell The main switchboard is prepared for a “ﬁfth generator” or a fuel cell package with battery storage. There are a number of suppliers of fuel cells for the maritime industry. The owner has suggested a SWZ MARITIME • MARITIMESWZ • fuel cell and battery system from SerEnergy in Ålborg, Denmark. This has been developed in partnership with Meyer Werft, Lürssen and DNV GL. In Essen, Germany, there is a test setup run by the company Innogy. They operate a day cruise vessel and at least one minibus with this system. The fuel cell is of type High Temperature

Proton Exchange Membrane (HT-PEM) and uses methanol (CH3OH) as fuel. The methanol is produced using electrical energy from hy-

dropower and CO2 from the air. The study incorporated ten racks of 35 kW each and with about 280 kW of total operating power. The complete fuel cell installation including cofferdams with process water (72 m3) and two methanol tanks (64 m3) takes up a volume of around 300 m3 in the aft ship. This space is normally occupied by two empty tanks (void spaces). Scrubber for exhaust gases (courtesy of Caterpillar 2018). The study also included a lithium ion battery pack of 250 kWh with

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SerEnergy fuel cell. Boarding excursion tender over the stern.

SerEnergy battery cell. Excursion tender store - cross-section.

an effective output of 160 kWh. The batteries are water cooled (wa- tifying bodies were most concerned with the stowage of the excur- ter temperature of 15°C) and the battery pack’s life expectancy is sion tenders below deck with gasoline engines and gasoline seven years. The batteries are part of the fuel cell package as the onboard. The designers claimed it is not different from any Ro-Pax fuel cells cannot respond quickly to load changes and the batteries vessel (roll on-roll off vessel with passengers) with private cars on- take care of peaks and troughs in load variation. A larger battery board with gasoline engines. The certifying bodies were not im- pack was also investigated to cover for peak load when operating pressed and the designers consequently launched a safety study on one diesel generator when at anchor and also for black-out pre- with CFD calculations to demonstrate that the ventilation was suffi - vention. A larger battery pack is advantageous with a DC-Bus (main cient to ventilate any gasoline fumes and that any eventual fi re can FEBRUARY 2020 busbar in the switchboard has direct current) distribution system. be extinguished by the high pressure Ultra Fog system. The electrical balance indicates that about 500 kW is required when The vapour from an eventual leakage was also calculated accord- the ship operates in the tropics and at anchor or in port. Finally, the ing to American Petroleum Institute (API) 4261 for the unlikely even- owner decided not to follow through on this sub-project. tuality of one gasoline tank emptying itself (sixty liters). The conclusion of these calculations confi rmed the results above. The excur- MARITIMESWZ • Excursion tenders sion tender compartment can be regarded as a “safe area” with re- There are six infl atable rubber boats with a hard bottom of the make spect to gasoline vapour as the gasoline vapour concentration will Novurania on NB 488. These excursion tenders are stored and ser- be less than one per cent of the critical Lower Explosion Limit (LEL). viced onboard and when operational, they are fi rst launched with an overhead crane. The passengers prepare themselves for an ex- Ventilation in accommodation cursion in the Darwin Cove on Deck 3 and from there proceed aft to The ship is fi tted out with a chilled water system serving fan-coil the marina with a boarding ramp over the stern. The stern gate is units in cabins and public spaces. Each cabin has a fan-coil unit the only access to the ship as the ship will never dock in port in the with electrical heating and chilled water cooling. Fresh air supply is Galapagos Islands. All passengers and stores will be brought on- 30 m3/hr/person in cabins and 20 m3/hr/person in public spaces. board by tender. Passenger and crew cabins receive fresh air from the central air The excursion tenders have outboard engines, using gasoline as handling unit and this is recirculated in the cabin. Exhaust from the fuel and the bunkering of fuel takes place on portside aft from spe- cabins are handled by the wet unit. Ventilation in public spaces is cial gasoline tanks with the excursion tenders in the water. The cer- reduced or shutdown when the space is not occupied. Each cabin

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has a thermostat for individual temperature control. Smoke tests and the persons onboard had to use the staircases forward and aft. were carried out for various directions of wind and various ship The conclusion was that everyone can be evacuated within the time speeds. The objective of the tests was to ensure no exhaust gases specified by IMO (sixty minutes) using the calculation method as are sucked into the ship via ventilation intakes and no exhaust gas- given by the Fire Safety Systems (FSS) Code and MSC.1/Cir. 1533. es are to land on any outside deck. During trials it was also noted There are two lifeboats, each with a capacity of 72 persons (37.5 that the SCR washing of the exhaust gases reduces any odour from per cent of the persons onboard (POB)) and four life rafts on each the diesel engines. The sewage plant ventilation is another impor- side. Each life raft can car- tant factor and the sewage plant selected is more or less odourless. ry 25 persons and they are all davit launched, with Safety of crew and passengers Any eventual one davit on each side. The ship has two main vertical zones (MVZs). International Conven- There is a pressurised fire tion for the Safety of Life at Sea (SOLAS) regulation II-2/9 2.2.1.2. fire can be main line, which means limits the length of an MVZ to 48 metres and the area to 1600 m2. For that if the pressure drops, the last couple of years, there are about forty cruise ships or more extinguished by one fire pump will start au- with an approved exemption from this rule. tomatically and the other The ship has three main staircases leading up to the embarkation the high pressure fire pumps will follow. In deck where lifeboats and life rafts are to be entered. Evacuation addition, there is a times have been calculated for a slightly larger version of the Flora. Ultra Fog system high-pressure Ultra Fog Nighttime and daytime scenarios were calculated. Nighttime sce- fire extinguishing system narios are the most onerous with maximum response time and all with nozzles in all cabins passengers in their cabins. Two thirds of the crew in their cabins and public spaces as well as machinery spaces, stores, the galley, and the rest of the crew at their normal working area. It was as- and so on. The unit consists of four high pressure pumps, one as a sumed that the central staircase at half length of the ship was out backup in case one of the others fail. The system uses freshwater and when this is depleted saltwater takes over. In case of no power there is a high-pressure nitrogen battery that will take over the first charge. The nitrogen will last for one minute of discharge in the largest section of the system. The NB 489 was supposed to be an exact copy of the Celebrity Flo- ra, but the owner decided to have an extended forecastle deck with the storage of two additional excursion tenders with glass bottom. With the extended forecastle deck, the 48-metre limit of one deck within an MVZ was also exceeded. This resulted in another safety assessment with a request for exemption by the flag authorities (Bermuda). The damage and intact stability have been calculated according the latest 2020 SOLAS amendments. As a result, the die- Ventilation of excursion tender storage compartment (courtesy of Heinen & Hopman). sel generator rooms have a double hull in order to prevent flooding FEBRUARY 2020 of the space in case of a light collision. Other spaces below freeboard deck will fill symmetrically in order to avoid excess heel in case of hull penetration. The damage stability was calculated using the new probabilistic SWZ MARITIME • MARITIMESWZ • rules of 2020 and rules for >400 pax (small damages = EMSA3 proposal). This was a pilot project as the Celebrity Flora is the first ship to be built according to these rules. A number of parameters were varied and the main conclusions from the various calculations are: • beam is a less important parameter in obtaining the required subdivision index; • a clever arrangement of the compartments below freeboard deck is more important. The SOLAS 2009 rules give a required index of R = 0.67 and the 2020 rules gives a required index of R = 0.72, which is more stringent. The attained subdivision index is higher or equal to the required index. CFD calculation of gasoline vapours. 1.4 is the highest acceptable level (courtesy of The attained subdivision index is A = 0.82 for the Celebrity Flora. Heinen & Hopman).

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EEDI a ship in operation and to gauge the effect of any changes like im- The Energy Efficiency Design Index (EEDI) is mandatory for all new proved voyage planning or more frequent bottom cleaning. This all vessels except for Offshore Support Vessels and other vessels results in an International Energy Efficiency Certificate (IEEC). working offshore in the oil industry. The EEDI is in short: • A measure of impact on the environment / benefit to society or Crew accommodation

• EEDI = CO2 emission / transport work. The crew accommodation is concentrated to the forward MVZ and For passenger cruise vessels this turns out to be: EEDI = fuel con- mainly decks 2 – 3 (deck 3 is the freeboard deck). The crew is ac-

sumption converted to CO2 emission / gross tonnage (GT) x speed. commodated in one- and two-person cabins, all with their own wet The GT is the total volume of all enclosed spaces of a ship. This im- unit. There are 53 crew cabins for 82 crew members. The crew also plies that the EEDI can be different for two equivalent vessels with has a messroom, dayroom and lounge on deck 4. Deck 5 (forecastle the same hull form, same machinery, same propulsion, etc. All you deck) houses the crew fitness and crew sundeck. The standard have to do is manipulate the GT. In this case, the Celebrity Flora is crew cabin for two persons is relatively small with a total of 8.5 m2 designed for the tropics with open decks, balconies, etc. Its sister including a wet unit. ship may be adopted for cold climate with indoor balconies and the semi open decks closed. This means the GT will increase and the Passenger accommodation EEDI will decrease, even if the rest is the same. The passenger accommodation consists of two-person cabins lo- The Celebrity Flora’s EEDI was determined during sea trials when cated on deck 5 and above. There is one large restaurant on deck 4 fuel consumption was measured. The EEDI attained was 3.6 per that can seat all passengers in one seating (100 persons). To avoid cent higher than the required index. It is not realistic to think about changes to cabin details at a later stage, mock-up cabins were built further reduction in fuel consumption as more or less everything for all passenger cabins, see the text on space ratio below. has been done that can be done within reasonable costs. Increas- The Passenger Space Ratio (PSR) is often used in the cruise indus- ing the GT with four per cent will cure the problem theoretically, but try as a measure of how much space the passengers have onboard. will only add enclosed spaces nobody wants. Conclusion is that a The PSR is defined as the GT divided by the number of passengers. small compact cruise ship doesn’t fit into the present EEDI scheme. The PSR for the Celebrity Flora is 57.4. In comparison, for the Nor- The EEDI is combined with the Ship Energy Efficiency Management wegian Escape this is 39.2, for the Harmony of the Seas 41.4 and for Plan (SEEMP) to give the Energy Efficiency Operational Indicator the Europa 2 83. The Celebrity Flora and NB 489 have the largest (EEOI). The EEOI allows operators to measure the fuel efficiency of passenger cabins in the industry (for NB 489): FEBRUARY 2020 SWZ MARITIME • MARITIMESWZ •

Celebrity Flora main escape routes.

NB 489 side view.

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No Type Veranda m2 Cabin m2 22 Classic Veranda 7 24 16 Superior Veranda 30.5 7 Deluxe Veranda 31.5 1 Royal Suite 10 38 1 Grand Suite 10 38 1 Owner suite 25 93

Shipyard De Hoop is located in Lobith at the river Rhine, very close to the border between the Netherlands and Germany. From the shipyard, there are a number of fixed bridges to be passed before reaching open waters at the Port of Rotterdam. The shipyard is used to building light and low. This means that the tween-deck height (steel to steel) is kept to a minimum with a height of 2.6 to 2.8 metres, with a free height of 2.2 metres in the cabins. Tween deck height is 3.1 metres, which is where the restaurant is located and Subdivision index calculation. the free height from floor to underside ceiling is also 2.2 metres. This is of course beneficial for the windage and for the weight distribution; low centre of gravity and low windage. The intact stability criteria are almost the same as for the damage stability criteria, due to the low profile area and lower wind-heeling moment. Even this has an impact on the GT, which in turn increases the EEDI. In a way this penalises the design when the designers are doing their best to save weight and to increase the stability range. The PSR also increases, even if a higher tween-deck height has nothing to do with the available floor area for passengers. As a comparison, it can be mentioned that Fincantieri uses 2.72 to 2.89 as “standard” height between decks with cabins and 3.4 to 3.57 between decks with large public spaces for their large cruise vessels.

Silent E-notation and vibrations The DNV GL Silent-E notation can be given to vessels wanting to demonstrate a controlled environmental noise emission. A number of measures have been taken to reduce noise and vibration levels. One of these is the flexible suspension of the azimuthing thrusters aft used for propulsion and station keeping. The thrusters sit in a FEBRUARY 2020 round well and around the periphery there are four suspension points for the thruster with rubber damping. Air is injected into the water beween the thruster body and the ship structure, which dampens and gives a 3-dB reduction when the truster is operating. SWZ MARITIME • MARITIMESWZ • The diesel generators all have double resilient mounting, which means that the diesel generator is resiliently mounted to the frame and the frame is resiliently mounted to the ship’s contra foundation. The large structural pillars in the aft ship are also flexibly mounted to the ship’s structure. This has resulted in a very flexible construction with a low natural frequency. The propeller induced noise and vibration are more or less eliminated due to the flexible mounting of the thrusters with air injection and the flexibly mounted main sup- ports of the aft part of the superstructure. Underwater noise has been measured during trials off the coast of Goeree in the North Sea. Several runs at 11 knots and 85 per cent power (about 13 knots) were made according to DNV GL rules and the results showed that the Celebrity Flora performed well in many Underwater noise levels at 85 per cent power. aspects against the DNV Silent (E) limits. It also turned out that the

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Interior view.

ship’s echo sounder influenced some of the measurements. Thrust- an independent company using empirical methods and the results ers at forty per cent power and 100 per cent power were also meas- indicated that the vertical vibration levels were satisfactory. An Ital- ured and the results were well below the specified limits. ian company was commissioned to do a complete finite element The vibration levels for the various decks have been calculated by analysis (FEA) of all the decks and the results revealed a few local problem areas. A number of structural improvements were carried out locally in the aft ship as recommended. The owners commissioned one of the major classification societies VESSEL PARTICULARS to perform an FEA of the complete ship with respect to vertical vibration levels. The results were quite different and the ship did not comply with the levels set. At the end of the day, both parties The Celebrity Flora has the following main dimensions: FEBRUARY 2020 agreed that the significant difference depended on damping factors • Length over all: 101.5 metres and added mass used. The Italian company has also performed this • Length between pp.: 97.43 metres • Breadth over all: 18.92 metres type of calculations for Fincantieri and their cruise ship designs. • Draft, design: 4.50 metres When the ship was on the bedding during construction, a vibration • Deadweight tonnage: 1050 exciter was used to check if the vibration levels were satisfactory. MARITIMESWZ • • Gross tonnage: 5739 During trials, the vibration levels were measured and the results • Speed transit: 15 knots turned out as predicted by the Italian company. • Passengers: 100 in two-person cabins • Crew: 82 in one- and two-person cabins • Classi cation: Lloyd’s Register: X100A1, Passenger Ship, *IWS, Shipright (ACS B) Environmental protection: ECO (BWT, IHM, OW, SEEMP), XLMC, UMS, PSMR*, BWTS*, NAV1, DP(AM), PCAC 1, 3, compliance with DNV GL: Silent-E Bjorn von Ubisch MSc Propulsion Naval Architect and Marine Engineer, • Main diesel generators: 4 x 950 kW General Manager of Ubitec Holding • Azimuthing thrusters: 2 x 1,450 kW BV, [email protected] • Bow thrusters: 2 x 400 kW

26-33_SWZ_SB.indd 33 18-02-20 13:43 FUELS

IRON AS FUEL A CO2-free alternative for shipping

Within the International Maritime Organization (IMO) context, the maritime sector is aiming for a ﬁ fty per

cent reduction of CO2 emissions in 2050 compared to 2008. On top of that, the EU has set its own "Green

Deal" zero CO2 emissions targets for shipping by 2050. To boost the transition towards these targets, a feasibility study was carried out investigating a completely different alternative fuel, namely iron powder.

n anticipation of the climate goals of both the IMO and EU, the ergy density. The contained energy can be released rapidly by burn-

search for CO2-free marine fuels and systems had already star- ing the iron powder, this without producing any CO2 and hardly any

ted. Various studies are currently being conducted which in- NOX and Particulate Matter (PM) emissions. Thus, iron powder vestigate alternative fuels, such as bio-(m)ethanol, ammonia meets the requirements for a future marine fuel. FEBRUARY 2020 I and hydrogen; some of them are already being implement- By capturing and reducing the resulting iron oxide (better known as

ed. These all have their pros and cons, reason to continue the rust) with green hydrogen, a complete CO2-free cycle can be creat- search for a breakthrough technology. A bottleneck for all alter- ed (as illustrated with the fi gure on the next page). A major problem native fuels is the money required for research and implementation, with renewable energy sources such as sun and wind is the fl uctu- SWZ MARITIME • MARITIMESWZ • as well as giving them a fair chance to compete with fossil fuels. ation in supply and a non-matching demand. These can now be The fi rst steps to meet both these requirements are taken, such as solved by using a surplus of energy to recycle the iron oxide powder the recent proposal from global ship owners associations to IMO to and reduce it to metallic iron powder, thereby completing the cycle.

form an international innovation ﬁ nancing fund, which is fed by a In addition to being CO2-free and circular, the use of iron powder is surcharge on the fossil fuel price. a practical and relatively safe option for both storage and transport. Iron offers to be an energy carrier that can work in applications

Iron as a CO2-free fuel with high power demands and conversion speeds, properties that Like some other metals, iron can burn and produce heat. The iron are desired in the shipping sector. powder used for this purpose has a grain size comparable to the A disadvantage of iron as a fuel for ships is the relatively high spe- thickness of a hair. Eindhoven University of Technology has been ciﬁ c mass of iron powder and the increase in the weight of the iron researching “metal fuels” as a circular energy source for some time oxide that is produced during combustion. As a result, a ship will lie and sees iron as a promising option for three areas of application: deeper and deeper during the voyage. power plants, the process industry and shipping. It is an abundant After the iron oxide is reduced, the recycled iron powder retains the element in the earth's crust and has a relatively high volumetric en- same volume as the iron oxide powder from which it was formed.

Photo: Burning iron powder in TU/e Lab setup. 34

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highly suitable, such as two-phase pneumatic transport. Although the storage of iron powder proves to be possible ashore under at- mospheric conditions, it is still unknown what the effect of the salt and humid environment at sea is. In order to make iron fuel a circular fuel, and to limit the amount of iron oxide particles emitted to the atmosphere, a minimum of 99.99 per cent must be collected. Existing filter technologies can be used for this. In order to convert the combustion heat to mechanical power, a heat engine is required. A well-known heat engine is the (Rankine) steam engine, using a boiler, a steam turbine and a con- Renewable metal power (courtesy of McGill University). denser. The boiler design will have to be adjusted compared to fossil fuel boilers, to include the capture of the heavy oxide particles. This can be compared with the techniques that are currently used This is because the iron oxide recycling process leaves pores in coal-fired boilers, but where the iron-bound oxygen used to be. In the study on which this with the necessary adjust- article is based, only an initial estimate was made of the technical ments. and economic feasibility. To this end, an inventory was made of all Capturing and Although combustion of questions that arose during an analysis of the required systems on fossil fuels is accompanied board and ashore. In order to find out whether iron offers a realistic by the production of NO , reducing rust with X CO2-free alternative, we have delved deeper into the technical and the production of NOX for economic feasibility. Although the use of iron as a fuel for ships was green hydrogen iron combustion is practi- concluded as technically feasible, additional measures are also cally absent. At Eindhoven needed to make it truly feasible, that is, not only technically, but can create a CO2- University of Technology, also economically and operationally. To this end, various recom- theoretical research is be- mendations were made in consultation with all consortium parties, free cycle ing conducted into the for- starting with technological follow-up research. Based on this, a mation mechanisms of NOX step-by-step plan was drawn up that should ultimately lead to the during the burning of iron.

order of a prototype ship that uses iron as a fuel in 2030. This shows that although NOX is formed, its formation under practical conditions is nearly zero. Measurements on laboratory and also Known technologies larger setups confirm this conclusion. Development of most of the required systems for iron as a marine fuel can initially be based on known technologies. For transport of Burning iron to produce heat the iron and captured iron-oxides, well known technologies are In order to convert heat into rotational energy, intermediate steps are required, whereby steam first came into the picture as the old familiar. However, since the 1980s, steam has hardly been used for propulsion of ships, with the exception of nuclear naval vessels. In FEBRUARY 2020 MIIP IRON AS FUEL FOR SHIPS the meantime, technology did not stand still, such as in the field of The feasibility study was carried out by young people materials. This meant that everything was discussed again in this motivated to save the future environment, and who study and that innovative concepts such as high pressure supercrit-

combined forces with older people concerned about the ical steam and supercritical CO2 cycles were also mapped to be de- future of their children and grandchildren. The project was veloped for maritime applications. MARITIMESWZ • initiated by the Maritime Knowledge Centre (MKC), Burning iron along with the production of steam is already demon- Eindhoven University of Technology and student team strated on laboratory scale – see the picture on the previous page SOLID. This so-called “Maritiem Innovatie Impuls Project” (Maritime Innovation Impulse Project, MIIP), under the – making the Technological Readiness Level (TRL) in the order of auspices of Nederland Maritiem Land (NML) and subsidised 2-3. However, a 100-kW installation – see the picture on the next by the Dutch Ministry of Economic Affairs and Climate page – is being developed by the Metal Power consortium (consist- Policy, provides insight into the processes of iron as a fuel ing of TU Eindhoven, SOLID, Enpuls, Uniper, Nyrstar, EMGroup, on board ships and the challenges that lie ahead with this HeatPower, Romico Engineering Solutions and Metalot and subsi- promising fuel. In addition to the initiators, the Dutch dised by the Province of Noord-Brabant). This will soon bring the Defence Academy, ∆elta igma Marine Engineering Σ TRL to 4-5, as this demonstrator will produce steam for the Bavaria Consultancy (Emeritus Prof. Ir. Douwe Stapersma), ship brewery process of Royal Swinkels Family Brewers. For shipping, owners, shipyards, industrial parties, including Bureau Veritas, and the maritime knowledge institutions TNO and the application of this technology is still in the conceptual phase, MARIN were also involved in the project. however SOLID is developing plans to use this 100-kW system for a self-propelled demonstrator.

34-37_SWZ_ART03_IJzer als brandstof.indd 35 18-02-20 14:02 FUELS

shipbuilding and economic point of view, the 176-metre long 1700 TEU container vessel Rijnborg of Royal Wagenborg was chosen as a benchmark ship (built by Royal IHC and delivered in 2007). Based on the same performance, such as sailing speed and distance, the relatively high mass of the iron powder, and in particular of the captured iron oxide powder, appears to play a crucial role in the resulting load capacity to deadweight ratio of the ship. This can be illustrated by the ﬁgure below. It shows the packaging- corrected energy density versus the speciﬁc energy for different

types of fuels, such as fossil, NH3, methanol, hydrogen, batteries and iron. Pure iron appears on the far upper side of the graph, it contains a large amount of energy per volume. Yet, as explained earlier, we are dealing with iron oxide reduced to iron powder and not with pure iron. In comparison with fossil fuels, such as marine diesel oil (MDO) and also methane, iron powder contains less energy, both per kilogramme and per m3. However, the differences 100-kW experimental iron to steam setup. are limited compared to other alternative fuels. Due to this lower energy density, just as with other alternative fuels, this must be taken into account in the ship design and the operational profile to Back to steam? be chosen. A solution to convert the heat from the burnt iron to shaft power is An estimate of the effect of the energy properties of iron powder one that several maritime engineers may have or have had experi- relative to heavy fuel oil (HFO) was made for the Rijnborg, which ence with in the past; the Rankine steam cycle. This technology is revealed that it would have to be extended by eighty to ninety me- still widely used, for example in large-scale nuclear and coal-fired tres (fifty per cent longer). Given these numbers, the following power stations. However, on smaller scales, such as for shipping, it conclusions were drawn: cannot compete with the compactness and hardly with the efficien- • Sailing profiles must be critically examined to determine an op- cy of the diesel engine. This famous Rankine cycle, currently oper- timal bunker size; bunker intervals will have to be adjusted ac- ating at pressures of up to 100 bar, can achieve efficiency of up to cordingly. 44 per cent, including a boiler efficiency of ninety per cent. This cre- • For the time being, the technology seems to be the most suit- ates a challenge on the path of developing iron as a fuel. able for ships with a high deadweight to displacement ratio, To investigate the feasibility of iron as a marine fuel, from both a such as inland vessels and bulk carriers.

Energy density for various carbon-based and carbon- free fuels. FEBRUARY 2020 SWZ MARITIME • MARITIMESWZ •

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• The required bunker quantity can be limited by optimising the can also be expected that the costs thereof will fall considerably. efficiency of the entire system. For this, both the boiler and the The case studies and in particular the analysis of the payback time power cycle must be designed with the emphasis on high effi- of the iron-fed ship energy systems also confirm that, with the cur- ciency. rent transport prices of containers, both the capital and operational • In addition to improving efficiency, compactness of the boiler costs can be recovered. Certainly, when a policy for a level playing and energy conversion system must also be as high as possible. field vis-à-vis fossils that is deemed necessary for that purpose is realised at a global level, iron powder as a fuel must not be missing

Supercritical CO2 as a promising alternative for steam from the range of future-proof fuels. With regard to the last two conclusions in particular, further re- Finally, a road map analysis has shown that a ten-year period for search into alternative power cycles opposed to steam has been ordering an iron-fuelled prototype ship, while challenging, can be

carried out. Supercritical steam and supercritical CO2 (sCO2) have considered feasible. However, much of the required technology, emerged as major contenders for use in shipping. with some bandwidth, is still at a relatively low TRL level.

sCO2 in particular has emerged as a process with great potential for use in shipping. The sys- Follow-up investigation tem could be up to ten To finance the necessary research, support from industry is at least times as compact and up as important as writing high-quality research proposals. This sup- to a few per cent more effi- port can first be found by publishing the results of this research on Publication alone cient than a traditional a large scale. But publication alone is not enough: seeing is believ- is not enough: steam cycle. But if you ing! SOLID has therefore taken the first steps for a project with a compare sCO2 with super- sailing demonstrator. critical steam at 300 bar, seeing is believing the latter might just win in Fair and equal level playing field terms of efficiency. This To encourage and support the implementation of innovative and technique is still at an ear- promising fuels such as iron, we strongly recommend that not only ly stage of development and has therefore not been included in ship owners associations, but also global governments take meas- more detail in this feasibility study. In any case, it is recommended ures to make the use of fossil fuels less attractive. In our view, ex- to conduct further research into this. If this technology reaches the panding the research budgets aimed at the development of alterna- technical implementation stage, it is expected that the position of tive fuels requires top priority.

iron as a fuel will be considerably strengthened. Finally, the research team concluded that achieving CO2- and NOX- free emission targets by shipping simply requires a paradigm Economic feasibility change, which means that to save the world from the point of view In the MIIP project “Iron as fuel for ships”, the economic feasibility of climate change, nothing can remain the same as before! of a ship powered by iron as a fuel was also investigated. A case study conducted on the basis of three ships of increasing size – 67, 176 and 399 metres, including the aforementioned Rijnborg – shows that the price of iron powder is dominant in the operational costs. Seijger is a maritime ofcer and studies for the MSc FEBRUARY 2020 And, as expected, the bigger the ship, the more interesting the case. degree at the Faculty of Mechanical Engineering at In the feasibility study, the costs of iron powder have been split into Eindhoven University of Technology and participated as an intern in the MIIP project. Van Rooij graduated in investment and operational costs, comparable to buying and re- mechanical engineering at the University of Eindhoven charging batteries. The costs of recycling (re-charging) iron oxide

and was involved in the MIIP as a researcher at the same MARITIMESWZ • powder to iron powder with hydrogen are largely determined by the university. Kramers retired as head of R&D at Royal IHC hydrogen price. It is expected that the global market for iron pow- and subsequently started Innovaart Maritime Innovation der will gradually increase the implementation of iron as a fuel, Consultancy and joined the MKC as a senior consultant. closely followed by the infrastructure for recycling. As a result, it On behalf of MKC, he carried out the project management of the MIIP project, [email protected].

REFERENCES

www.mkc-net.nl www.tue.nl/en/research/research-groups/de-goey/ www.teamsolid.org The full (Dutch language) report can be found via: www.mkc-net.nl/library/documents/1157/ Vincent Seijger BSc Niek van Rooij MSc Ing Caspar Kramers

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LOW-POWERED SHIPS IN HARSH WEATHER

Motivated by an expected decrease in installed power on future vessels, MARIN, supported by the Dutch Ministry of Infrastructure and Water Management, developed tools to describe the handling of a low-powered ship in adverse weather. Recently, these tools were used to investigate their safety in extreme conditions. In the near future, the expected increasing impact of the weather on operational performance in terms of sustained speed, reliability in terms of arrival time and energy expenditure will be addressed. FEBRUARY 2020

he developments aim at a rational, fi rst-principles assess- Tools ment of the relation between installed power and safety, A reliable prediction of the added resistance and wave drift forces SWZ MARITIME • MARITIMESWZ • economy and energy expenditure. The fi rst step in the in- is crucial in the assessment of the handling and speed of a ship la- T vestigation, which focused on safety, assumed, rather bouring in waves. The progress made in the development of the simplistically, that a timely recovery of a head-seas course might Rankine source code FATIMA, as described in an earlier article serve as a criterion for the minimum power to be installed in a ship. (published in SWZ|Maritime’s January issue), was essential in this This problem was investigated by simulating head-seas recovery respect. manoeuvres in wind and waves for the full block ships that are com- Because of the large changes in speed and heading during a ma- mon in the Dutch fl eet. noeuvre and the presence of several non-linear elements in the ex- In the second step, the very nature of the unacceptable behaviour citation and reaction forces, its description requires a time-domain associated with a too low power was explored, together with an in- simulation. This tool, the MANWAV script (in MATLAB), was devel- vestigation into the factors that govern its risk of occurrence. In ad- oped and validated in cooperation with the MANWAV Working dition to the added resistance and course keeping, this stage paid Group in the MARIN Cooperative Research Ships. attention to the frequency of the joint statistics of wind and waves in relevant sea areas and the impact of propeller ventilation and en- The preparations for a set of simulations comprise the generation of gine characteristics on the available propeller thrust. a number of databases describing:

Photo: MARIN investigated the safety and performance of low-powered ships in adverse weather conditions (picture by Flying Focus). 38

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Figure 1. MANWAV simulation element.

• The added resistance and the transverse drift forces in regular Head-seas recovery procedure waves for a range of speeds and headings (in terms of the In preparation for the simulations, the added resistance was calcu- quadratic transfer functions). lated for a number of full block hull forms. The substantial differenc- • The wind forces as a function of relative speed and direction. es between these hulls were used to select four hulls. • The resistance and the manoeuvring reaction forces experi- The simulations comprised a considerable number of “runs” in enced by the hull as a function of speed, drift angle and rate of which a head-seas recovery manoeuvre was executed at random turn. points in time, all starting in beam seas. Each attempt was simulat- • The rudder forces as a function of propeller thrust and helm ed for ﬁ ve minutes. angle. The adopted combinations of wind, wave height and wave period • The available propeller thrust as function of ship speed and pro- were based on the analysis of wind and wave data along the Dutch peller and engine characteristics. coast. Extremes with a return periods of one month and one and ten The simulation itself uses the above databases to calculate the years were considered. time, position, speed and heading dependent on external forces and In the initial stages of the work, it was realised quite soon that it is the hull and rudder reac- not the available power, but the available propeller thrust that tion forces that govern the drives the sustained speed and is required to force the bow to- behaviour at that point in time. From a computational point of view, the accurate It is the lift of the synthesis of the instanta- FEBRUARY 2020 neous value of the added hull that forces resistance and transverse wave drift forces is a ma- the bow towards jor time-consuming element. MARITIMESWZ • head seas MANWAV limits itself to the “low-frequency“ speed variations and course keeping. The effects of individual waves, like the instantaneous propeller loading and sub- mergence can be accounted for. As a function of the prevailing position, speed and heading, they are evaluated on the basis of the frequency-domain results that underlie the calculation of the added resistance and wave drift forces. Of course, the simulation needs input regarding the target manoeuvre, whether being straightforward track- or heading-keeping at a given power level or a more complicated head-seas recovery procedure. Figure 2. Balance of available and required thrust.

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wards head seas. This level was captured in the Effective Bollard Pull (EBP). It is governed by the propeller (see figure 2) and the engine characteristics. Figure 3 shows an example of the failure rate as a function of the EBP and the return period of the wave condition. The minimum required EBP was based on the assumption that on average out of three attempts, one will yield a successful manoeuvre. The obtained EBPs were given an interpretation by Conoship, whom assessed the propulsion power installed in a broad range of existing ships and the expected remaining power under the EEDI. The basic conclusion from the first step was that the minimum power requirements were quite low in comparison with the expected future levels of installed power. At the time, it seemed that the main reason for this result was that in an irregular wave train there are many “windows” in which the waves are sufficiently low to Figure 3. Failure rate versus Effective Bollard Pull. complete the turn.

Nature of minimum power requirements and driving factors In the ﬁrst step of the investigation, relatively crude assumptions were made in several areas. In addition, we became increasingly aware of the potential impact of the static engine rpm-power characteristics on the available propeller thrust in the case of a directly driven propeller. Puzzled by the unexpected results in the ﬁrst step and convinced that there should be something like a minimum power requirement, it was decided to explore the impact of these factors on course and track keeping. For practical reasons, the case adopted now for this investigation was the 229-metre KCS container ship on a full load draft. The KCS container ship is a publicly well documented vessel used within many studies.

Figure 4. Heading- and track-keeping strategies. Loss of control With an adaptation to the simulation code to accommodate tempo- rary negative speed, the new simulations did show an obvious criterion for minimum power: an uncontrolled loss of the safe head seas orientation. Because the transverse “lift” of the hull at a drift angle drives the ability to recover a course, a minimum speed is required. FEBRUARY 2020 In addition, because the magnitude of this minimum speed was expected to depend on the level of transverse agitation, the effects of a directional spread in the waves as well as the wind were investigated. These simulations suggested a relatively small effect of SWZ MARITIME • MARITIMESWZ • these parameters. The subsequent analysis made us understand that the main reason for the relatively low power requirements is that the added resistance is almost proportional to the forward speed, more so than the resistance from the wind. The low magnitude of the remaining added resistance makes it relatively easy to maintain a low speed.

Effect of heading At ﬁrst glance, sailing a track at an oblique direction with respect to wind and waves seems quite demanding because of the quite large excitation from the transverse yaw moment. Simulations in these conditions showed that the rapidly increasing drift angle with reducing speed (that is required to stay on track) reduces the yaw Figure 5. Forced oscillation set-up. drift moment; at very low sustained speed, the vessel is more or less

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is not necessarily true for a ship in partly loaded condition. The results do suggest that, if any, the effect of ventilation materialises more through the dynamic response of the diesel engine on the torque variations.

Engine characteristics In the case of a loss of speed, the torque requested by a fixed pitch propeller increases. Because a diesel engine is essentially a con- stant torque machine, this leads to a loss of revolution rate. If this loss crosses a particular threshold, the turbo-charger cannot supply an adequate air supply anymore. In this range, the related increased wear and tear is kept at bay by reducing the fuel injection, which leads to a further reduction in the available torque and thrust. Connecting the engine characteristics and the thrust balance was one of more challenging tasks in the work. Not only conceptually, but also practically; the exact limits of the engines at reduced rpm were not as clear cut as hoped. Figure 6. Thrust variation during a quasi-steady open water test at h/r=1.3. Figure 7 indicates the engine regimes at normal operation. The boundary between “heavy operation” and “short-term operation” is the limit at which the fuel injection is reduced. traversing along the track (see figure 4). Maintaining a heading in Figure 8 shows the impact of the engine limits on the balance of the oblique waves, while drifting transversely, proves a much larger required and available effective thrust. In this case, the adopted challenge. Both types of manoeuvres have their limitations in re- power corresponds with a speed in calm water of eighteen knots. In stricted waters and suggest a decent minimum speed to maintain Beaufort eight the intersection of the available and required thrust track and/or a nautically acceptable drift angle. indicates a sustained speed of just over ten knots. In this condition, and even more in the Beaufort 10 condition, the available thrust is Propeller ventilation governed by the above mentioned “smoke limit” of the engine. Be- In 2018, MARIN performed a systematic set of experiments in which cause this limit itself and its consequences depend on details of the a propeller was oscillated in three directions just below the water engine (level of turbo-charging, fuel type) and the engine-propeller surface. The Hexapod set-up is shown in figure 5. The results matching (the light-running margin), these “details” are obviously showed that when the pro- important in the assessment of safety and performance. peller tip approaches a point at one-third of the radius below the surface, The added the first effect is the ventilation of the tip vortex. In resistance is FEBRUARY 2020 higher propeller revolution almost rates this gives rise to er- ratic thrust and torque variations, “oscillating” be-

proportional to MARITIMESWZ • tween the fully ventilated the forward speed and non-ventilated levels, see ﬁgure 6. As soon as the propeller tip emerges from the water surface, the thrust and torque become steadier in character. A complicating factor is that the drop in thrust and torque depend, through the propeller loading, quite strongly on the rpm. A remarkable observation is that the efﬁciency of the propeller, in terms of the thrust per unit torque, is quite insensitive to ventilation. The results of the tests were modelled schematically in the MANWAV script to obtain an impression of the effects on the available thrust. These simulations indicate that, in the subject case, because the ventilation is rather incidental, the effects on the mean available thrust and sustained speed is quite small. Of course, this Figure 7. Typical static engine characteristics.

38-42_SWZ_ART05_Marin.indd 41 18-02-20 13:58 RESEARCH

3. An obligated percentage of renewable fuel to be blended. The percentage increases over time. Within automotive, the Rene- wable Energy Directive (RED II) requires up to fourteen per cent of renewable energy to be used. The second pathway is perhaps the only option to meet the stringent IMO ambitions. This GHG cap pathway also reduces installed power in order to save energy, although now with the possibility to avoid critical low levels of installed power. As the power in- An energy cap stalled is not limited by the EEDI regulation anymore, scenario will likely but only by the available GHG emission budget. also reduce Next to and following these power reductions, installed power this pathway will apply renewable fuels and/or intro- duce new propulsion concepts to further lower GHG Figure 8. Impact of engine limits on the available thrust. emissions and maintain competitiveness. Now this combined introduction of a GHG budget, lower installed power and further down the road, new fuels urges a more detailed Conclusions assessment of ships’ actual operations. This assessment includes, The main conclusion from the second step in the investigation is next to the added resistance in waves, the engine modelling as well. that there is a minimum power requirement to enable a stable head This in order to properly balance GHG consumption and voyage seas course in extreme conditions, however the related power level scheduling and to account for the envisaged effects of the new fu- is actually quite low. The fact that the added resistance in waves els on (engine) performance ﬂ exibility. becomes quite small at low speed and that the magnitude of the Further, with reduced installed power levels, the ability of ships to wind resistance is limited explains this result. avoid adverse weather becomes smaller. Hence the impact of the A second conclusion is that the static engine characteristics have a weather on the sustained speed and reliability of the ship’s sched- large effect on the available torque and thrust. We also conclude ule keeping becomes larger. This stresses the need for a more ra- that, because we know yet very little of the dynamic response to the tional design of the service margin; a process in which experience propeller torque variations induced by wave agitation and ventila- from the past may not offer a reliable guidance. Still, minimum pow- tion, the related impact on the sustained speed is largely unknown. er requirements will stay relevant for the very low installed powers FEBRUARY 2020 Making use of a recent set of experiments it seems clear that in the or for example for the wind assisted vessels. present case (a container ship on the full load draft), the direct effects of ventilation are limited. Because the added resistance on reduced draft is not necessarily smaller than on the full load draft, SWZ MARITIME • MARITIMESWZ • because the wind forces increase and because the propeller gets Before he retired, Dallinga was a Senior Project Manager closer to the free surface, this is not necessarily the case for ships at MARIN. Rapuc is Research Coordinator at MARIN. De on a partly loaded draft. Jong is Manager International Relations at MARIN and one of SWZ|Maritime’s editors, [email protected]. What is next on EEDI & MPR? This article started with an expected decrease in installed power following the urgent quest for the reduction of greenhouse gas (GHG) emissions. Three future pathways are now possible around this GHG reduction: 1. A further reduction of installed power following the EEDI phase 4 or 2. A switch to a yearly fossil energy cap (read GHG emission budget) per ship type/size. The energy budget to be checked using Reint Dallinga Stephane Rapuc Johan de Jong the EU Monitoring Reporting and Veriﬁ cation data or

38-42_SWZ_ART05_Marin.indd 42 18-02-20 13:58 HISTORY THE MODELLED SHIP

This story of modelled ships starts with the description of a clay model found in a tomb [mnēma] at Amathos. It tells us the story of a man who comfortably sits on the aft of his ship without a helm [pēdálion], having a clear vision over the well-built ship – and where it is going to.

entral in this modelled scene of a theōriā is the figure of Single figure who sits back a spectator who looks both with his eyes and with his against the railing of the mind. He is a state pilgrim [theōros] and we do not know poop-deck (the Cesnola C what his role, his activities, will be, both on the journey Collection, purchased by and at the sanctuary where he is going to. subscription, 1874–76, The The deep and rounded model of a hull (picture to the right) shows a Metropolitan Museum of transverse beam protruding from the stern quarters of the ship. The Art. New York / Merchant- extremities of the beam [zygé] are the pivoting points of the rudder- man from Cyprus, 6th BCE, oars [pēdálion]. They also accommodate the catheads [epōtides] for Casson Lionel, 2014, Ships the pennants, used to control the tillers [oiáklon] of these quarter and Seamanship in the rudders. There is a similar transverse beam in the ship’s forebody. Ancient World, illustration In combination with sheaves [ploki] and a cat-fall, it forms the 94). ground-tackle with which the ship’s crew can pull out the anchor [ánkyra] and stow it in a secure position. by slackening the forestays, and then settled into the mast crutch Histós and epōtides [histodόkē], which consequently must be in the aft of the ship. The The forward catheads, with their robust outboard protrusion, would aft stays are the standing rigging, tensioned by the running rigging, also be the right place for the deck connection of the side-fore- which are the forestays. The forestays are always described in the stays. Protonos and its antonym, epitonos, respectively indicate the plural form [protonoi], indicating that there is “a pair of forestays”. forestay and the backstay of a mast. The mast [histós] is let down On later Hellenistic ships, the area in between the fore and aft catheads would be filled in by a deck, which area was called the parexeiresia, meaning “outside the oars” [eiresia]. The second model is slightly more detailed than the first and features a raised and ornamented bow shape. The forebody shows the FEBRUARY 2020 catheads for the ground-tackle and the middle of the ship as far as the prow is undecked [asanidon]. The aftbody of the model shows again a single figure, standing on the poop-deck. The width of the poop-deck with epōtides exceeds the width of the ship. SWZ MARITIME • MARITIMESWZ •

This is an abbreviated version. Read the full article online: www.swzmaritime.nl/news/2020/02/26/the-modelled-ship/.

Ing Rien de Meij Senior Project Manager Ships at the Maritime Research Institute Netherlands (MARIN), Terracotta ship model, Cyprus (600-480 BCE, Treasures of Thalassa Museum, Ayia [email protected] Napa, author Claus Ableiter, licensed under the Creative Commons Attribution-Share Alike 3.0 Unported license).

43-43_SWZ_ART01_Modelled ship.indd 43 18-02-20 13:57 MARS

TOUCHSCREENS: HANDY OR DANGEROUS? Mariners’ Alerting and Reporting Scheme

Distractions on the bridge are often cited in The OOW acknowledged the call, but did The ghost in the machine – unwanted investigation reports as contributing fac- not change course. touchscreen activation: Mars 202003 tors and now more than ever, with mobile Some nine minutes later, the local VTS of- As edited from official TSB (Canada) report phones and computers. Although each ficer, having observed that the vessel was M17C0108 person is responsible for his/her own self- still heading into danger, called the vessel Staff on an up-bound tanker in a river wa- discipline and professionalism, company and issued a second warning. During this terway decided to anchor the vessel just leaders also need to assist employees in conversation with the VTS officer, the below the lock to wait for traffic ahead to this regard. In this issue of Mars, we report OOW reduced the range scale on the port clear. While it was anchoring, the vessel several serious navigation accidents that radar and added a chart overlay to the lost propulsion. The master immediately would never have happened had the of- display. He then realised that his plan to contacted the engine room crew, who re- ficer of the watch (OOW) been paying at- pass between the two islands was unsafe, quested that propulsion control be trans- tention and actually navigating the ship. because there was a shallow reef be- ferred to the engine room. This would al- Another area of concern, is the impact of tween them. He quickly selected hand- low them to attempt to restart the engine. new technology as a contributing factor in steering and put the rudder full to star- As the engine room crew were working to accidents. In particular, touchscreen inter- board in an attempt to steer away from restart the main engine, the port bow an- faces on control panels are raising new is- danger. chor was remotely released from the sues. The vessel grounded nonetheless at a bridge. speed of seven knots. Seconds before Despite these efforts, the vessel grounded. Distracted OOW goes off track: Mars grounding, the ECDIS depth alarm sounded Although the main engine was soon re- 202001 as the vessel crossed over the ten-metre started and propulsion control was trans- As edited from official MAIB (UK) report depth contour. Some three days later, after ferred back to the bridge, attempts to free 12/2019 a partial cargo discharge, the vessel was the vessel under power were unsuccess- A small coastal trader was underway in refloated and brought to a safe haven. ful. Two days later, the vessel was refloat- darkness and calm seas at a speed of al- ed with the assistance of two tugs and most eight knots. There was a change of Lessons learned towed to a nearby dock. Subsequent un- officers on the bridge. At the time, the ves- • A planned route is usually safer than an derwater inspection showed there was no sel was on autopilot “track mode” steering. improvised one. Stick to your planned apparent damage to the vessel. This mode applies the necessary helm to route. The investigation found that the main en- follow the track selected on the ECDIS. • Avoid distractions while on watch – gine shutdown feature on the touchscreen The relieving OOW deselected track mode navigate your vessel. integrated alarm monitoring and control FEBRUARY 2020 steering and switched to “course to steer” • If a shore authority calls your ship to system had inadvertently been activated. mode, setting the heading at 279°. The say you are running into danger, call The touchscreen was mounted horizontally OOW then sat in the chair on the port side the master immediately and evaluate in the centre bridge console, close to other of the bridge and started watching music your position with care. controls such as steering and propulsion. SWZ MARITIME • MARITIMESWZ • videos that were being streamed to his mobile phone via wi-fi. About two hours later, the OOW looked at the radar display and realised that the ves- The OOW wanted sel was to port of the planned track. On the to sail between radar, he also observed two small islands two islands. ahead of the vessel and decided to proceed between them, more or less on his present course, with a plan to alter course to starboard afterwards to regain the planned track. About thirty minutes later, a local coast- guard officer warned the OOW by VHF ra- dio that the vessel was running into danger.

44-45_SWZ_MARS.indd 44 18-02-20 13:55 MARS

Another touchscreen ghost: Mars heavily, the ship developed a list of about 202004 25° to starboard. After about an hour, the A small split-hull suction dredger was fully list increased to 30°. Without attempting to loaded and on its way to the dumping establish the cause of the list, the master ground. The vessel was on autopilot and issued a mayday and ordered the crew to the duty seaman decided to dust the abandon ship into a liferaft. All twelve crew wheelhouse consoles. The vessel, still were later recovered by helicopter. By that making way, was close to the dumping time, the ship was listing about 45°, but all ground, but not yet in position when the deck containers were still in place. hull opened unexpectedly and the dredged Six days later, a search found the ship still material was prematurely released. afloat and listing between 15° and 30° to The touchscreen was reactive to a variety of inputs – The investigation found that the “virtual starboard. All of the deck containers were including the telephone cord. button” on the touchscreen control panel now missing, but the hatch covers were in for the emergency open had been activat- place and appeared intact. By the time a ed by the operator while he was dusting salvage tug arrived about four days later, At the time of the loss of propulsion, four the screen. This button was only one level the ship had sunk. crew members were within two metres of deep in the touchscreen menu control. Two the touchscreen. Tests showed that the unintended touches with the duster, one to Investigation findings touchscreen was reactive to a variety of reveal the “emergency opening” button • The cause of the list and subsequent inputs – including the telephone cord situ- and one to activate it, had opened the ves- sinking was not conclusively identified. ated next to it. sel. The investigation found that the crew When the main engine shutdown button were not fully aware of the severity of was activated on the touchscreen, a ge- Lessons learned the forecast weather conditions and neric, ambiguous system status message • This incident and Mars 202003 demon- consequently did not take precautions appeared on the screen. The message did strate that touchscreen devices, which for heavy weather. The vessel’s course not specify that the engine was about to are increasingly common on ships, was beam-on to a heavy sea and swell, shut down, nor did it indicate how the shut- have introduced new risks. These de- resulting in heavy rolling for a sus- down was activated or from where (bridge, vices can control a wide range of ves- tained period. engine room, emergency stop, etc.). sel functions. Crew need to have a • In the absence of any other obvious thorough understanding of the particu- factors, the reason the ship developed Action taken larities and sensitivities of each touch- a heavy list was probably related to a A plastic cover was placed over the touchscreen device. change in stability resulting from an in- screen to prevent another inadvertent • For touchscreen applications on con- gress of water, and/or an uninitiated shutdown. After a thorough review, the trol panels, procedures and protections change in the status of the ballast equipment manufacturer disabled the main should be implemented to protect tanks. engine shutdown function on the touch- against unwanted activations and their FEBRUARY 2020 screen and the plastic cover was removed. consequences. Lessons learned In case of an emergency, the main engine • Weather is your master. Implement can still be shut down from the bridge via Crew saved, but ship lost: Mars heavy weather procedures when in the traditional shutdown button. 202006 doubt. If the vessel seems at risk, As edited from IMO Lessons Learned from heave to and reduce speed to reduce MARITIMESWZ • Lessons learned Marine Casualties III 5 (III 5/15, Annex 1) rolling. • In order to use shipboard equipment ef- A ship with new management and a new • A new crew on a newly acquired ves- fectively, crews must know how to op- crew sailed in ballast. The new crew re- sel? Sound all tanks to determine the erate that equipment during routine portedly did not verify the status of the bal- state of the vessel. and emergency situations. last tanks, which were about eighty per • When something unusual happens to a • In this case, given that the screen con- cent full. In the next port, 116 stuffed twen- ship, such as taking on a substantial trolled the vessel’s integrated alarm ty-foot-equivalent containers were loaded list, every effort should be made to monitoring and control system, it was in the holds and on deck. The crew made identify the cause and take remedial especially important for crew members no changes to the ballast configuration. action before it is too late. to familiarise themselves with the sen- Fresh water was taken on in the next port sitivity level of the screen and the lack before departing for the final destination. of any confirmation message after any Shortly after leaving port, the ship encoun- All Mars Reports are also published online, www.swzmaritime.nl. action was taken using it. tered strong winds and waves. Rolling

44-45_SWZ_MARS.indd 45 18-02-20 13:55 NIEUWE UITGAVEN

DOOR G.J. DE BOER Grondleggers – Het verhaal van de Nederlandse baggeraars

Ter gelegenheid van het 150-jarig jubileum schiedenis waarbij grote, Nederlandse wa- van het Nederlandse baggeren offshore- terwerken, zoals de Afsluitdijk, Deltawerken bedrijf Van Oord verscheen in november 2018 het boek Grondleggers. Dit boek is en Maasvlakte, worden afgewisseld met in- geschreven door maritiem historicus dr. ternationale projecten om zo het materieel Joke Korteweg, die vier jaar onderzoek en personeel blijvend in te zetten. Zo is Van deed naar de geschiedenis van het bedrijf. Oord een expert in de aanleg en het onderhoud van havens en vaarwegen in alle uit- Het begon in 1868 toen Govert van Oord zich hoeken van de wereld en was het de spil bij als zelfstandig handelaar in griendhout en de realisering van de wereldberoemde andere houtproducten uit de Biesbosch in Palmeilanden in Dubai. Ook kustbescher- Werkendam vestigde. In die tijd werden de ming en andere werkzaamheden op zee, zo- Nieuwe Waterweg en het Noordzeekanaal als het installeren van pijpleidingen of wind- gegraven en de Moerdijkbrug gebouwd molenparken behoren nu tot het portfolio. door voorgangers van Van Oord. In ander- De focus van het Nederlandse familiebedrijf halve eeuw ontwikkelde de natte aanneme- ligt momenteel op baggeren, olie- en gasin- Grondleggers – Het verhaal van de rij zich van een ambachtelijk vak met krui- frastructuur en offshore wind. Het hoofd- Nederlandse Baggeraars, 336 pagina’s, wagen en schop tot een kennisintensieve kantoor is gevestigd in Rotterdam naast de afbeeldingen, formaat 25 x 17,5 cm, sector. De geschiedenis van het bedrijf is Van Brienenoordbrug. Er werken ongeveer ISBN 9789460039287, Uitgeverij Balans, dan ook de geschiedenis van de Nederland- 4500 mensen die in 2017 wereldwijd aan 180 Amsterdam, prijs € 39,95, info: www.uitgeverijbalans.nl se waterbouw en zo is het geen boek over projecten werkten in 42 landen. De vloot be- alleen het familiebedrijf in Rotterdam. Dat staat uit meer dan honderd schepen. blijkt overigens ook uit de (sub)titel. Korteweg kreeg voor het boek vrij mandaat worden in het boek verbeeld met een bedrij- Voorheen was het bedrijf vooral als onder- van Van Oord, daarbij ondersteund door venstamboom. De geschiedenis wordt chro- aannemer actief in de waterbouw. In 1946 meelezers uit het bedrijf en de familie. Zij nologisch beschreven en de hoofdstukken kwam Van Oord voor het eerst als aanne- koos ervoor de geschiedenis in grote lijnen worden afgewisseld met zeven biograﬁsche mer bij Rijkswaterstaat in beeld bij het dijk- te beschrijven en niet te veel te putten uit portretten. Over de hectische jaren 1998- herstel op het Zeeuwse eiland Walcheren. de enorme hoeveelheid historisch materiaal 2008 schreef Koos van Oord eerder het boek Door overnames en fusies werd het een van om te voorkomen dat het boek te saai zou “Een grote onderneming”. Van Grondleg- de vier grote wereldspelers. Korteweg be- worden. Dat is wonderwel geslaagd. Alle gers is ook een Engelstalige editie uitge- schrijft dan ook 150 jaar waterbouwge- bedrijven die in 2004 opgingen in Van Oord bracht: “Breaking New Ground”.

FEBRUARY 2020 Jaarboeken

Bij Uitgeverij De Alk verschenen weer twee naslagwerken: het “Jaarboek Binnenvaart 2019” en “Binnenvaart 2020”.

SWZ MARITIME • MARITIMESWZ • In het Jaarboek Binnenvaart 2019 (31ste editie) verzamelden de re- dacteuren van Schuttevaer op de actualiteit gerichte artikelen onder redactie van Erik van Huizen over de periode juli 2018 tot en met juni 2019. Deze zijn geïllustreerd met vele foto’s. Tevens is een lijst opge- nomen van alle nieuwgebouwde schepen in dezelfde periode. In het boekje Binnenvaart 2020 (dertigste editie), geïllustreerd met 128 foto’s en samengesteld door A.M. van Zanten, zijn ruim 5500 Ne- derlandse binnenvaartschepen (motorvracht-, beun-, passagiers- en tankschepen) alfabetisch gerangschikt met technische details. Daarnaast zijn voor in het boekje de adresgegevens van werven, Jaarboek Binnenvaart 2019, Jaarboek Binnenvaart 2020, reparatiebedrijven, bevrachters, machinefabrieken, toeleveran- 138 pagina’s, afbeeldingen for- 520 pagina’s, afbeeldingen, for- ciers, makelaars, scheepshandelaren, schippersbeurzen en vereni- maat 21 x 30,5 cm, maat: 15 x 21 cm, gingen en bonden vermeld. Binnenvaart 2019 is bijgewerkt tot 1 sep- ISBN 9789059612273 ISBN 9789059612228, prijs per tember. uitgave € 26,50, info: www.alk.nl

46-46_SWZ_Book reviews.indd 46 18-02-20 13:54 KNVTS

JONGERE LEDEN IN HET MIDDELPUNT VAN DE BELANGSTELLING

Op 6 januari ontvingen wij, leden van de Best Available Emission Control Technology Rotterdamse afdeling van de KNVTS, een uitgebreid epistel van Wim Veldhuyzen, onze afdelingsvoorzitter. Zijn boodschap kwam erop neer dat het Hoofd- en Afde- lingsbestuur hadden besloten de Nieuw- jaarsreceptie van het Hoofdbestuur te vervangen door een receptie van de afdeling Rotterdam en, in dit geval, die te combineren met een lezing. Dit alles in De Machinist. Ik heb zowel de receptie als de lezing bijgewoond en hierbij een verslagje en wat commentaar.

Allereerst iets over de geschiedenis van de Nieuwjaarsrecepties van de (K)NVTS. In Met SCR en een Diesel Particulate Filter wordt de uitstoot van de nieuwe schepen van Jan De Nul beperkt. Schip en Werf van december 1967 stond de volgende uitnodiging: ‘2 januari 1968 – kennis via lezingen, publicaties, excursies vend van het feit dat dit bedrijf, als uitvoer- Nieuwjaarsreceptie in de NVTS Sociëteits- en andere passende middelen op peil te der van infrastructurele werken, bijna al- zaal, Groothandelsgebouw, Rotterdam. Het brengen of te houden. Ik heb er dus veel tijd dicht bij bewoonde gebieden actief Hoofdbestuur zal recipiëren van 16.00 tot begrip voor dat het Hoofdbestuur en het zijn. Hij sprak over de Ultra Low Emission 17.30 uur.’ Ik heb in die periode veel van Rotterdamse Afdelingsbestuur proberen de vessels (ULEvs) waaraan wordt gewerkt. deze recepties bijgewoond, in principe op bakens te verzetten. Het is essentieel dat Met als doel de motoren te laten voldoen de eerste werkdag na Nieuwjaarsdag, sa- de KNVTS met alle mogelijke middelen pro- aan de eisen van de EU StageV-motoren men met een paar honderd andere leden, beert de jongere leden meer in het centrum zoals die voor binnenvaartschepen gaan zonder partners. Het was wellicht de beste van de belangstelling te plaatsen. Het is gelden. De bijgevoegde illustratie laat zien netwerkgelegenheid voor de Nederlandse daarom ook verheugend dat in de besturen hoe dat doel met behulp van SCR (Selec- maritieme industrie van het jaar. De afde- van de afdelingen de jongere leden nu tive Catalytic Reduction) en een Diesel lingen hadden toen nog geen aparte goed vertegenwoordigd zijn. Particulate Filter wordt bereikt. Daarbij Nieuwjaarsrecepties. Leden van de afde- Ik ging dus positief gestemd naar de recep- uiteraard zwavelarme brandstof gebrui- lingen kwamen in grote getale naar Rotter- tie op 23 januari en ik werd niet teleurge- kend. dam voor deze gelegenheid. steld. We werden ontvangen door de voor- In het laatste deel van zijn voordracht

Maar, zoals we weten, alles verandert en zitter van het Hoofdbestuur, de voorzitter kwam de CO2-problematiek aan de orde. FEBRUARY 2020 zo ook dit. De Sociëteitszaal werd verkocht van het Afdelingsbestuur en namens het Zijn bedrijf is van plan in eerste instantie

(dat werd de basis van ons nog steeds secretariaat door Marijke van Zijl. De de CO2-footprint te verminderen door het aanzienlijke verenigingskapitaal). De afde- meeste aanwezigen, in totaal schat ik circa gebruik van duurzame biobrandstoffen. lingen begonnen, heel terecht, met eigen 65 personen, liepen voorzien van een Een van hun schepen, de hopper dredger recepties en het belang van de Hoofd- drankje en een hapje, ijverig rond om ge- Alexander von Humboldt, draait nu, zonder MARITIMESWZ • bestuursreceptie in Rotterdam nam ge- zellig met elkaar te praten. subsidie, op deze brandstof. Na de lezing staag af. Maar het beste van de avond moest toen ontstond er een levendige discussie tus- Ik heb deze recepties sinds begin van deze nog komen. Dat was de lezing van Michel sen de zaal en de spreker waarna hij met eeuw nagenoeg alle bijgewoond en ik heb DeRuynck, Fuel Coordinator bij de Jan De een klaterend applaus en een aardige at- het zien veranderen. In de laatste paar jaar Nul Group. Hij sprak, aan de hand van zeer tentie voor zijn presentatie werd bedankt. kwamen er bijna uitsluitend oudere leden informatieve plaatjes, over “Clean Ship- Na de receptie waren diverse leden ver- en was het vooral een derde senioren- ping” met als ondertitel: is dat een mode- trokken, maar dat werd meer dan goed evenement, naast de Seniorendag in de woord of is emissiereductie echt mogelijk? gemaakt door de komst van een aantal herfst en het wildbiljarten in december. En Hij begon met uitgebreid te vertellen over duidelijk jongere leden die met belang- hoewel gezelligheid in onze vereniging ui- de nadelige effecten van emissies van stelling de presentatie hebben gevolgd en teraard een rol speelt, kan dat niet de be- zwaveldioxide, stikstofoxides, ﬁjnstof, roet, actief waren in de discussie. doeling zijn van een koninklijke vereniging etc. op de gezondheid van de mens. Vervol- die zich ten doel stelt technici van de mari- gens legde hij uit hoe bij Jan De Nul wordt Ir. Willem de Jong tieme industrie en met name de jongeren, geprobeerd deze emissies zoveel mogelijk P.S. de sheets van de presentatie zijn voor de gelegenheid te geven hun technische te beperken. Zich daarbij rekenschap ge- belangstellende leden ter beschikking. 47

47-49_SWZ_KNVTS.indd 47 18-02-20 13:53 KNVTS

LEZINGEN MAART

Afdeling Noord Op het moment van drukken van dit blad waren de gegevens van de lezing van de afdeling Noord nog niet voorhanden. Houd de KNVTS-website in de gaten voor verde- re informatie.

Afdeling Amsterdam Subject: Redeployment of FPSO Aoka Mizu to the North Sea Wednesday 18th of March Speakers: Victor Candotti, Naval Architect, and Bastiaan van den Berg, Lead Naval Architect This lecture will be given in English. FPSO Aoka Mizu operates in one of the harshest environments in the world. Bluewater’s FPSO Aoka Mizu is currently in operation in one of the harshest environ- During this lecture, an overview of the main Dinner costs: Members: € 5, non-members: ments on earth: at the Lancaster field lo- activities is presented, from engineering € 15, people who have not registered for cated West of the Shetlands. Over the last and construction to offshore installation. dinner in advance: € 20 years, many people have contributed to Special attention will be given to the model Please register before the 16th of March if finding solutions for the challenges that tests and green water analysis. you want to join for dinner. You can register this location brings to ensure safe opera- Location: On board of the Pollux Pacific, for the lecture alone up to the 18th of tions of the vessel and its crew. To suit the NDSM-Pier 2, Amsterdam (50 metres on March. To ensure registration is more field conditions, the hull of the Aoka Mizu the right side of the jetty, efficient, please sign up via was strengthened, green water protections http://polluxpacific.nl/en/) http://tiny.cc/KNVTSAdamSignup and fill were added, and a new turret buoy and Start dinner: 6:00 pm out the form. If you are unable to register mooring system were constructed. On top Start lecture: 7:15 pm via Tinycc or Google Forms, let us know by of that, a sophisticated monitoring system Start drinks: 8:30 pm sending an e-mail to has been installed. Attending the lecture is free of charge. [email protected]. You can also add the event to your calendar (iOS and Windows only) via http://tiny.cc/KNVTSAdamAgenda.

FEBRUARY 2020 Afdeling Zeeland Onderwerp: Kijken op en onderwater door middel van radartechnologie Donderdag 19 maart SWZ MARITIME • MARITIMESWZ • Sprekers: Geert Mosterdijk en Claus van de Weem van Sense2Sea Sens2Sea is een particulier bedrijf opgericht in juli 2013. Het bedrijf heeft tientallen jaren ervaring in radarsignaalverwerking op basis van de oorspronkelijke wiskunde (sinds 1984) voor analyse van watergolven door radarreﬂectie. Het nieuw ontworpen Sens2Sea-systeem is gebaseerd op ge- avanceerde elektronica, wat resulteert in een verbeterde beeldkwaliteit, hogere ruimtelijke resolutie en een groter gebied voor gegevensverzameling. Radargolven gereﬂecteerd vanaf het zeeoppervlak zijn Het nieuw ontworpen Sens2Sea-systeem levert een betere beeldkwaliteit, hogere ruimtelijke resolutie en een groter een waardevolle informatiebron. Ze wor- gebied voor gegevensverzameling. den bepaald door de ruwheid van het zee- 48

47-49_SWZ_KNVTS.indd 48 18-02-20 13:53 KNVTS

oppervlak, die op zijn beurt wordt bepaald MIWB (NHL/Stenden) en Sander Woltheus, het toepassen van condition monitoring en door de wind, golven, olievlekvervuiling en Group Fleet Technology Manager bij Smit performance management binnen de mari- zelfs door topografische kenmerken van de Lamnnalco tieme sector. Hoe kunnen wij de systemen zeebodem. Kleine objecten, zoals rubber- De laatste jaren vinden er veel ontwikkelin- zo inrichten dat het mogelijk is inzicht te boten, boeien en drijvend puin kunnen wor- gen plaats rond autonoom varen. Diverse krijgen in actuele performance van een den gedetecteerd en gevolgd, zelfs op volle vormen waarin autonomie kan worden ge- vloot van schepen? Wat is ervoor nodig zee. Ook kan de informatie van golfhoogte realiseerd komen hierbij aan bod, zoals he- een goede risicoinschatting te kunnen en -richting worden gebruikt om scheeps- lemaal geen bemanning aan boord of maken ten aanzien van het wel of niet uit- bewegingen te voorspellen en advies te slechts een klein aantal operators met voeren van onderhoud? geven voor koers en vaart om de bewegin- technical support vanaf de wal. Welke Aan de hand van een aantal theoretische gen te minimaliseren. vorm van autonoom varen het ook moge modellen en praktijkvoorbeelden gaan de Locatie: kantoor van Damen Schelde Naval worden, allemaal hebben ze minimaal één sprekers in op deze facetten en voeren zij Shipbuilding, De Willem Ruysstraat 99, Vlis- ding gemeen: hoe weten wij of het schip met u de discussie over de te kiezen koer- singen blijft doen wat het moet doen? Met andere sen op de route naar autonoom varen. Start lezing: 19.30 uur woorden, wat is de werkelijke performance Locatie: De Machinist, Willem Buytewech- In verband met beveiliging graag vooraf van de installaties aan boord? Hoe gaan wij straat 45, Rotterdam, gemakkelijk te berei- aanmelden via: daarmee om als het gaat om onderhoud? ken met de tram, metro en bus. Er is par- [email protected]. Wanneer is het nodig een bepaalde ser- keergelegenheid in de directe omgeving Introducé(e)s zijn van harte welkom vicebeurt te doen om het risico op falen te van de Machinist, vanaf 18.00 uur is het reduceren? Zomaar een aantal vragen die gratis parkeren. Afdeling Rotterdam gesteld kunnen worden rond autonomie. Inloop met koffie en thee: van 19.15 tot Onderwerp: Performance management op Autonoom varen is het einddoel, maar hoe 19.45 uur naar autonoom varen gaan wij als maritieme sector daar komen? Lezing: 19.45 tot 21.30 uur Donderdag 26 maart Hoe gaan wij ervoor zorgen dat de perfor- Borrel: na afloop tot 22.00 uur Sprekers: Erik Klok, directeur-eigenaar van mance van onze schepen op het niveau De maximale bezetting is 120 personen. Goeree Lighthouse en tevens docent Stra- blijft als wat gewenst/vereist wordt? Voor het inschrijven voor deze boeiende tegic Asset Management bij de master- Tijdens deze lezing/discussieavond willen lezing maakt u gebruik van de link op de opleiding Marine Shipping Innovation de beide sprekers met u in debat gaan over website van de KNVTS.

NIEUWE LEDEN

• Aalderen, A. van (Arjen), Loodswezen tuut Willem Barentsz (MIWB), maritiem • Mocking, E.H.E. (Emiel), TB Shipyards, Rijnmond, registerloods, Rotterdam officier, Noord projectontwikkelaar, Noord • Boelen, P.D.M. (Pieter), MARIN, project • Hoffmann, E.M. (Elise), STC, student • Mostert, M. (Maarten), Frankrijk, FEBRUARY 2020 engineer, Amsterdam Maritieme Techniek, Rotterdam scheepsbouwer, Rotterdam • Boswijk, (Marc), Hanze Hogeschool, • Hoogdalem, M.H. van (Marius), Wolfard • Radalj, D. (Drasko), Lloyd's Register, se- student Werktuigbouw, Noord en Wessels, design engineer, Noord nior specialist, Rotterdam • Fiktorie, J. (Jordy), Hogeschool Zeeland, • Hout, J.J. (John), Damen Schelde Ship- • Ritzema, R.I. (Roel), Gaastmeer Design, student Scheepsbouwkunde, Zeeland yard, structural analist, Zeeland naval architect, Noord MARITIMESWZ • • Gessel, W.A.H. van (Wijnand), Ocean- • Leijssen, H. (Bart), Canopius BV, engi- • Temmerman, R. (Robbe), Hogeschool wide Expeditions, ceo, Zeeland neer renewable energy, Amsterdam Zeeland, student Maritiem Officier, Zee- • Gilissen, P. (Pieter), Artium Expert, mari- • Lodewijks, M. (Michel), Van Oord, land time expert, Rotterdam scheepsbouwkundig ingenieur, Rotter- • Verdonk, R. (Rens), Hogeschool Zee- • Hamers, T.F.M. (Trevor), Hogeschool dam land, maritiem officier, Zeeland Zeeland, student, Zeeland • Maljaars, E.J. (Ewout), Jan de Nul, • Winkel, T. (Thomas), MIWB, maritime in- • Hatenboer, S.H. (Sjirk), Maritiem Insti- werktuigbouwkundige, Zeeland novator, Noord

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 € 88,00 per jaar, voor juniorleden € 39,00 per jaar, beide inclusief dit periodiek. Een digitaal lidmaatschap (alleen voor studenten) kost € 15,00 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: [email protected] of via het aanmeldingsformulier op de website: www.knvts.nl.

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SWZ|Maritime wordt uitgegeven door de Stichting Schip en Werf Redactieadres Abonnementen de Zee (SWZ), waarin participeren de Koninklijke Nederlandse Zeemansstraat 13, 3016 CN Rotterdam Nederland € 126,04*, dit is inclusief: 11x SWZ|Maritime, de SWZ Vereniging van Technici op Scheepvaartgebied (KNVTS) en de Telefoon: 010 - 241 74 35 (alleen voor redactieaangelegenheden, Newsletter en toegang tot de digitale editie van SWZ|Maritime en Stichting de Zee. SWZ|Maritime is het verenigingsblad van de voor abonnementen en lidmaatschap KNVTS: 010 - 241 00 94, het digitale archief. KNVTS. [email protected]) * Deze prijs is excl. 9% BTW en € 3,95 administratiekosten. SWZ is de eigenaar en uitgever van de titels Schip & Werf de Zee E-mail: [email protected] Abonnementen worden tot wederopzegging aangegaan. Opzegging kan FEBRUARY 2020 en SWZ|Maritime. Het bestuur van SWZ wordt gevormd door de Website: www.swzmaritime.nl uitsluitend plaatsvinden door drie maanden voor het einde van de lopende participanten in SWZ (KNVTS en Stichting de Zee), die elk vier abonnementsperiode een aangetekende brief te sturen naar: bestuursleden benoemen uit de doelgroepen van de lezers en Digitale bladversie SWZ|Maritime bestaat uit de volgende personen: Het is voor abonnees ook mogelijk de digitale online bladerversie (voor leden van de KNVTS) Zeemansstraat 13, 3016 CN Rotterdam, Namens de KNVTS: (voor leden van Nautilus NL) Postbus 8575, 3009 AN Rotterdam, te lezen op www.swzmaritime.nl/pdf-archive met de daarvoor

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