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THE OFFICIAL PUBLICATION OF MARINE MAINTENANCE WORLD EXPO AND CONFERENCE 2018 | JUNE 27-29, AMSTERDAM, NETHERLANDS

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APRIL 2018

Artificial intelligence Unleashing the power of predictive analytics Drones Five ways to use them in a marine environment

Smart ports Why infrastruct infrastructure ure upgrades make sense for ships

Coatings The latest applications covered

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CONTENTS ⠿

34

20

In this issue 4

 4

Condition monitoring How the latest communications and data analysis technologies are improving improving monitoring monit oring

10

26

72

73

Port infrastructure upgrades

Automatic maintenance

34

74

Dependable data Operators who use predictive maintenance are running more reliable engines

76

Coating innovation

77

Robotic tools Drones are proving their worth in a variety of maintenance and inspection applications

70

Airless application The most effective way of meeting environmental regulations with coatings

EXPO SPECIAL Your 24-page guide to the must-attend events at Amsterdam RAI, June 2727-29 29 46

Marine Maintenance Mai ntenance World World Expo and Conference A preview of some of the highlights visitors can look forward to in Amsterdam

A tool for the times Ultrasonic thickness gauges have evolved for the most demanding applications

64

Electric & Hybrid Marine World Expo E xpo

Surface preparation

Learn about and discuss tech for electric and hybrid marine propulsion systems for ships

Better descaling based on a rotating chain drum system

From sharkskin to tea-tree oil, nature is inspiring the latest antifouling coatings

40

  electroplating In situ  electroplating Extending the life of components and repairs can be easier with portable equipment

Machine-learning algorithms can enable autonomous maintenance

26

Maritime event Posidonia is being held in Athens, Greece, during June

A digital transition for the sector must involve ports to be effective

20

40

Rust prevention The latest solutions to  the most challenging challenging marine environments

78

Expansion plans How a shipyard in Portugal is building a sustainable future

80

68

Autonomous Ship Technology Symposium Discuss and debate the  technological, regulatory and legal developments making unmanned ships a reality

Dashboard The most meaningful statistics from the marine sector

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⠿ FOREWORD

Welcome to the

Marine Maintenance World Expo and Conference 2018 show issue!

T

here are three fantastic free-to-attend maritime events being held at the Amsterdam RAI in the Netherlands from June 27-29 this year year.. The 2018 Marine Maintenance World World Expo and Conference focuses on the most innovati innovative ve ship maintenance and repair  technologies and services. Visitors will discover how equipment equipment failure and operating operating costs can be reduced while maximizing efficiency. Alongside the Expo, the Conference will feature more than 40 presentations from leading industry experts, and provide the most important international meeting place to discuss and debate ideas, discover new concepts, and network with like-minded maintenance professionals. Turn to page 46 to read our show preview. Running alongside the Marine Maintenance World World Expo and Conference, Conference, Electric & Hybrid Marine World World Expo is the only international conference and exhibition entirely dedicated to electric and hybrid marine propulsion systems, technologies and components. Its conference will host more than 50 of the world’s leading experts, who will present technical papers on electric and hybrid propulsion technology. The event really is a must-attend for everyone interested in the benefits of increased electrification of vessels. Finally, there is the Autonomous Ship Technology Symposium, which brings  together ship designers, fleet owners, naval architects, classification societies, equipment manufacturers manufa cturers and maritime research organizations to discuss  this exciting area. area. Now in its third year, year, the symposium has rapidly established established itself as the most important place to discuss and debate the technological, regulatory regulatory and l egal developments necessary to make autonomous and unmanned ships a reality. The three events combined look set to attract 3,500+ attendees from all over the world, so if you haven’t yet secured your free exhibition pass, visit www.marinemaintenanceworldexpo.com now! In advance of the forthcoming show show,, this issue of Marine Maintenance Technology  brings  brings you up to speed w ith the latest technology trends and strategies in the sector. The magazine’s content strongly reflects the continuing impact that the la test advances in IT, sensors and communications technology are having on the way maintenance is carried o ut, as well as the developments to tools and techniques that are being made possible by the development of new materials and processes. Engineering businesses and maintenance providers providers across industrial sectors are driven by a common desire to increase efficiency and effectiveness. effectiveness. Although some commentators believe  the marine sector is lagging others in its adoption of things such as big data and the Internet of Things, our cover feature on page 20 provides plenty of evidence to the contrary. contrary. The article describes the substantial impro improvements vements to both ships’ operations and maintenance that are possible when machine-learning algorithms are applied to areas such as predictive maintenance maintenance and condition-based monitoring. The same emphasis on the value of data is explored in more detail in the article on page 26, which focuses on the predictive maintenance of engines. Leading engineers describe  the progress progress that has been made in monitoring the condition of engines, and how the future future promises more remote monitoring and controls, as well as an increased level level of autonomy for engines. Elsewhere Elsewhere,, we explore explore the latest tool at the marine engineers’ disposal – robotic drones – by reviewing reviewing five ways in which they can be used in maintenance and inspection operations (see page 40). With these and many other interesting articles, on topics from coatings to port infrastructure infrastructure,, I hope you enjoy the issue and I look forward to meeting you all in Amsterdam!

Visitors will discover how equipment failure and operating costs can be reduced

Ben Sampson Editor

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Editor: Ben Sampson ([email protected]) Production editor: Alex Bradley Chief sub editor: Andrew Pickering Deputy production editor: Nick Shepherd Senior sub editor: Christine Velarde Sub editors: Tara Craig, Alasdair Morton Art director: Craig Marshall Design contributors: Andy Bass, Anna Davie, Louise Green, James Sutcliffe, Nicola Turner, Julie Welby, Ben White Head of production and logistics: Ian Donovan Deputy production manager: Robyn Skalsky Production team: Carole Doran, Bethany Gill, Frank Millard, George Spreckley Circulation Circulatio n manager: Suzie Matthews Publication director: Aboobaker Tayub ([email protected]) Publication manager: Oliver Taylor ([email protected]) CEO: Tony Robinson Managing director: Graham Johnson Editorial director: Anthony James

Published by UKi Media & Events, a division of UKIP Media & Events Ltd ISSN: 2049-8152 (print); 2049-8160 (online) Contact us at: Marine Maintenance Technol Technology ogy International

Abinger House, Church Street, Dorking, Surrey, RH4 1DF tel: +44 1306 743744 fax: +44 1306 742525 The views expressed in the articles and technical papers are those of the authors and are not endorsed by the publishers. While every care has been taken during production, the publisher does not accept any liability for errors that may have occurred. This publication is protected by copyright ©2018 Subscriptions£85/US$110 If you wish to cancel your subscription to this magazine please email datachanges@uk [email protected] imediaevents.com. om. For more information about our GDPR compliant privacy policy, please visit www.ukimediae www.ukimediaevents.com/policies vents.com/policies.. php#privacy. You You can also write to UKi Media & Events, Abinger House, Church Street, Dorking, RH4 1DF, UK, to cancel your subscription or request a copy of our privacy policy. Printed by William Gibbons & Sons Ltd, 26 Planetary Road, Willenhall, West Midlands, WV13 3XT, UK

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⠿

CONDITION MONITORING MANAGEMENT

The introduction of condition-ba condition-based sed monitoring needs a managed approach to realize cost and efficiency benefits Mike Garside, Marine Maintenance Technology International

and learn

CONDITION MONITORING ⠿

Hapag-Lloyd’s fleet is comprised of 219 container vessels, which are remotely monitored from its Fleet Support Center in Hamburg, Germany TOP:

C

ondition-based monitoring of equipment and plants promises increased reliability at lower cost, along with the possibility of determining wh ich components and assets need maintenance, and when. Replacements, when needed, can be cal led up in advance and stored at t he dock for  tim ely ins tal lati on. Where m ainte nance isn’t needed, despite what an OEM’s maintenance schedule says, money simply doesn’t need to be spent. But despite the potential benefits, shipping has lagged behind the aircraft and automotive industries in leveraging t he potential of condition monitoring (CM).

Sensitive question The first quest ion on owners’ lips may be: “What sensors do we need to install? ” Marti n Briddon, business development development manager at James Fisher and Sons,

provides consultancy to clients around the world on condition-based maintenance (CBM) implementations. He says, “CBM is not simply installing a few vibration sensors. It needs to be worked out backward – by looking at every asset i ndividually, understanding what its function is in relation to the whole, then its criticalit y,  then it s fai lure modes , and the n its ea rly indicators of failure. These are the things  that ne ed to be mon itored.” Human-induced faults are another factor, such as when a pump is opened for maintenance and the engineer pinches a seal during reassembly or fails to seat it correctly. Briddon says, “Since 60-80% of defects have been ascribed to incorrect maintenance, there are good reasons from every angle to perform maintenance only when it is needed.” He believes owners already have lots of monitoring data that could be leveraged

for a CBM strategy. “ There are already numerous measurements and sensors on equipment. Usually most of the information needed – pressures, flows a nd temperatures  – already exis ts. Al l of the se th ings a re numbers and so can be subject to analys is,” he says. “Vibration is the main measurement not usually i ncluded in a ship’s regular reporting from sensors – it can easily be added by means of fixed sensors or portable units.” Briddon says the CBM view is holist ic – sensors can reveal problems in one as set, but changes in one part of a flowli ne can have both knock-on effects and earlier causes. “Oil analysis is not of ten compared with other data – but it ca n be. And it can be input into our analysis sy stem and used  to predic t and ident ify fault s elsewhere. For example, high temperatures in the heat exchanger can lead to copper deposits

⠿ CONDITION MONITORING

TOP:

Data that originates from sensors on a ship must be kept secure during the transmission process TOP RIGHT:

Thermographic analysis can reveal if machinery is working within its optimum parameters

being released from pipework and making  their w ay into eng ine bea rin gs.”

Monitoring matters Simon Edmondson, director at marine consultants CMServices Global, carries out audits and develops maintenance strategies, liaising with class societies on behalf of owners as part of the implementation process. Edmondson spent much of his career working for Shell, looking after 220  turbos o n 70 vessels wit h a near-real-t ime remote monitoring system. The value of hands-on experience, he says, should not be underestimated. “Observing and saying ‘that pump sounds funny’, or ‘that casing feels a bit hot’ you are doing basic condition-based monitoring,” says Edmondson. “But with fewer engineers walking around the engine room, that direct observation is no longer really possible. There used to be 10 or 15 people in the engine room, but now it may be just five, mostly working in t he control room. Their  time i s spent look ing at s creens a nd displays, so t hey don’t don’t get t he real ‘touchyfeely’ observation. “The measurement figures need to be collected and sent for remote analysis. The guys on board don’t need the highly

specialized knowledge to do the detailed analysis – that kind of expertise can be shore-side. As CBM systems get bet ter, and  there is m ore his torica l trend dat a avail able,  thi ngs w ill move more to au tomated a nalys is and alerts.”

Setting baselines Developing a strategy that will be accepted by class societies requires proper planning. Edmondson says, “Although data collection is now easier, it has no value if it is not looked at. We start by getting a baseline of figures and readings, with deviations set to trigger a notification or alarm. “Getting correct baselines is vital. Vibration analysis ca n’t be done at dock; we need to see things under normal operating conditions – how the pumps and machi nery all are interacting, measuring t he oil, the amps being drawn, the pressures. We start by recording it all. With vibration ana lysis and thermography we can see if something is working within its para meters. “As owners gain confidence in the information, we can begin to justify not performing an overha overhaul ul when the figures show it isn’t needed – and we can also recommend if pre-emptive maintenance is needed before the scheduled overhaul.

Getting correct baselines is vital. Vibration analysis can’t be done at dock. We need to see things operating Simon Edmondson,

CMServices Global

“As the starting point, we need a full set of readings on board for everything. Then we can also look at the viability of monitoring each piece of machinery individually – if it is a cheap item to replace, and not critical to other assets, it may not be worth the total cost of monitoring. “We attend before refit, set all alarms to ISO standards, a nd then trend the data over  time. Then we can adju st t he alar m lim its i f a piece is not running close to its ISO limits. If it generally runs over the ISO limit s, but has been working well w ith no problems,  then we ca n set the a lar m lim its at avera ge readings, with 10% and 20% alarms. For example, if a pump is running well at 9mm why change it, even if the ISO says it should be 6mm? But we would set alarms more  tight ly in such a c ase.”

Class involvement Class societies favor CBM strategies, but each company has dif ferent procedures and requirements for monitoring and analysis. Shan Guan, corrosion control consultant at DNV GL, says, “ In practice, ship operators need to ensure that a fa ilure mode is indeed monitored by the sensor intended for it, and the sensor has sufficient accuracy and precision for its purpose. “Condition monitoring is directly related  to fai lure modes, wh ich can va ry great ly among different industries. Technical challenges associated with condition monitoring include selecting a suitable sensing technology and the ha rdware for monitoring systems. “For each monitored parameter, there are multiple sensors to choose from, and they should be selected based on the shipowner’s special needs and requ irements,” he says.

CONDITION MONITORING

TOP: Inmarsat I-5 will provide the increased bandwidth needed for remote monitoring of ships’ machinery BELOW: Intellian’s marine antennas provide web-based control interfaces

 NEXT  NE XT�GENERATION �GENERATION SATCOMMS

S

atcomm systems enable remote CBM strategies, but they also open the door to highly efficient fleet operations and, ultimately, autonomous vessels. This places pressure on communications systems to deal with higher volumes of data, and to achieve ultra-reliability. Intellian and Inmarsat recently announced their collaboration on a new generation of FleetBroadband terminals, offering cheaper and faster satellite communications. The new terminals will be enhanced versions of existing L-band antennas and below-deck equipment, and will be ready for the next generation of Inmarsat satellites coming in 2020. The existing network, called I-4, is to be joined by a sixth-generati sixth-generation on dualpayload satellite constellation called I-6. The new satellites are being designed and constructed by Airbus Defence and Space and will support both the L-band and the Ka-band services. Ronald Spithout, president of Inmarsat Maritime, says, “Along with the lower cost of hardware and supercharged capabilities, the next generation of FleetBroadband, with the latest core module technology, will provide enhanced safety services, continuing to

keep seafarers safe wherever they are throughout the world.” Michiel Meijer, senior director of market management at Inmarsat Maritime, acknowledges that more bandwidth and ultra-connectivity are not by themselves the full solution. “That’s why we are creating a new application ecosystem, supported by the Inmarsat Gateway, where application providers can create solutions integrated with our network,” says Meijer. One application envisaged will allow dedicated bandwidth for constant monitoring of sensor-generated engine or

systems data. “Traditionally, if shipowners needed more bandwidth for third-party applications, they needed to buy it from their satellite provider,” says Meijer. “With Inmarsat Gateway, we’ve enabled the application and equipment providers to supply solutions with connectivity built in – so it is completely separate from the vessel’s primary satellite subscription.” The new infrastructure will enable realtime analysis of sensor-generated data, monitoring fuel consumption, engines and other equipment. It also offers ancillary benefits such as telemedicine solutions, when a video connection is needed to consult with doctors on shore. Another opportunity is blockchain technology, which can be used to reduce the volume of paperwork required to monitor shipping containers and cargo through the supply chain. However, this requires sensors in every container and the real-time exchange of cargo status data online. Meijer also points out that a seafarer takes an average of three devices on board – a smartphone, tablet and laptop. Crew now expect to be able to use them and access all their favorite apps, wherever they go.

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CONDITION MONITORING

SIRIUS IMPROVES IMPROVES RELIABILITY RELIABILITY AND SAFETY WI TH REMOTE MONITORING MONITORING

S

wedish company Sirius Shipping has installed online status monitoring of gearboxes on four tankers, as part of a program to monitor equipment across its fleet of 10 vessels. Measurement sensors are operating on selected components to increase control of rotating equipment, using technology provider SKF’s IMx-8 system and remote monitoring. The company’s initial goal is to prevent machinery failures, to reduce maintenance costs and to avoid any major breakdowns. Benjamin Fhager, technical coordinator at Sirius Shipping, says a fifth vessel is currently being set up. He says, “SKF maintains the monitoring and issues us with alerts. So when there is an increase in vibration on the power take-off shaft, SKF

informs us so that we can get an opinion and analysis. We are very satisfied with the way the monitoring is going.” The sensors detect changes in machinery operating parameters and transmit the data to SKF’s remote diagnostic center in Hamburg, Germany. Specialists there detect deviations and report to Sirius. Although Sirius says its ships maintain a high level of redundancy of equipment, the reliability of critical rotating equipment on board is a constant challenge. Monitoring the reduction gearbox, which drives the propeller shaft and generator, increases both safety and reliability. Fhager says, “The first vessel was set up in 2015 and is now in the yard for scheduled maintenance. We will be

able to install new bearings and see the difference soon. “We hope to be able to extend running over the OEM schedule for these assets. Some of the main gear bearings have currently run for about 60,000 hours, so the OEM schedule has not yet been reached. When we reach the scheduled running hours, we can decide if replacement is needed. “Over the lifetime of the equipment we expect to save a lot of money. More important is the time for replacements. They are large components and the delivery lead times are long, so it would mean a long time off-hire. “We haven’t changed our class notification, but it is something we will be looking at,” he says.

FAR RIGHT: Sensors have been fitted to critical rotating equipment on Sirius Shipping’s fleet RIGHT: Data is collected from the sensors and wirelessly transmitted to a remote diagnostic center for analysis “Another challenge is the failure of  the sens or system , which i s a composi te of four distinct parts. The sensor system comprises of a sensing element, a signal conditioning element, a sensor interface and a power system. The rule of thumb is that t he sensors used for monitoring have a much higher chance of breaking down than the components componen ts to be monitored. “One of the most important factors affecti ng the reliability of a sensor system is degradation, primarily because of material aging, corrosion and wear. wear.””

Implementation barriers Simon Edmondson says it can be difficult to get owners to move to CBM as they are often used to relying on ingrained strategies. Class societies have bought into CBM, he says, as they see t he potential. “All class societies have CM notifications and usually give a dis count on survey fees – but

you have to prove that you have the right strategies in place, and they all have slightly different requirements. Some will specify the sensors to be used. We help owners get the approvals. approv als. The benefits always far outweigh  the di fficu lties .” Martin Briddon says, “Traditional condition monitoring has relied on monitoring single values over time a nd predicting threshold exceptions. But assets, machines and systems do not operate in isolation – each measured point in fluences and is i nfluenced by numerous factors. “The OEM m ight say a heat exchanger needs to be cleaned every six months. With CBM you can monitor the temperature and

clean when it starts to perform outside established parameters. It will al so show when an asset is working correctly. Another example is a turbo – we can work out engine load versus turbo speed as a cur ve to show  the ef ficiency of t he turbo. T hat wi ll show when the turbo is not providing what the engine needs. “It’s viewing t he system as a whole, not just looking at a component, component,”” he says. “The same system can also be used to monitor performance, with owners inputting their own parameters for efficiency. We’re currently working on a project for a fleet of 100 tankers that will be used jus t for performance monitoring.” \\

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⠿

INTERNET OF THINGS Ports

The upgrading of ports with sensors, data and the cloud will improv improve e ships’ maintenance and operations Ben Sampson, Marine Maintenance Technology International

T

he application of smar t technologies such as automation and predictive maintenance in the mari ne sector has so far tended to focus exclusively on ships. Undeniably there are large gains  to be made by improving ships’ sys tems, like propulsion, which can be run more efficiently using the data collected through sensors and remote monitoring. But arguably the most important part of a ship’s voyage is at the beginning and end  – the time it spends i n port. It’s the busiest  time for the crew and a ship’s systems, as it moves in and out of port, unloads and loads, refuels and carries out maintenance. Some forward-thinki forward-thinki ng ports and marine  firms are there fore also begi nni ng to look at leveraging the l atest IoT, connectivity and data analy tics technology to monitor infrastructure at ports and improve the way vessels interact interact with that infrast ructure.

Bigger data According to the Ports of the Future report, published earlier this year by Swedish engineering firm Trelleborg, the marine industry generates around 120 mill ion datapoints every day from different sources. Richard Hepworth, president of marine operations systems at Trelleborg, says, “In  the past the data for each product ha s only been used for its one designated purpose. Now our strategy is to gather all the data

INTERNET OF THINGS

PORT OF ROTTERDAM TO CREATE DIGITAL TWIN

arlier this year the Port of Rotterdam

E Authority and IBM started a project

to integrate IoT technologies into the port’s operations, starting with the use of real-time water and weather sensor data alongside communications data to improve traffic management at the port. The Port of Rotterdam handles over 461 million metric tons of cargo and more than 140,000 vessels annually. Sensors and a communications network are being installed across the port’s 42km-long (26-mile) site, which covers both land and sea, into its quay walls, mooring posts and roads. These sensors will gather multiple data streams, including data about tides and currents, temperature, wind speed and direction, water levels, berth availability and visibility. The data will be used to create a digital twin of the port. This data will be analyzed by IBM’s cloud-based IoT technologies and turned into information that the Port of Rotterdam can use to make decisions that reduce wait times; determine optimal times for ships to dock, unload and load; and get more ships into the available space. With the initiative, operators will be able to view the operations of all parties at the same time, making processes more efficient. Shipping companies and the port stand to save up to one hour in berthing time, which can amount to about US$80,000 in savings, according to the Port of Rotterdam.

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INTERNET OF THINGS

MAIN: Smarter infrastructure

can enable integration and improve efficiency between ships and port interactions LEFT: Almost 30,000

sea-going vessels used the Port of Rotterdam in 2017 BELOW: The Port handled

nearly 7.5 million containers last year

and look at how we can use it to improve operations to make them safer, sustainable and more efficient in a collective way.” Trelleborg’s products operate at the interface between the ship and portside operations, mostly helping ships into the port, mooring, unloading, loading and then moving away. According to Hepworth there is a lot of R&D act ivity looking at adding smart technologies to products to improve and automate port operations. Trelleborg’s fender systems for quay walls and berthing structures, for example, have been improved  to monitor aspect s of an arriv ing ship, such as its speed, how the vessel arrived and its size, using laser sensors and load cells. The data collected from the fender system’s sensors can be used to improve the efficiency of port operations and safety. Hepworth says, “A good example of where efficiency is important in the mar ine sector is the iron ore market in Australia. The more efficient ports can be at turn ing around vessels, the more profitable operations are. “With LNG, where a ship can be in a port for weeks, it’s safety that’s most important,

not turnaround. The other circumstance that might be considered is sustainabil ity. ity.”” Trelleborg will collect t he data, format it and store it, either locally, in the cloud, or both, with the appropriate level of security. The company’s company’s engineers can then analyze  the data and provide it for use to the port’s customers and partners. “At its core these types of applications are really IoT applications and one of the most valuable gains is to provide data for use by other people, so you can partner with them,” says Hepworth. “For example, if you are loading a ship and we have data about its movement at the quay wall, we can provide that data to the crane operator. “It’s about making that type of data open access, because there is more value to be had from combining data between suppliers and stakeholders.” According to Hepworth, the first wave of uptake for smart port technologies is being led by highly developed ports in mature markets, such as DP World and Rotterdam, but there are also initiatives with ship

The aim is for all of the stakeholders to share data and know who is working in which ships and when Harmen Van Dorsser, nautical innovation adviser at the Port of Rotterdam

operators, such as TK Tankers, who also see  the benefits of incre ased sha ring of data .

More port personnel Harmen Van Dorsser is the nautical innovation adviser at the Port of Rotterdam. He believes that as the level of autonomy in ships increases, more pressure will be placed on the time vessels spend in port. “There will need to be more provision of maintenance services and facilities in ports because there will be fewer people on board  to carry the m out,” he says. “That wil l requi re more maintenance personnel at ports.” The use of condition monitoring and predictive maintenance could also mean  that more main tenance may occur at por ts in the future. More research into the effect of autonomy on the maintenance of ships is required, believes Van Dorsser. The Port of

INTERNET OF THINGS ⠿

Rotterdam is runni ng a three-year project project in which it is seeking to align al l the processes in the port area, such as fueling, bunkering, supply and other maintenance. “The aim i s for all of the st akeholders to share data and know who is working in which sh ips and when,” Van Dorsser says. The Port also has several IoT projects and a business developing and commercializ commercializ ing IoT services, tools and apps for the port’s customers. Many IoT and data-sharing solutions involve the use of a digital twin of the entire port, which is c urrently being developed with IBM (see box on page 11). The digital t win is a concept that Van Dorsser strongly believes will be fundamental to future-ef ficiency improvements, improvements, not just for  the Por t of Rot terdam , but al l port s. Digital tw ins wil l also play a key role role in the development of autonomous ships,

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INTERNET OF THINGS

LONG�TERM RESEARCH TO IMPROVE PORT TECHNOLOGY

mart Port is a research partnership

Sfounded by the Port of Rotterdam,

the Municipality of Rotterdam, business association Deltalinqs and the Delft University of Technology. Founded in 2015, the organization is an innovation platform, which develops knowledge in the areas of asset management, logistics and energy at the Port of Rotterdam. It has a team of 10 people, managing 65 research projects in areas such as infrastructure, logistics and traffic management and energy. Dirk Koppenol, portfolio manager at Smart Port, says, “Changes like digitization, automation, climate change and energy transition will have a massive effect on ports and their customers that cannot be dealt with in isolation. “We try to deduce the needs of the market and be business focused. Our research projects run for up to four years, giving us a longer-term view than most companies can get. This helps companies and the port strengthen their positions.” Rotterdam, believes Koppenol, will be at the forefront of changes such as digitization and energy transition because of its large size and importance to trade in Europe. He also believes that the digitization of supply chains and distribution networks will transform logistics and shipping, within the coming decades, and that ports and ship operators should start adjusting now if they want to stay competitive. “These changes are market-driven,” says Koppenol. “Transport and logistics chains are constantly looking to reduce costs and be more efficient. For example, Amazon is looking to start its own shipping company. Port authorities have until now been landlords, but their role needs to evolve, to ensure they are able to welcome things like autonomous ships.” Several projects that Smart Port is engaged in affect ships’ operation and maintenance. Notable is a project that is embedding sensors into structures, such as the Port of Rotterdam’s 76km (47 miles) of quay walls. The sensors record the walls’ availability and physical state. Some 80% of the port’s quay walls are more than 50 years old, and the port wants to manage the asset in a way that prolongs its life. So far around six quays have been fitted with sensors. As more are installed, risk models for quay inspections will be developed, improving the management of this vital physical asset. Another project that seeks to improve the management of the port’s physical infrastructure and the way ships use it is using acoustic sensors to more accurately measure water depth and the level of fluid mud in waterways. More accurate measurement and better analysis of the data not only means the port will have to do less dredging, but sharing the data with ship operators means vessels could

carry more cargo and navigate through fluid mud more easily. There is also a project that is analyzing historical data from ships to better predict their estimated time of arrival. “At the moment it’s first come, first served,” says Koppenol. “But if it is possible to reduce the margins around a ship’s arrival, its maintenance and even upgrading can be better planned.” Another study is looking at ways to improve the tracking of ships’ movements in ports. One more is assessing the potential value of autonomous shipping to the entire marine sector. “We want to know what the value of autonomous ships will be to ship operators and the port’s clients. We believe they will reduce costs in the long term.”

believes Van Dorsser. “A control center could use digital twi ns to recreate the situation of a remotely controlled ship approaching a port, with all the information and visibil ity from the ship’s sensors and cameras in 4D,  to ensure a safe approach for the ship,” he says. “Maintenance data will be i ntegrated into the digital tw in for the port and the ship, enabling efficiency improvements. “When you have better docking sensors, you could use the information from operations  to improve the development of new ships. New ships are designed in 3D. The sensors on the engines and other equipment, and the management systems, are all working on the same platform. Displaying the output of every sensor in that 3D model is not hard. In

INTERNET OF THINGS ⠿

The AutoMoor uses vacuum technology to attach to a vessel ABOVE:

The Port of Rotterdam handled a total of 12.3 million TEU in 2017 LEFT:

SafePilot CAT ROT connects to a ship’s AIS and transmits data to a Pilot’s notebook computer or tablet RIGHT:

 two to t hree year s, inter actio n wit h the port using 4D digital models that use the conditions of the ship wil l be possible.” However, Howeve r, Van Dorsser admits t hat such a digitally enabled future wi ll not become commonplace in the mari ne sector for at least 20 years, until older ships are phased out. “We don’t know all the solutions and improvements improvemen ts that may be available as we are only at the beg inning of the journey,” journey,” he says. “But there will be lots.”

A common ship and port interface Matteo Natali is senior project project manager in charge of Wärts ilä’s project project Porti fy, which aims to digitize ship-to-port interactions. In an article published by Wärtsilä last

December, Natali Natali said, “Port ify is a dataexchange platform that provides dynamic information on the estimated time of arrival and departure from vessel to terminals, and updates berthing slots from terminals to vessels. Our purpose is to create a smart, connected marine ecosystem.” The scope of Portify includes a common port-call service plat form, where vessel operators can identify, book and pay for port services f rom other players in the port environment, such as bunkering suppliers, logistics providers, tug operators, maintenance companies and authorities. In ports most information is currently exchanged using point-to-point connections, causing delays and difficulties in planning

workload due to unexpected changes in ship calli ng schedules. “The port value chain is quite long, so impacts f rom lack of information are multiplied,” said Natali. The use of smart IoT technologies will improve productivity productivity and environmental sustainabi lity. “For example, vessels vessels can save fuel by switching to slow steam if berthing slots are delayed, rather rather than sailing at regular speed and then waiting at anchor,” anchor,” said Natali.

Smart port timeline Wärtsilä believes that IoT technologies will come to the mari ne sector at different  time s, dependi ng on the s egment , the application and the regu latory framework.

⠿ INTERNET OF THINGS

24/7 operation means vessels need to integrate with ports’ systems safely MAIN:

The tracking and sharing of vessel movements can lead to increased safety BELOW:

The optimizat ion of operations that involve many stakeholders requires integration and data exchange. The main priorities are to guarantee safety, reliability and to control  the flow of i nforma tion. Most in the industry believe that the first vessels to go fully digital will be sma ller ones, such as short-route ferries. Large ocean liners wi ll probably not fully adopt IoT until at least t he middle of the next decade. Ports wil l soon follow. “Big data and technologies like blockchain, monitoring sensors and induction charging will eventually enable smart, fully digitized ports,” said Natali. “A change in mindset is required, though. Customers have to be willing to share their information. They need to be convinced  that t he infor mation t hey share ca n be  tran sformed into value f or thems elves and  the whole indu str y.” Critics say the marine sector is lagging behind other transport sectors with its uptake of IoT and data analyt ics. Hepworth says, “The difference with the marine sector is that t here are so many stakeholders in  the proces s. Ship op erators, por t operators, agents, stevedores – there is a large supply chain. Some of these companies are small , and with some of their operations being so basic it’s difficult to see t he advantage of using IoT and data.”

However, Hepworth believes the sector is coming around to the potential of digit al  technolog ies. “ In the pa st few yea rs, everyone everyon e has star ted to talk the same language and its uptake is accelerating. The barriers are star ting to come down and

 the benefit s are out weighi ng the ba ggage holding it back.” It seems that just as a ship’s voyage begins and ends in a port, the journey of digitiz ing a ship’s voyage, voyage, and reaping all the potential benefits, must also begin and end with ports. \\

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⠿

ARTIFICIAL INTELLIGENCE

Maintenance operations

Take a

out of maintenance

Advances in artificial intelligence and machine learning are gathering speed, but what real benefits are available to vessel operators? Samantha Fisk, Marine Maintenance Technology International

ARTIFICIAL INTELLIGENCE ⠿

5G comms satellites will provide the bandwidth needed for autonomous ships TOP RIGHT: Augmented reality glasses supply remote workers with information LEFT:

T

he drive for cost savings a nd efficiency improvements is an important goal to operators in a marine industry that is still reeling from a downturn in t he market. Since the advent of the digital era, ma ny suppliers have expounded that shipowners need to invest in digital systems, data analytics and machine learning if they are serious about being key players in the marine industry in the future. There is a range of software solutions coming onto the market t hat enables more collaboration between departments and moves the industry toward autonomous ships. But digiti zation and the use of machine learning and artificial intelligence (AI) is not something that wi ll happen overnight. Instead it i s a step-by-step process, as the industry learns and adapts  to worki ng wit h the new tech nology.

Krishna Uppuluri, vice president of digital products at GE’s Marine Solutions, bel ieves  that t here are cer tai n aspec ts to m achine learning and AI t hat need to be improved before it can be fully implemented in the maritime industry. “The marine industry has been lagging in digitization,” says Uppuluri. “But AI will have to earn its stripes as well – and this will mean a s tep-by-step introduction to the marine industry – first through non-critical systems, then to redundant systems, and  final ly to the c rit ical one s.”

Algorithmic predictions Companies such as Rolls-Royce have also been working on AI as part of developing autonomous ships. The company believes  that t hrough m achine le arn ing a nd bett er data-driven optimization, AI will not just save costs in maintenance, but also the time

spent maintaining vessels. Machine learning is a set of algorithms, tools and techniques  that m imi c human l earn ing beh avior to solve problems. Rolls-Royce is using machine learning algorithms to analyze data from currently operational marine equipment and is training software models that can recognize unknown patterns i n the data and make a prognosis about how that equ ipment is performing. Kevin Daffey, director of engineering a nd  technolo gy, commerc ial ma rine, Ro lls-Ro yce, says, “If the data we ana lyze is ‘big’, then the model can recognize more complex patterns and make more accurate predictions about  the st ate of t he mari ne equipm ent tha n any human could.” Potentially this means maintenance in the future could be carried out i n a more timely and cost-effective way and could further improve the reliability of eq uipment.

⠿

ARTIFICIAL INTELLIGENCE

“Machine learning can perform predictive analytics fa r faster and more accurately than any human can. The potential for marine maintenance is to move completely away from time-based scheduled mai ntenance, to maintenance that is based on equ ipment use and true plant condition,” says Daf fey fey.. However,, the quest ion arises as to how However  thi s AI-en abled approac h to mai ntenance will fit in with manufacturers’ requirements in the future – for example, with ti med checks that are stated for t heir products, which if not followed can invalidate warranties. Daffey believes that this area of concern is stil l up for debate, because most engineers, when faced wit h a choice over how to maintain equipment, prefer to default back to manufacturers’ requirements and operating parameters. Daffey says, “ We need to encourage  the indus try to ch ange it s th inki ng toward systems. It may be the case that we may not

ABOVE: Rolls-Royce’s Intelligent Awareness system enhances safety in waterways RIGHT: The Noble Globetrotter I drilling vessel using GE’s Predix platform to collect data FAR RIGHT: Engineers can use 3D digital models with operational data to improve designs move all systems over to condition-based monitoring in the fut ure.”

Better tools for better results Kongsberg launched its AI solution, Kognifai,  to the ma rket las t year. The sof twa re bring s all t he Kongsberg solutions onto a single platform, where data can be sha red and used by the company to enhance product development for the end user. Hege Skryseth, president of Kongsberg Digital, s ays, “Data and the knowledge we can gain are central to the ongoing digitization of the maritime industry. “There are many opportunities in marine mai ntenance. The end goal is to

provide better tools to the decis ion makers responsible for maintenance, helping them do their job in the best possible way.” The enabling of predictive maintenance  through d ata-d riven sys tems is expec ted  to add fur ther val ue to the ma intena nce process. “It’s safe to assume that AI could help early failure detection in all types of equipment and machinery on board a vessel.

“Enabling streaming streaming data from ships opens up the opportunity for a lot of analytics on the data. This can be for individual ships as well as for learning across a whole fleet. Mogens Mathiesen, co-founder and commercial lead, Arundo Analytics

ARTIFICIAL INTELLIGENCE ⠿

As AI used for predictive maintenance is fairly new to the maritime i ndustry, we expect the first use ca ses will be centered on critical equ ipment such as engines and generators,”” says Skryset h. generators, Rolls-Royce also has R&D projects looking at predictive maintenance and some of its customers have seen gains with early deployments of the technology. The company has found that the use of predictive maintenance depends on how the ship is operated, as well as how appropriate the equipment is for maintenance and care. For one customer, Rolls-Royce performed an energy audit of a plat form support vessel. “We discovered from an analysis of data – which included the power load on the engines, vessel fuel consumpt ion, propulsion shaft RPM and ship speed – t hat for nearly 13% 13% of the operational ti me, the vessel could be run more efficiently on one engine rather  tha n two,” says D affey. “ The cust omer made changes to its operating practices, which resulted in a la rge fuel saving and reduced  the wea r rate of t he engi nes.” Daffey says that AI could be used for predictive maintenance for condition monitoring, predictive monitoring, optimizat ion of operations, operations, simulation of operations and autonomous operations.

Digital twins However, the technology to make AI a useful However, and trusted tool in the industry is stil l under

 WATER ANALYTICS

Csteps in creating better efficiencies arnival Maritime has taken further

on the Costa Group fleet of cruise ships with the latest implementation of data analytics for water consumption on board. “Using this technology is not only cost effective, but it can also ensure stable and superior water quality. When water production is more efficient, the ship has just the right volume of water for passenger use, reducing its need to bunker water and eliminating the need to carry extra resources,” explains Susanne Becker from Carnival Maritime. Carnival Maritime worked with Arundo Analytics to build a microservice on its existing big data platform. Arundo Analytics used machine learning and APIs for the project. Mogens Mathiesen, co-founder and commercial lead, Arundo Analytics, says, “We extracted data from the onboard historian and did a detailed data-quality assessment. We then built a model to predict water consumption across

multiple ships in the Costa Group fleet, including the business case for fresh water and boiler optimization and different modes of water production.” Carnival Maritime aims to use data analytics more across other ships and systems. “This project gave us the possibility to collect and evaluate data. Our goal in the future is predictive maintenance using data to understand how the machines are operating and proactively maintaining them or exchanging parts before something breaks down,” says Becker. Mathiesen adds, “Enabling streaming data from ships opens up the opportunity for a lot of analytics on the data. This can be for individual ships as well as for learning across a whole fleet. “Analytics can optimize operations and drive change, both on the ships and in central fleet operations, across areas such as fuel efficiency, ship performance, scheduling and routing, maintenance and other areas.”

⠿

ARTIFICIAL INTELLIGENCE TOP: The development of ‘smart ships’ uses satellites to provide spatial and situational awareness

development in today’s market, with further development investment needed from al l stakeholder sections of the industr y before AI in maritime becomes a reality. In the future, AI sys tems could reduce the amount of maintenance that is ca rried out on board, through more precise monitoring and alerting, ending time-managed maintenance procedures. Another advantage  that A I wil l brin g is t hrough the d igit al tw in – a complete digital representation of a physical asset. Having a digital t win provides all the information of that asset through its lifeti me by using sensors enabled th rough the Internet of Things. Skryseth believes that i n  the fut ure dig ital twi ns wi ll be cent ral to al l forms of shipping, especia lly for autonomous autonomous

and remotely controlled vessels. “With a digital t win, the shore-based control center and engineers will be able to explore explore the entire vessel from t heir desktop or phone and compare both real-time and historic data,” she says. “3D images and virtual reality will enable engineers to familiariz e themselves with a t ask before they go on board. AI models running on a digital twin will identify and prioritize ma intenance needs.” Uppuluri believes that further developments to the technology, such as more layers of redundancy and self-healing capabilities, w ill need to be added before AI systems will truly start to take effect and be trusted by t he industry. He adds that autonomous autonomo us technology in the fut ure may

 AI OPENS OPPORTUNITIES FOR OFFSHORE WIND

A

rtificial intelligence offers potential cost savings and efficiencies for the offshore wind market. David Flynn, associate professor of engineering and physical sciences at Heriot-Watt University, Edinburgh, says, “AI has a role to play in managing offshore asset management, as well as supporting the more advanced capabilities we require of robotics throughout the operation and maintenance functions in offshore wind.” Flynn believes that AI will be a key factor in offshore wind turbine development, for planned maintenance and autonomous inspections of systems. The challenge faced by the industry at the moment is developing the systems needed to make it a reality. Along with the AI technology itself is the need to create the regulatory framework to support the technology.

“While the technologies and methods of AI are advancing, standards are also being developed to support the certification, verification and validation of these self-learning systems,” says Flynn. Currently no AI systems are employed in the offshore wind farm industry, but Flynn believes that in the future the use of AI will remove people from hazardous marine environments when working at wind farms, by carrying out planned maintenance through robots. He says, “Smart system integration is critical to embedding intelligence in robotics, providing robots with self and situational awareness, so they can adapt to dynamic conditions. The primary technologies exist; the environment to support the integration and validation of these technologies currently doesn’t.”

have to integrate w ith non-autonomous solutions. How they work around and with each other is another point that needs to be considered. “The big challenge is making peace between autonomous and nonautonomous in the future”, he says. AI from other sectors

Developments around machine learni ng and Developments AI have been driven by the big names i n the computing industry, including Microsoft, Google and Apple, but how will these companies impact the maritime community in the future? Skryseth says, “M icrosoft and other major  technolog y compan ies are ma king l arge investments in making cognit ive technology technology available through their cloud services and on devices. A large number of key AI developments develo pments are also being released as open-source software. “We can think of t hese technologies as generalized building blocks that will continuously improve, improve, but t hat are not  tai lored to any spe cific i ndust ry.” The adaptability of the platforms coming onto the market from t hese large IT firms means t hat one size can fit several industries. How these AI systems are tai lored  to meet t he indiv idual need s of compa nies and operators will be t he creative challenge for many. The changes from automated systems and AI that a re set to hit the maritime industry and marine maintenance are stil l being developed, but they are well underway.. The next steps wi ll be creating underway solutions that are t rusted by the operator and can be proved to have value  to the indu str y. \\

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⠿

PREDICTIVE MAINTENANCE

Engines

The use of data analysis is spurring advances in predictive maintenance and marine engine reliability John Pagni, Marine Maintenance Technology International

PREDICTIVE MAINTENANCE ⠿

T

he engine of a ship is like a human heart. If it i s not functioning properly, properly, it i s often time-consuming and costly to fix, with catas trophic consequences if a total failure occurs. A number of marine companies, engine makers and non-manufa non-manufacturers cturers alike are following a diagnostic path similar to the one the medical profession uses for the early identification of heart problems. The use of data can be analyzed to prevent breakdowns and predict them, enabling the more precise scheduling of services and replacements. The case for predictive maintenance (PM) is made forcefully by James Stascavage, a US Navy veteran and now Caterpillar’s marine asset technology manager. He says, ” Having

a properly maintained ship do its job reliably, in a profitable way, will in the future be dependent on the ability to analyze and use data. Not many years ago, people chose not to collect data because storage was expensive. It’s not expensive now, and collecting and using data is much more common. “The marine industry is not exactly a leader, but it is realizing that data usage is a vital necessity.”

The engine information mine Engine producers like Caterpillar are at the forefront of data collection and its analysis to get actionable information. ”Collecting data from engines has becoming more of a priority,” says Stascavage. “There are lots of reasons  – to improve engine des ign, to imp rove the longevity of parts, and to improve

fuel economy and better performance for customers.” Engine manufacturers have sought to augment their data-driven diagnostics capabilities by purchasing established specialists. Caterpillar acquired the US Navy’s Engineering Software Reliability Group (ESRG) and renamed it Caterpillar Marine Asset Intelligence several years ago. “ESRG was an OEM for the US Navy’s conditioning software platform,” says Stascavage. Similarly Finland’s engine powerhouse powerho use Wärtsilä acquired specialist Eniram in 2016. Eniram’s approach to PM differs from Caterpillar’s. “We build a digital twin when looking at a ship. This is a footprint in terms of data representing the vessel,” says Pierre Guillemin, director of digital R&D at Wärtsilä.

⠿

PREDICTIVE MAINTENANCE

Massive amounts of data a re treated by division into elements. “Ten years ago we developed the first element – the ability to understand to a higher degree information in the context of its surroundings on board. “An example would be something like dynamic trim optimization, where all the prevailing conditions were taken into account, plus the historical information, enabling us to better understand all the conditions at a given moment to trim t he vessel optimally. “Through years of data collection and modeling we have enriched the information for dynamic tr im. We now know where the energy dissipation is. Dif ferent models, such as proportion power decomposition, are fundamental to comprehending where energy goes when at sea.” Eniram has lear ned step-by-step about data generated within a vessel by using computer modeling. “To better understand  the vess el, we int egrated t he bridge,

additional sensors and the sh ip’ ip’s s automation information to t he model, and that revealed details about the assets,” says Guillemin. Data aggregation also provided more valuable information about key vessel elements. “Data aggregation showed us how much energy was being lost through hull fouling,” says Guillemin. “Speed and voyage optimization was also a game changer for us. The data we aggregated enabled us to better u nderstand how different elements affected energy efficiency on a voyage, and simulate the constraints eng ineers are facing in reality.” Eventually the capability of performing real-time analyses o n a cloud computing platform using artificial intelligence (AI) emerged and was branded Ins ight Factory. This method is consta ntly being used to improve digital twins, through integrating new data. Models a re generated and adjusted, refining information coming from a ship. “We have been harvesting thi s data

TOP: Mobile notifications for maintenance are enhanced by the use of predictive analytics TOP RIGHT: Predictive maintenance advice can be provided on board or onshore by suppliers with t he aid of today’s computing power, which dwarfs that of jus t four years ago,” adds Guillemin.

Customer and customized Guillemin stresses the importance of a focus on knowing your customer. “Eniram Mobile gives access to the right people at the right  time t o make t he right de cisio n via a mobi le device,” he says “So it is the chief eng ineer who gets a red notification on his mobile – end users are not flooded with irrelevant alerts. C ustomer cooperation is essential for the ri ght tools to be developed that support decision making.” Real-time anomaly detection supported by algorithms is used by Eniram to oversee huge amounts of data. “A human

“It is the chief engineer who gets a red notification on his mobile – end users are not flooded with irrelevant alerts. Customer cooperation is essential for the right tools to be developed that support decision making Pierre Guillemin, director of digital R&D at Wärtsilä

PREDICTIVE MAINTENANCE ⠿ HOW TO IMPLEMENT PM AND M ACHIN ACHINE E LEARNING Dorian Prill is a research engineer involved in applied machine learning at Salzburg University of Applied Sciences. Q: Where is predictive maintenance useful? A: PM is a very important scheme for any industrial applications where availability of plant and equipment is critical. It enables more reliable governance through the monitoring of the actual condition of machinery instead of relying on just expectancy values. With advancing digitization comes a growing volume of available data to take advantage of. Q: Do you think artificial intelligence could one day predict all of a vessel’s maintenance needs? A: Machine learning techniques developed specifically for the purpose of dealing with large quantities of data are supplementing and in some cases entirely replacing classical mechanistic and statistical modeling approaches to PM. Although these techniques are powerful if correctly applied, they are not a silver bullet and may not live up to the promises made by many who are trying to sell it.

being cannot process so much so fast. A I configures by seeing how everything works  toget her, so when an a nomaly is flag ged it goes to the right person,” he says. Stascavage has a similar v iew on the importance of people-centric tools. “Our focus is on customers, not engi nes. We look at exposing data to ana lyze and improve maintenance strategy for customers so that  they ca n make be tter op eratio nal deci sions about their eq uipment.” Caterpillar has a dual approach to PM. Its solutions are based either on board or onshore, with the for mer designed to help operators maintain equ ipment better and  the lat ter desig ned to help fleet mana gers decide on chartering and the planning of vessel maintenance.

Telematic solutions (TS) for PM are described by Stascavage as, “bet ter to have  tha n noth ing. T S provides d ata on one pl ace and sends it to another – there is no smar ts behind it. The subject matter experts mus t stil l decide what to do based on that data,” he says. Analyt ical solutions (AS) are the next level up from TS. “The system looks at t he data to understand that something is not right and why,” says Stascavage. “Then perhaps it provides some maintenance recommendations based on the condition.” Caterpillar’s solutions fal l somewhere in between TS and AS. Stascavage says, “Our softwa re is an evolution of what we developed for the US Navy. We have monitored many manufacturer’s engines and plants – even non-mari ne. Accordingly we are OEM neutral and the Cat Asset Intelligence Solution is not just for engines but for total vessel monitoring.”

Simpler alternatives? UK-based firm IntelliMon, a division of engineering firm STS Defence, is hoping  to dis rupt the m arket when i t launches its  first engi ne monitor ing sy stem la ter th is year. The company has its root s in defense, subcontracting for t he UK’s MoD, which is when its engineers developed the idea of combining AI and embedded sensors with deployable technology.

Q: What are the best first steps to introducing PM? A: You need data from and knowledge about your process to enable PM schemes. Machine learning can be used in analysis to aid in acquiring or broadening knowledge from data, but it will take time and domain expertise to make a useful model. So before you can even think of deploying PM for your processes, make sure your data management and infrastructure reach a certain maturity. In systems relying heavily on humans, data can often be ambiguous, faulty or missing, so consider the use of logbooks. Only then can you begin to build models that are able to detect and identify failures or even forecast the failure time of a specific component. Q: Do you have any advice for those implementing PM that uses machine learning? A: When looking to apply PM and machine learning to your processes, make sure to ask very few and very specific questions and don’t hope for a universal solution to heal all ailments. Then your efforts will be rewarded with improved cost efficiency.

⠿

PREDICTIVE MAINTENANCE

CORSICA LINEA SIGNS FIVE�YEAR DEAL FOR ENIRAM MANAG MANAGEMENT EMENT

rench regional ferry operator Corsica

The software will enable Corsica Linea to cut its fuel bill while optimizing of its five ships operating between operations. The solution includes the Marseille and the French island of upcoming EU MRV (monitoring, reporting Corsica to Eniram, using one of the and verification) regulation that requires Finnish company’s real-time management ship owners and operators to annually software packages. monitor, report and verify CO2 emissions.

FLinea has entrusted the performance

Chris Jones, IntelliMon’s product manager, says, “Our solution isn’t cloudbased, but is close to the edge of the cloud, so it can analyze sensor data and deliver actionable intelligence in real time. “We attach magnetic vi bration sensors to  the mai n diesel engi nes, dire ct propulsion or power generation machinery. Our mission is  to embed AI on board every shi p, to deliver actionable intelligence so that they can be run more effectively and efficiently.” The IntelliMon system networks vibration sensors into an AI processor on board, and converts all vibration data, sampled at 2.4kHz, into v isual color-coded health scores every second, to give early indications of abnormal vibration patterns. Small abnormalities in the data ca n be a precursor of more important problems. “Vibrations signal the first sign of a problem on a main engine,” says Jones. “Existing sensors on older engines might only measure exhaust temperature or pressure in individual cylinders. “Other vibration analysis solutions send large volumes of data ashore for analysis. However, our system does it all on board the ship automatically,” he says.

PREDICTIVE MAINTENANCE ⠿

Wärtsilä’s conditionbased maintenance center in Vassa, Finland opened in 2007 LEFT:

The cruise ship Oasis of the Seas is equipped with six Wärtsilä 46 engines providing up to 96MW TOP RIGHT:

Monitoring of mechanical and thermal conditions produces data that informs predictive maintenance strategies BELOW:

“During testing, we have been able to detect early engine failure in a hundred different modes. Then, over time, data stored in a database wi ll classif y problems for a specific engine type, so fa ilure modes can be correlated using the vibration patterns.” The IntelliMon system has so far been  tri alle d on a fleet of chem ical t ankers i n Asia and with the company’s main partner, Red Funnel Ferries, which is looking to extend  the mat rix to more s hips a nd routes. IntelliMon believes the marine sector is ripe for its AI-enabled PM solution. “The main engines on ships more than 10 years old have little electronic engine ma nagement,” says Jones. “They use a range of fuel bunkering globally, so quality varies, which can affect the engine’s efficiency, efficiency, emissions and reliability. New strict emissions standards this year on ships docking in EU ports, plus the IMO’s 2020 0.5% sulfur limit, means relia bility, performance and efficiency of engines is a hot topic.”

Remaining potential PM evolution is being driven by the potential cost savings to be made in fuel reduction and efficiency improvements. Guillemin

says, “I sti ll believe there are several percentage points to be found on a voyage  – we are only s cratchi ng the s urfac e of potential improveme improvements nts r ight now.” Stascavage also flags that more potential benefits for improving engines remain to be claimed thanks to PM, citing an instance

where a customer was having fuel i njector failures. “We knew from the data what it looked like just before the failure and a lso what it was l ike after replacement. So we created an empirical model that forecast when a failure condition was imminent. “It gave a window of opportunity of  three to f our days to cha nge the com ponent without the ship going to port. The case was also interesting to Caterpillar as a manufacturer and design changes to the injector were made.” Marti n Abart, product manager, condition monitoring systems at Austrian powertrain consultancy AVL List, shares the optimistic view of the unrealized potential of PM . “The huge amounts of data can be used as a basis for the PM of a ship’s engines. Lots of analysis techniques, which could not be applied before due to the lack of data accessibility, are suddenly applicable. Implementing PM extends the usable lifetime of components, reduces personnel, material costs and the amount of mai ntenance. “PM in shipping is only at its beginni ng. Comparing shipping to other industries where PM has been used for over 10 years clearly shows the huge potential.” \\

FROM THE PUBLISHER OF MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL  MAGAZINE

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⠿

CORROSION & BIOFOULING COATINGS

The latest innovations to protect p rotect vessels from rust and biofouling are inspired by nature and materials research Nicholas Newman, Marine Maintenance Technology International

MAIN: Thermal spray coating offers relatively shorter application times over plating and has a potentially wider range of applications

CORROSION & BIOFOULING ⠿

S

hip builders and vessel owners have a common interest in protecting marine vessels against corrosion and biofouling. For ship builders, protection involves the application of a paint system incorporating a primer, a binder and a final coat that releases chemicals to deter organisms from attaching themselves to the hull. To combat corrosion, shipowners apply coatings that will protect their assets over the long term, without the need for extended maintenance. Owners are also looking for consistent fouling control protection across a full dry dock cycle, accompanied by a minimum drop in vessel performance. Most coatings are applied when a ship is under construction or during routine dry dockings. Specialized heavy-duty marine coatings are produced by many companies, including Ecospeed, Hydrex and VapCor Marine Coat SeaGuard. Heavyduty coatings are applied to areas of

extensive wear and tear, such as nea r rudders, where surfaces need protection against the cavitation damage caused by the propellers as they churn the water, or complex structures that can be more costly and difficult to repair, such as water ballast tanks. For most of a ship, paint manufacturers such as AkzoNobel, BASF and Hempel provide a range of general-purpose paint protection systems. Products from different manufacturers may employ similar technologies, but each has developed its own portfolio of corrosion and biofouling control products to work together. In either product segment there is a balance to be found between cost and the performance and maintenance requirements. For example, according to Maersk Line, paint used on board for maintenance needs to be “surface tolerant with a good film build” and be able to satisfy requirements such as port availability, delivery time and price. For antifouling paints, Maersk says it looks for “both antifouling and speed performance” while “price is also a factor”.

Functional paints Keeping a vessel’s hull clean and protected is crucial for operational and environmental reasons. Corrosion and biofouling is costly for shipowners. Corrosion can weaken a hull’s integrity and reduce operational performance, while biofouling can increase emissions, fuel costs and safety concern s for the vessel’s operator and its crew. Biofouling increases resistance against the ship’s movement through the water and therefore raises fuel consumption and operating costs. Hulls that are encumbered with barnacles, oysters and mussels can raise

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CORROSION & BIOFOULING

a ship’s fuel costs by up to 40%, according  to st udies by t he US Navy. Furthermore, biofouling is a problem that is set to i ncrease in coming years, as global sea water  temperat ures ri se by up to 2˚C (35.6° F). Typically, around 90% of a ship is composed of steel and susceptible to corrosion. Both the French and American navies estimate that the cost of corrosion is several tens of millions of dollars every year. Marine paint manufacturers provide functional pai nts applied in succession to  the sh ip’s surfac es to com bat corro sion a nd biofouling. While some products can be used as a one-coat application, systems usually consist of a primer, possibly a tie coat, and  the top co at. Al l the co ats have a rol e to play.. The primer is the first barrier agains t play corrosion. A tie coat, if necessar y, bonds  the pri mer and the t op coat. T he top coat

provides most of the biofouling protection and comprises of antifouling ingredients  that g radual ly releas e, to deter t hing s from attaching to the hull.

Environmental impetus Barnacles, mussels and micro-organisms  that s tick to ship hu lls co st opera tors over US$15bn per year in additional fuel costs, cleaning, downtime and loss of maneuverability. But as important as  the cos t is the po tentia l for coati ngs and paints to damage t he environment. The 2001 Convention on the Control of Harmful Antifouling Systems on Ships prohibited the use of harmful chemical compounds based on tin, called organotins, in antifouling paints. It also established a mechanism  to prevent the f uture us e of other ha rmf ul substances. Tighter environmental

CLEANING AND SURFACE PREPARATION INNOVATION

F

uel saving is a major reason for making hull cleaning an integral part of planned maintenance. A build-up of marine fouling can lead to increased drag, resulting in a detrimental impact on a vessel’s hydrodynamic performance and hence the relationship between speed, power performance and fuel consumption . Moreover fouling, particularly in the case of a prolific build-up of hard or shell fouling such as from barnacles or tubeworm, can cause turbulence, cavitation and noise and can affect the performance of sonars, speed logs and other hull-mounted sensors. Before any coating or film can be applied, a ship’s surfaces have to be cleaned and prepared. Traditionally ships have had to be placed in dry docks, and cleaned and prepared using pressure washing and manual scraping or with

rotating brush equipment, a service provided by companies such as UMC Marine and Seaward Marine Services. Traditionally the main alternative to dry docks was using divers to guide brush and hydroblasting devices across the hull surface. However, remotely operated hull-cleaning devices are beginning to reduce the need for divers. There are now several remotely operated brush and hydroblasting devices on the market provided by companies such as CleanHull, Limpieza Purotecnica and Fleet Cleaner. The latter produces a robot that is attached to the ship’s hull by strong magnets. The robot is able to clean under and above water, as well as during loading and unloading. Its strong magnets allow the robot to continue cleaning during storms and in strong currents.

MAIN: The Fleet Cleaner robot cleaning its first ship, the Dutch naval ship Karel Doorman INSET: Coatings of additives can often be applied fastest using pressurized spraying equipment

CORROSION & BIOFOULING

The latest bio-friendly paints can lengthen the period between coating renewal by up to five years Tom Barrow, Complete Coatings Consultancy

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⠿

CORROSION & BIOFOULING

LEFT: Spraying of inorganic coatings is used where anodizing is impractical INSET: Thermal spraying offers improved wear resistance

Selektope is now the active ingredient in commercial marine coatings produced by Japan’s Japan’s Chugoku Marine Pa ints and Denmark’s Hempel. It is used to protect new ships produced in South Korean shipyards, or those idling during fitting-out. “The latest bio-friendly paints are enabling ship operators to lengthen the period between coating renewal by up  to five year s,” says To m Barro w, lead consultant, Complete Coatings Consultancy. “However,, the application processes can “However be more complex and more expensive than  tradi tion al solut ions.”

INORGANIC COA COATINGS TINGS

I

norganic coatings encompass surface conversion, anodizing, enameling and metallic coatings. These coatings are created through a chemical action that changes the surface layer of metal into a metallic oxide film or compound that reduces corrosion. There are various methods for applying metal coatings, including hot-dip galvanizing, thermal spraying, electroplating, and chemical and vacuum coating. The choice of the metal used for coating and the method depends on the base metal, the size and shape of the application area, and the requirements for physical properties. “A number of ship operators and repairers are looking at the application of coatings using zinc,” says Martin van Leeuwen, manager of technology and market development at the International Zinc Association. “The anodizing process

regulations from the EU, China a nd Canada have also driven R&D i nto bio-friendly marine coatings.

Synthetics from natural ingredients A promising stra nd of research for more biofriendly marine paints and coati ngs is the development developme nt of synt hetic material derived from the naturally occurring antifouling agents of certain plants and animals. Boston-based company Adaptive Service Technologies is developing its Slips N1 nonslip liquid sur face from research into the slick lip of the car nivorous pitcher plant, which attracts insect s and sends them sliding down into it s trap. Slips N1 is being developed to defend defend hulls aga inst corrosion and the attachment of mari ne life, but does not contain copper biocides and has a low amount of volatile organic compounds.

Biomimetic surfaces

is not suitable for large vessels. Zinc coatings have to be thermally sprayed.” Thermal spraying of zinc is widely used to provide corrosion protection to ferrous metals or to change the surface properties of sprayed items, to improve the wear resistance or thermal conductivity. Van Leeuwen says, “Zinc coatings have been applied to a variety of maritime equipment including trawlers, offshore turbine towers and coastal bridges.” A recent series of applications at Spanish ship repair yard Chorro Naval shows the versatility of the coating and thermal spraying. Chorro Naval applied zinc and zinc-aluminum coatings to a variety of ship components as part of five projects using Metallisation’s Arcspray thermal spraying system. The vessels worked on included two trawlers, a Danish patrol boat and a Spanish oceanographic ship.

Organic antifouling compounds, such as furanones and zosteric acid, tea-tree oil and capsaicin, are also being developed for use in coatings and paints. US company Pettit’s Hydrocoat Eco, which was launched in 2013, is a copper-free, water-based, co-polymer ablative antifouling paint containing Econea, a naturally derived biocide. The company claims its tests show that antifoulants containing just 6 % Econea are as effective as those contain ing 50% copper. Similarly Swedish bio-technology company I-Tech’s product, Selektope, incorporates an organic non-metal compound that stimulates barnacle larvae to swim, rather than set tle on hulls.

Researchers are also continuing to investigate natural surfaces that seem  to dis courag e biofoul ing, mo st not ably sharkskin and floating seeds. Anthony Brennan, a professor of materials science and engineering at t he University of Florida, began researching sharkskin af ter he discovered that sharks suffer from less biofouling than whales. Sarah Eder, communications manager at Sharklet Technologies says, “He found that sharkskin has a hydrodynamically unstable pattern that discourages t he build-up of micro-organisms.” The shark’s scales have a pattern made up of bars a nd diamonds at a si ze of 2-16µm, 2-16µm, which prevent extremely small organisms from binding to the skin. Several marine coatings have been developed from this research, including Pittsburgh Plate Glass’s SigmaGlide 790. Elsewhere, scientists from the Biomimetics Innovation Centre in Bremen, Germany, have developed an antifouling surface based on seeds from a species of palm t ree  that a re disp ersed by oc ean currents, but manage to remain f ree of fouling. Researchers have so far tested  the su itabi lit y of see ds from 50 spec ies for further development by floating them in  the Nor th Sea for 12 week s, af ter which t he seeds from 12 species showed no fouling at all. Work toward a marine coating based on  thi s resea rch is under way. The shift toward environmentally safe but effective coating protections could accelerate as researchers and scientists look in new directions toward the plant and animal kingdoms for solutions. \\

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⠿ DRONES

Asset management

Five ways to use drones in maintenance

DRONES⠿

Robotic helpers and drones are available to do the dullest, most dangerous and most difficult  jobs  job s on on vess vessels els and mar marine ine inf infrrast astruc ructur ture e Andrew Williams, Marine Maintenance Technology International

T

here is a growing number of remotely operated and autonomous drones available to carry out marine maintenance tasks. An increasing number of companies, from sh ip operators  to offs hore wind ener gy developers, are waking up to the potential benefits of using drones to do the marine inspect ion and maintenance tasks that are dull and dangerous for humans in situ. Read on to discover the companies, projects and applications pioneering the use of drones on the sea, under the sea, above  the sea a nd on vessel s and in fras truc ture.

⠿ DRONES

Floating drones The remotely operated robotic inspection devices created by Dutch startup Aquatic Drones are small multi-use surface vessels with the ability to collect data autonomously by deploying a range of sensors and cameras. This is achieved through  the com binat ion of a n autonomou s operat ing system with object detection and avoidance, as well as automated path planning algorithms capable of calculating the optimum ti me to start mi ssions based on weather forecasts and waterway traffic. The drones analyze the data they collect on board, using interpretation and predictive maintenance models for post-processing. This runs alongside algorithms wh ich calculate the degradation of assets. This inform ation can be used by managers to make st rategic decisions about maintenance. “The drone can operate remotely, semiautonomously – via waypoints – and fully autonomously with object detection and avoidance,”” says M aarten Ruyssenaers, founder avoidance, and CEO of Aquatic Drones. “Automated “Automated path planning also enables them to start their own missions. The drones are monitored by an operator onshore. The dashboard also has a built-in notification system for when, for example, the battery level is too low or there is something wrong with the data transfer.” In Ruyssenaers’ view, although there is currently a great need for ma intenance data in the marine sector, the cost of collecting it is high. Most application areas demand “not one but multiple data collection methods”, he says.

Aquatic Drones’ inspection robots are able to host multiple sensing sy stems and can operate for up to 16 hours each time they are deployed. “The onboard data processing not o nly saves labor costs, but can a lso provide valuable insight into hydrography hydrography,, water qualit y and asset management, which can be very cost ly, ly,”” Ruyssenaers says. “The UK recently int roduced regulations for autonomous shipping. Norway is also close, just like t he Netherlands and Singapore. In the Netherlands we are working closely with the government and are very proactive in safety measurements [for autonomous ships]. Perhaps by the end of this year or the beginning of next year, we expect our drones to be operating fu lly autonomously.” autonomously.” Looking ahead, Ruyssenaers predicts a range of innovations in the use of such  technol ogy i n comi ng years, including swarming technology for multi-robot cooperation and image recognition, which he argues will replace lidar due to its higher quality and lower costs. “Artificial intelligence will enhance the algorithm s to a sufficient level so that drones and robots will operate very smoothly and safely,”” he adds. “Big data wil l also automate safely, data analyses and provide deep causal insight in the field of m aintenance.”

Crawler drones Another emerging application of robotic  technolo gy for m ari ne mai ntenance i s  the use o f remotely o perated dro nes for inspecting a nd cleaning hulls. A prominent example of this ty pe of approach is  the Keelc rab Sa il-one, a n Ital ian-made underwater drone designed to carry out cleaning and hull inspection activities, mainly on sailing boats. The device works by generating vacuum and aspiration force via a central tu rbine driven by an electr ic motor, which performs  the dual func tion of keepin g the robot attached to the hull and removing any algae that has formed on it. This cleaning movement is driven by a series of rubber brushes on tracks that are capable of allowing movement in all directions. To improve the ability of the device to remove vegetation and algae along the hull, each brush is equipped with nylon bristles in a variety of lengths a nd diameters. According to Filippo Scarduelli, marketing manager at Keelcrab, a further advantage of the device is that the brushes a re gentle enough not to remove any antifouling paints

 that hulls may have have been coated coated with. He says “numerous tests with excellent results” have demonstrated that the constant and regular removal of algae when it reaches a t hickness of 3mm (0.1 (0.12in) 2in) “d ramatically prol prolongs ongs the efficiency of the antifouling a gent”. For larger ships, Dutch company Fleet Cleaner is pushing the development of autonomy in its robotic cleaning device, which attaches to hulls using strong magnets. The machine is a lready equipped with a tracking system, so t hat operators can accurately follow its movements on the sh ip’ ip’s s hull. However, the company strongly believes  that mo re autonomou s hull cl eani ng wi ll be used more widely in the future. Dejan Borota, a chief engineer at Fleet Cleaner, says, “We can already see that our autopilot can control the robot better than any human operator operator.. “However,, we want to t ake this to a whole “However new level. To really guarantee cleaning quality, the robot will in the future be able to autonomously clean the ship, while tracking its path and planning its opti mal route around objects by itself.”

Aquatic Drones’ robots can be deployed for 16 hours

DRONES⠿

The Eelume robot can perform difficult underwater tasks

Underwater drones

Crawler drones are becoming more autonomous

In development is a new type of underwater drone that promises to revolutionize the way subsea inspection, maintenance and repair (IMR) activities are carried out. The Eelume device is backed by a consortium of Norwegian companies and organizations – including technology group Kongsberg, oil giant Statoil a nd the Norwegian University of Science and Technology. The device takes the form of self-propelled robotic arms, capable of traveling long distances to carry out IM R tasks in confined spaces not generally accessible by other underwater vehicles. The robot consists of a chain of joints, thruster modules and payloads, such as tools to provide torque and for cleani ng. As well as being able to change its shape, the Eelume is designed  to stay perma nently u nderwater o n the sea bed for up to s ix mont hs at a time. This enables the robot to be used around the clock, irrespective of the weather, as it doesn’t have to be deployed by a surface vessel. According to the project team, the provision of a continuous IMR capability such as Eelume in the vicinity of subsea installations will dispense with t he need for surface-based vessels and promote more environmentally fr iendly iendly,, safer and cheaper subsea operations. A prototype of the Eelume has been successful ly tested to depths of 500m (1,640ft) and the main required functional ity and design concepts have been verified. Although existing prototy pes have used a tether, engineers are developing a version equipped wit h internal batteries and onboa rd computer processors; processors; it is expected  to be revea led later t his yea r.

⠿ DRONES

Aerial drones are proving their worth in tank inspection tasks

Aerial drones A growing number of companies now offer UAVs UAVs to carry out inspect ion tasks from an airborne perspective. The use of UAVs UA Vs is becoming increasingly accepted by the marine industry, especial ly for inspections of di fficult to reach areas and infrast ructure. For example, UK-based company Cyberhawk was recently certified by the American Bureau of Shipping (ABS)  to provide i nspec tions for inter nal ta nks. As part of the external specialist certification procedure, Cyberhawk completed two internal tank inspections on an Aframax class oil ta nker (COT) in the USA with an AB S surveyor. The inspection  took plac e in Por tla nd, Orego n, where the surveyor examined all safety and inspection processes required to accept Cyberhawk’s high-quality inspection technique. The two inspections were part of a larger project, involving a survey of all 14 Aframax COTs using a drone on a sister vessel. The project was completed in just six days. As well as time and efficiency savings, using UAVs for tank inspection reduces the need to use a technique called rafting. This involves filling the tank being ins pected

with water, allowing the sur veyor to use a raft or dinghy to view critical ins pection areas of the tank that would otherwise be inaccessible from the tank floor. Rafting creates a large volume of oil-contaminated water that has to be decanted from t he vessel at a port. Using a UAV eliminates this and  the sa fety r isks asso ciated w ith ra ft ing. “UAVs “UAV s are enabli ng the next generation of marine and offshore surveys and inspections, providing less intrusive, safer and more efficient ways of assessing critical areas,” says ABS chief sur veyor Joseph Riva. “By applying ABS g uidance, Cyberhawk was able to demonstrate its ability to carry out drone inspections and sur veys, which can support the class sur vey process and provide additional savings and efficiencies  to the ow ner and sh ipyard.” Chris Flemi ng, CEO at Cyberhawk, says, “UAVs “UAV s offer a n incredibly ef ficient solution for asset inspection. The technology is also particularly attractive thanks to its use in improving safet y. For example, example, sending unmanned aircraf t instead of people into confined spaces to conduct inspections reduces risk.”

DRONES⠿

Smarter drones The ORCA Hub project was recently launched by  the Edi nburgh Ce ntre for Robo tics , a part nership between Heriot-Watt Heriot-Watt University and the University of Edinburgh. Its intention is to develop robotic robotic wind  turbi ne ins pect ion techno logie s that use ar tific ial intelligence (AI) to deliver more cost-effect ive and safer inspection, repair and maintenance systems for marine offshore infrastructure. The project seeks to create robotic systems that not only sense the world around them, but also feature embedded intelligence, so that t hey can independently and safely adapt to any changing conditions in an internal and external environment. David Flynn, director of the Smart Systems Group (SSG) at Ed inburgh’ inburgh’s s Heriot-Watt Heriot-Watt Un iversity, says, “The project team is looking at robotic solutions for land, sea and air deployments, which will i nvolve research into novel sensing technologies, manipulation capabilities, mission planning and human interaction, as well as robot and asset self-certification. “Robotics and AI are seen as key enablers in t his regard, as having fewer staff o ffshore reduces cost, and increases safet y and workplace appeal.”

Having fewer staff offshore reduces cost and increases safety David Flynn, Heriot-Watt University

ORCA Hub will develop drones that can adapt to changes in their environment

The project is taking the form of a program of userinspired innovation challenges. Flynn says, “Since the launch in October 2017 we are seeing progress with aerial and subsea robotics. We have initial results on how aerial robots can be used in the strategic deployment of sensor nodes onto critical assets.” “We have also demonstrated the ability of a novel low frequency sonar sensor, integrated onto an autonomous underwater vehicle, for the detection a nd integrity moni toring of subsea power cables,” he adds. The research program is delivering demonstrators  to indus try, which w ill b e used as t he basis of ongo ing collaboration with industr ial partners to develop these preliminary results into market-ready products. products. In terms of the technical advantages of deploying robots, Flynn highlights that t hey provide users users with  the oppor tun ity to access prev iously i nacces sible da ta and they can be deployed into harsh or dangerous environments not suitable for humans. He believes  that t he indust ry ca n gai n more object ive ins ights from instru menting multiple sensors onto robots. “For example, visual inspection of subsea cables and pipelines does not provide an accurate assessment of the integrity of these vital subsea assets. However, with our low frequency so nar we can effectively take the equivalent of an acoustic MRI of the asset in situ,” he says.

⠿ MARINE MAINTENANCE WORLD EXPO 2018

OUR BEST CONFERENCE  YET!  Y ET! Amsterdam once again plays host to the must-attend exhibition and conference of the year, showcasing the latest marine maintenance and repair technologies for maximizing fleet availability and reducing maintenance costs by Ben Sampson

T

Marine Maintenance World Expo 2018 is expected to attract t housands of visitors

he dates for your diary for this year’s Marine Ma intenance World Expo are June 27-29, 27-29, with t he event once again returning to the RAI Ams terdam, at the heart of one of Europe’s most cosmopolitan and entertaining cities. “Thi s year’s Marine Maintenance World Expo & Conference is shaping up to be one of the best we’ve ever staged!” says Gra ham Johnson, managing di rector of UKi Media & Events, the company that stages the global event. “We’ve got brand-new, exclusive papers being presented by some of the most respected names in the business, plus some of the very best hand picked technologies being exhibited around the conference.” Read on to discover more about t he event, which also g ives conference delegates  the cha nce to see a h andf ul of t he most up  to-dat e soft ware for a sset m anage ment and planned maintenance as well as t he latest coatings and ultrasound equipment to stop fouling on hulls a nd propellers. The dedicated conference (rates apply)  takes c enter st age, wi th over 4 0 speake rs sharing the latest maintenance innovations and trends over the full three days of t he event. Star speakers announced to date include: Marco Cristoforo Camporeale, VP intelligent asset mana gement, Rolls-Royce

Marine; Timothy Wilson, principal specialist in fuels, lubes, exhaust emis sions, Lloyd’s Register Marine; Abdul Rahim, managing director (South Asia), ClassNK; and Kevin Brunn, head of busi ness development & innovation (ship ecosystem), DNV GL – Digital Solutions. Key topics under discussion i n 2018 include: fleet-wide fleet-wide maintenance, AI, big data and smart mai ntenance; advances in CBM; and remote inspection and robotics. There will also be a dedicated ‘Sulfur Direct ive: Preparing for 2020’ session, wit h input from P Michael A Rodey, innovation strategy manager, Maersk; Lloyd’s Register Mari ne’ ne’s s Timothy Wilson; and Francesca Cupellini, fuels market development advisor from Infineum UK. Marine Ma intenance World Expo and Conference has been specifically designed for fleet maintenance managers, dry dock and shipyard owners and operators, fleet operations directors, vessel owners and operators, and offshore platform and wind farm owners and operators. Attendees will see a ha ndpicked collection of the latest innovations and  technolo gies , includi ng the l atest i n engi ne maintenance, lubricant analysis, conditionbased monitoring, hull blasting, non-

MARINE MAINTENANCE WORLD EXPO 2018 ⠿

June 27-29, Amsterdam, Netherlands www.MarineMaintenanceWorldExpo.com

See the full speaker line-up on page 56

Exhibition entry is free – register online now for your free pass!

Three-day conference featuring more than 40 speakers BOOK ONLINE NOW! www.MarineMaintenanceWorldExpo.com

Free drinks party in the exhibition hall EVERYONE IS WELCOME!

Thursday, June 28 5:30-7:00pm

10% discount fo r group bookings of 2+ delegates

At the conference industry-leading speakers will discuss the sector’s most important topics

destructive testing, parts cleaning, ship repair, coatings and more. And this year Marine Mai ntenance World World Expo and Conference delegates will also be able to participate in the integral Electric and Hybrid Marine World Expo Conference as well as the Autonomous Ship Technology Symposium – their delegate pass grants  them free acces s to all three con ferences. Featuring advanced electric a nd hybrid next-generation next-gene ration mari ne propulsion systems, Electric & Hybrid Mar ine World Expo will a lso see an expected 120 exhibitors from more than 20 countries, plus 3,000 attendees, with more brand-new propulsion  technologi es on display th an ever before.

⠿ MARINE MAINTENANCE WORLD EXPO 2018

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Speaker spotlight Timothy Wilson, principal specialist in fuels, lubes, exhaust emissions, Lloyd’s Register Marine Friday, June 29, 8:45am How important is the 2020 low sul fur emissions deadline? It’s the topic of the moment. This is a major change t hat has implications across the whole s ector and the entire spectrum of fuel, from refineries and suppliers to barge owners and the ship itself. It’s an almost unprecedented c hange that could have far-reaching effects. There isn’t a section of the industry that this change isn’t affecting.  Wha t ar e the main is sue s around  What ar ound the int introd roduct uct ion of o f the th e emissions regulations? Availability, supply, formulation and quality of the fuels are the top concerns around the fuel . Another important concern is pricing, which could stimulate a very aggressive market. There will be a sc ramble on the bunker exchange on the spot price. Operators are concerned about quality; purchasers are concerned about what they need to be budgeting. Is the sector adequately pr epared for the change? We are only a year away before it really starts k icking in. Ships need to be on a 0.5% low sul fur fuel before  Janu ary 1, 20 20, w hic hich h me ans the y ne ed to t o start st art mak making ing changes at the latest in about a year’s time. Suppliers have to prepare and formulate the fuel and start filling tanks with 0.5% low sulfur fuel. Dialog between all stakeholders regarding each other’s expe ctations is essential to ensure market readiness. Is there high awareness of t he change in the marine sector? There are likely to be a fe w elements in the shipping sector that don’t know anything or at least ver y little about it, but in the main the industry is aware that it is going to happen. It will have a major impact on the refining industry. The marine industry is a dumping ground for its residual fuel s, but that will no longer be the cas e and it will need five to seven years to adjust, so awareness is high there also.  Ar e there  Are th ere a ny ot her opti o pti ons t o meet reg regul ulati ations? ons? Exhaust gas scru bbers are an option to scrub out the SO X using salt water. Estimates are that there are around 300-400 sy stems in use today out of a deep sea fleet of over 50,000, so it’s a relatively small number number.. There were estimates that there would be around 3,000 vessel s using exhaust gas cle aning systems by 2020. There is, however, an increasing level of enquiries and ships are now installing scrubber sys tems, particularly on new builds. \\ Conference rates apply - see web site for details

Ultrasound device checks lube levels

SDT’s LubeChecker is a fast way to ensure bearings are greased correctly

SDT International // // Booth M1050 M10 50 Equipment supplier SDT International is presenting its LubeChecker at this year’s Marine Maintenance World Expo. This easy-to-use ultrasound solution is designed to optimize bearing lubrication. On board ship, the greasing of equipment is always a challenge. Despite the fact that proper and correct greasing is key in any maintenance program, grea sing of shipboard equipment does not often receive the care and attention it deserve s. Both over- and under lubrication, in combination with improper lubrication techniques and poor practice, are a vehicle for bearing failures and seriously affect the availability, reliability and in-service life of shipboard equipment. With more than 25 years of experience in the maritime industry, SDT International has identifie d that improper lubrication techniques on board ship are the base of catastrophic failures, breakdowns and costly downtime of critical equipment suc h as pumps, motors and even sheaves of offshore cranes. To facilitate correct lubrication and make it easy for crew to grease shipboard equipment in a simple and fail-proof manner, SDT International developed the LubeChecker. FREE The LubeChecker ensures that bearings receive the right amount of TO ATTEND! grease at intervals dictated by condition, REGISTER not run time. ONLINE LubeChecker is suitable for performing lubrication at condition-based TODAY intervals and offers repeatable, accurate, digital measurements.

MARINE MAINTENANCE WORLD EXPO 2018 ⠿

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Icebreaker equipment Harsonic // // Booth M 1000 Harsonic is showcasing its capabilities using several recent case studies, including the equipment the firm recently supplied to t he French Navy’s icebreaker L’Astrolabe. In June 2015 the Ministry of Overseas France awarded the construction of a €50m (US$62m) polar logistics vessel to Chantiers Piriou from Concarneau, France. The icebreaker L’Astrolabe will be owned and operated by the French Southern and Antarctic Lands administration, the French Polar Institute Paul-Émile Victor and the French Navy. A very important issue was the ecological impact and sustainability of the vessel. Harsonic therefore supplied ultrasound equipment to avoid fouling on the hull and the

propellers. The Harsonic equipment was also implemented in the water tanks and gasoil tanks to avoid bacterial contamination The L’Astrolabe contract follows an eight-year contract that saw great results with the use of Hansonic’s ultrasonic equipment to prevent fouling on the fly-deck of the Charles de Gaulle carrier. Harsonic ultrasound equipment was also installed in 2010 on the Charles de Gaulle’s nuclear cooling system. Before the Harsonic installation, the 8cm (3.1in) titanium pipes got clogged with biofouling – mainly mussels. The staff had to cl ean the pipes every six months. Hansonic’s equipment solved this problem and reduced maintena maintenance. nce. EXHIBITOR SPOTLIGHT

The Vibracon chock can be easily and accurately adjusted

Adjustable chocks SKF/// Booth E2085 SKF/ E20 85 The challenge every ship owner is facing, to keep downtime and maintenance costs to a minimum, is a discussion point for SKF Marine, which will present the SKF Vibracon product range. These adjustable steel chocks have proved to be a reliable chocking solution in the marine market and offer a quick and reliable mounting for rotating machinery on board. There will be a demonstration of the company’s recently launched SKF Vibracon kit for resilient mounts.

HoldTight 365 wi ll HoldTight preserve a blasted surface for up to one year

Corrosion protection that lasts all year HoldTight // Booth M1055 Coatings a nd additive firm HoldTight will be presentin g its latest product, HoldTight 365 thin film coati ng, at Mari ne Maintenance World Expo. HoldTight 365 is applied to blasted surfaces, preventing rust and corrosion for up to a year, depending on the location of the sh ip’s storage and environmental exposure. This sin gle component, component, anticorrosive coating is a water displacin g agent, a lubricant and a penetrating  flu id. H oldT ight 365 ca n be a ppl ied t o

untreated surfaces or those that have been treated with HoldTight 102. 102. The coating is su itable for use on unpainted metal surfaces, equ ipment in storage, machined parts, marine exposed components and moving parts th at cannot be protected with a paint, polymer or epoxy coatin g. It is compatible with a wide variety of surfaces, includin g steel, concrete,  fibe rgl ass , a lum inu m an d com pos ites . HoldTight 365 removes removes all salts, abrasives and debris to provide

a better surface to bond with the next coating. The wet-blasting additive is easily applied by brush, s pray or dipping and easily removed by high-pressure washing with HoldTight 102-treated water. By preserving the blasted sur face for up to a year, HT365 allows a crew  to work wi th m ax imu m ef fici enc y, giving peace of mind th at a surface is properly prepped for a quality coating – even if t he project cannot be completed right away.

⠿ MARINE MAINTENANCE WORLD EXPO 2018

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Speaker spotlight  Wolfg ang St elz  Wolfgang elzle, le, CEO C EO and founder, Re’Flekt  Wednesd  Wedn esd ay, J une 2 7, 4:0 0pm

 Wha t is t he subje s ubject ct of o f your yo ur pres p res ent entati ation? on?

We will share the experienc e we have gathered from more than 100 projects on how to successfully implement Augmented Reality ( AR) solutions in your operations. Specifically, we will present our expert knowledge in the f ield of AR to show how ship owners and operators can use it to support em ployees to perform beyond their current potential.  Wha t are ar e the th e bene fit fitss of u sing AR AR? ?

Equipment and machinery downtimes are dramatically reduced, travel expenses for expensive expert callouts or unplanned docking times can be eliminated and overall operation times can be increased. The major benefit of AR comes from the ability to access previously unaccessable knowledge at any time or anywhere. This is especially true for on-site technicians or engineers at sea. Is AR ready for industrial use?

Of course! We have rolled out over 200 applications for our customers. Both camera and AR technology have progressed so quickly that most companies can simply bring their own device s and get started – whether a smartphone, tablet or smartglasses. Our platforms all ow you to take your existing data and documentation so that you c an view it in AR. So yes, the technology, devices and even your own existing content is all ready to go!  Wha t can ca n AR be used u sed f or in the mari m ari ne se ct ctor? or?

The marine industry is currently faced with the challenge of a diminishing number of skilled workers available to operate in demanding environments. AR can help under-skilled te chnicians maintain and operate machinery and equipment that previously needed specialists to be called out to the vessel, or for the vessel to have extended and unplanned dock time.  Wha t comput com put er ha rd rdwar war e do you y ou ne ed? How l ong does it take? Is it expensive?

To view AR you simply need a smartphone, tablet or smartglasse s with a camera. We believe in reusing existing data, hardware and processes to ensure that rolling out AR in your workforc e is neither expensive nor complicated. \\ Conference rates apply - see website for more details

Socius built the PMS database for the recently delivered tanker Frankopan

Planned management system database creation Socius // Booth M1035 Croatian company Socius is using the Mari ne Maintenance World Worl d Expo to launch its generic PMS databases, which can be imported into any computerized mai ntenance management system. The Split-based technical consulta ncy has 20 years of experience working with dif ferent kinds of asset management systems and planned maintenance systems (PMS). The company is known by many as a database ‘ factory’ factory’,, with capabilities in construction, migration, realignment and the cleansing of databases. The team at Socius consists of maritime mechanical engineers, electrical engineers, nautical officers and IT engineers with experience in the marit ime industry. They provide consulting ser vices to support some of the key players in shipping and the offshore industr y. For the maritime and oil a nd gas markets, Socius offers generic and bespoke PMS database construc tion, data entry, data migration, database realignment, data cleansing and related business consultancy. More than 150 leading vessel PMS databases have been constructed i n our factory, as well as more than 300 sister-vessel sistervessel databases. The company has delivered databases and large migrat ion and realig nment projects all over the world, including Greece, Cyprus, Ita ly ly,, the USA, UAE, Kuwait and Iran, for a variety of vessels, from cruise sh ips and container carriers to research and geotechnical ships. Databases are delivered in an Free drinks party internally developed standard format in the exhibition hall ready for an easy import i nto any EVERYONE IS computerized maintenance management system (CMMS).  WEL CO COME! ME! Socius staff are familiar with Thursday, June 28 different CMMS and have expertise 5:30-7:00pm in MS SQL, Sybase and Oracle.

MARINE MAINTENANCE WORLD EXPO 2018 ⠿

See a live demo of the mentoring software at stand M2025

Onboard processing for condition monitoring Machine Prognostics // Stand: M1008

Mentoring software Librestream // Stand: M2025 Librestream will be showcasing its Onsight Connect remote mentor software with a live demo on multiple devices. Attendees can take part in the field worker and remote-expert experience at the show. Onsight Connect can be used by workers on wearables, smartphones, tablets and PCs. The software delivers an interactive environment for collaboration and provides access to remote experts and augmented content to troubleshoot, assess and rapidly resolve issues in the field. Librestream will also be displaying its Onsight Cube industrial wearable, which can be used in tough marine environments. The multipurpose design and dual thermal and optical camera are optimized for remote mentoring. In addition, attendees will be able to see the Onsight Hub, which connect s to a range of video and audio devices, including non-destructive test (NDT) instruments such as borescopes and ultrasonic devices. Finally, also on show will be the Onsight 5000HD Smart Camera, which is able to share HD video and high-resolut ion images for workers in the field.

Machine Prognostics makes monitoring systems for condition-based maintenance, and will be promoting promoting  this,  thi s, its core business, at the show in Amsterdam. The company has a range of distr ibuted smart sensors with integrated processing units. Its proprietary models provide diagnostics using acoustic and vibration sensors for components such as gearboxes, cylinders and pumps. The company has also developed a decision support support system for ala rm management. The technology has been in fluenced by the health and usage monitoring systems (H UMS) used in helicopters. Ships benefit from the latest HUMS technologies because t hey can autonomously autonomo usly support decision-making. T hey can al so systematically q uantify a machi ne’ ne’s s health, compressing the data to a few kilobytes and sendi ng it every day via satell ite. This cross-in novation approach approach is a step ahead of the shipping machine monitoring norm approved by class.

Intelligent monitoring  James Fisher F isher Mimic // // Stand: Sta nd: M1040 M10 40 For more than 25 years, James Fisher Mimic has provided intelligent condition, efficiency and performance monitoring software along with data analysis serv ices to the marit ime, defense and commercial sectors. Its flagship product, Mim ic, provides vessel owners and operators with live decisionmaki ng data relating to asset condition and operational efficiency. Data from Mimic can optimize maintenance, improve asset performance and avoid costs associated with off-hire, intrusive/ breakdown maintenance and insurance claims. Mimic is continually updated, improved and

extended to ensure that it meets the chal lenges faced by the shipping industry in  the 21st  century. With the world focus on reducing emissions and waste, Mimic is targeted toward efficiency monitoring a nd now includes maintenance triggers that are based on efficiency in addition to traditional condition monitoring. The company is launching a fleet mana gement system so shipowners a nd operators can better understand how  their  the ir vess els oper operate ate a nd can identify waste. The company always seeks feedback from owners and operators and invites them  to it s st and for d isc uss ussion ions s about their requirements.

⠿ MARINE MAINTENANCE WORLD EXPO 2018

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Zinc coatings stand the test of time International Zinc Association  /// Booth  / Boot h M1045 M10 45 Exhibit ing alongside two of its member companies, Grillo-Werke and Metallization, t he International Zinc Association will be in Amsterdam to show the successfu l use of duplex coating systems for corrosion protection of steel. Such duplex coating systems are widely used on steel bridges and of fshore wind energy instal lations to protect steel under severe mariti me conditions. Many years of service and  the prove n tr ack r ecor d of s ucce sse s i n th ese industries demonstrate the potential for a reduction in corrosion maintenance cost, and therefore total cost of ownership. A brill iant example is Vi ndeby ndeby,, the world’s world’s first offshore wind farm, bui lt in Denmark in 1991. Protected by a duplex system, the wind tu rbines were found found to be stil l in very good condition in 2017 201 7 after bei ng exposed to severe mariti me conditions for 25 years. Duplex coating systems are also used i n the shipping industr y. Many North North Sea and European waters trawlers make use of this sys tem. Duplex coatings consist of a thermal ly sprayed layer of ZnAl15 alloy on the steel subst rate and a multilayer top coat of epoxy and polyuretha ne. They are technically superior to standard coatings, with a z inc-rich primer, a multilayer

Speaker spotlight Hans Speksnijder, Sp eksnijder, product manager, Royal IHC Friday, June 29, 3:30pm  Wha t is the s ubje  What ubject ct of o f your yo ur presentation and what will delegate s learn from it? My presentation is about the lifetime support provided by a shipyard. Delegates will be able to learn which activities are needed during the lifetime of a vessel. This begins with creating a feasibility study for asset

epoxy coat and a polyurethane topcoat. Therefore  the sl ight ly h ighe r (i ni ti al) cap ita l ex pend it ure s a re signi ficantly offset over time by lower operational operational expenses. These savings are achieved by less corrosion repairs and mai ntenance as well as less downtime reducing the total cost of ownership. Thermal spraying of zinc alloy is international ly acknowledged in the ISO 2063 :2017 norm. norm. Long-life protection with duplex coating systems is of particu lar interest for ships where the crew has no ti me or occasion to do offshore repairs, such as fishing trawlers, ferries, cruise vessels, and oil and gas service ships. It is also suitable for areas that are difficult to enter when the vessel vessel is sai ling, such as bal last water tanks and t he outside of the hull, a nd where coated areas are subject to high mechanical impacts, for example working areas a nd decks. In addition, they can be used where aesthetics are important (no red rust on cruise vessels).

investment, which we do towards the end of life and renovat ion. How does your technology or service improve vessel operation and maintenance? Royal IHC’s support and renovation services help ship operators reduce downtime, avoid chaotic breakdowns in maintenance, and also avoid unnecessary preventive maintenance. We use advanced monitoring techniques to support our maintenance services.  Wha t key tec hnol ogy t ren rends ds w ill you yourr presentation cover and does your product/service use? I will be discussing our predictive maintenance service, which is

Above: The world’s first offshore wind farm, Vindeby, was in good condition when dismantled last year

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supported by our IHC Connect platform, which provides secure access to on-board automation systems, and is able to monitor virtually any process

Do you think the marine sector is quick to realize t he potential benefits of new technology? The sector is not very quic k to adopt new technologies, but it almost always makes steady process. More often than not it isn’t the devel opment of the technology th at takes a long time, but the changes re quired in operations and management that take time to adjust. \\ Conference rates apply - see website for more details

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The future f uture of Marine Technology Technology all in one place pl ace  June 272 7-29, 29, 2018 2 018 – Amster Am sterdam, dam, Netherl Net herlands ands Delegates of the Marine Maintenance World Conference this year will receive free, unlimited access to its neighboring conferences: the Autonomous Ship Technology Symposium and the Electric & Hybrid Marine World Conference. This ‘all areas’ pass will grant you access to presentations and panel discussions from a total of 120 ex pert speakers, alongside more than 450 other delegates over three days.

With companies such as Maersk, Intertanko, Rolls-Royce, ABB Marine, Wärtsilä and General Electric presenting alongside the Class societies – Lloyd’s Register, DNV GL, ABS and ClassNK; universities – Salzburg, Warwick, Tokyo, Singapore, Fraunhofer, Delft; and research institutes – VTT, DCNS and JSC, these conferences represent a significan significantt concentration of marine expertise across the most important topics in the sector.

Fluid analysis and data integration

EXHIBITOR SPOTLIGHT

Polaris Laboratories // Booth M1005

The diesel engines, gear systems and hydraulics required to power today’s marine industry are expected to operate for long periods of time at full load capacity under extreme conditions. Routine fluid analysis is critical to managing asset reliability and equipment uptime. Polaris Laboratories is determined to redefine fluid analysis via state-of-theart technological innovation, top-of-theline testing capabilities and proven, reliable maintenance recommendations. Providing a customizable, awardwinning data management system, the ability to connect data tools and a convenient mobile app, Polaris is more than your fluid analysis partner. It is here to advance your maintenance program

and help you take it to the next level . Tired of jumping from one program to another? Is your assets’ health difficult to monitor due to your fluid analysis data and general maintenance data living in separate systems? During Marine Maintenance World Expo 20 18, Polaris Laboratories’ exhibit will include exclusive information on DataConnect: the future of fluid analysis and data integration. We have developed this feature, which allows our data management system, Horizon, which stores all of your sample data, to integrate with your data system. Run reports, submit samples, review results, monitor trends and react to your results, all in one place. With all your data in one location you can quickly respond to recommendations, take action and get your equipment back up and running. For more than 20 years, Polaris Laboratories has provided oil, coolant and diesel fuel analysis specialized for the marine industry. With proven recommendations, you are able to predict maintenance, extend drain intervals, leverage condition monitoring and schedule downtime. Discover how the company is redefining fluid analysis by providing groundbreaking solutions to help you get the most out of your data and maximize your maintenance program.

DC-bus for diesel genset flexibility DEIF // // Booth E7105 Countering high fuel consumption, emissions and noise issues due to fixed engine speed in traditional electrical propulsion designs, DEIF’s DC-bus solution for hybrid power supply enables users to operate their diesel gensets at variable speeds. The integrated load management functionality incorporates advanced blackout prevention. The DC-bus solution’s architecture eliminates the risk of faults spreading across the electrical network, resulting in network voltage and frequency disturbances. Visitors will be able to find out about DEIF’s simple to advanced solutions for marine hybrid applications, including battery solutions, variable speed solutions and DC-bus solutions. All of these can cut fuel and maintenance costs, and reducing fuel consumption also means less harmful exhaust emissions.

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Electric motor performance monitoring HBM // // Booth E7110 E 7110 HBM’s eDrive system is a solution for testing inverter inverter-driven -driven elect ric motors and is capable of measuring multiphase, medium-to-high voltage, and mid-to-large scale maritime electrical or hybrid propulsion systems.

The system calculates the acquisition of standard parameters such as power, efficiency and losses. It also performs advanced analysis including motor efficiency mapping, direct-quadrature-zero, and airgap torque computation.

World’s Wor ld’s largest l argest rotor sail Norsepower // Booth E9075 Learn more about Norsepower’s successf ul testing of the world’s largest model rotor sail (30m (98ft) tall and 5m (16ft) in diameter), two of which are planned to be installed on a Maersk tanker by mid-2018. The company’s medium-size model, the 24x4, will soon be tested and installed on Viking Line’s cruise ferry Viking Grace. Exhibited will be a model scale vess el with two rotor sails installed on the deck. T he sails on the model can be operated with a full-scale operator panel, highlighting to attendees the operating principle of the rotor sails. Norsepower’s rotor sails are auxiliary wind propuls ion units, providing thrust in favorable wind conditions and reducing the main propulsion power requirement. Fuel-saving potential in areas with good wind conditions is typically 3-6% of the long-term average for each rotor sail. The rotor sail installed on the Ro-Ro carrier M/V Estraden

Speaker spotlight Dr Lloyd Hackel, vice president for advanced technologies, Curtiss-Wright Friday, June 29, 2:00pm  Wha t is the s ubje  What ubject ct of o f your yo ur presentation?

I will discuss three important areas to reduce fabrication and ownership costs of ships: advanced laser peening technology to precisely form panels such as those for bulbous bows, reducing construction costs; laser peening technology that prevents sensitization cracking of 5000 series aluminums, a serious problem for commercial shipping that

can be totally eliminated; and laser peening technology that extends the lifetime of propeller shaft steels and weld overlays. How does your technology or servic e improve vessel operation and maintenance?

Our technology has greatly extended maintenance intervals and reduced replacement costs for the newest of aircraft, including the Boeing 777 and 787 Dreamliners and the new Airbus aircraft, including the A340 and A350. Deployment in marine applications, especially to reduce effects of corrosion, would generate similar savings as cracking and failures are eliminated.  Wha t key tec hnol ogy t ren rends ds w ill you yourr presentation cover?

We very successfully introduced our advanced high-power laser technology into the aerospace and

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electric power generation manufacturing sector in 2002. Over the last 16 years the improvements in performanc e and reduced operating costs enabled by the technology have saved billions of dollars. The technology is now ready to impact the maritime sec tor in a similar way, particularly eliminating corrosion cracking problems in aluminum structures and propulsion. Do you think the marine sector is quick to introduce new technology?

Although widely used by major aerospace manufacturers including Boeing, Lockheed and Rolls-Royce, and in the electric power generat ion industry by Siemens and General Electric, laser peening technology awaits deployment in the marine sector. Hopefully Marine Maintenance World Expo wil l aid us in making this valuable step for ward. \\

A unique unique business business pl plaatfor tform m for the global shipping industry 22,000 VISITORS 1,825 EXHIBITING COMPANIES 101 COUNTRIES Welcomed by the owners of a fleet of over 4,000 vessels

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ONE

JUNE 27-29, 2018, HALL 11,  AMSTER  AMS TERDAM DAM RAI, R AI, THE TH E NETHE NE THERLA RLANDS NDS THE INTERNATIONAL CONFERENCE  AND EXHI E XHIBIT BITION ION FOR F OR INTE I NTELLI LLIGENT GENT S HIP  AND FLEE F LEET T MAINTEN MAI NTENANCE ANCE SOLU SOLUTIO TIONS, NS, TECHNOLOGIES AND SERVICES

sponsored by

CONFERENCE PASS NOW GIVES YOU ACCESS TO  AL  A LL EVENTS!

MARINE MAINTENANCE WORLD EXPO 2018 ⠿

DAY 1

Rolls-Royce Intelligent Asset Management: delivering awareness, optimizin optimizing g  performance and and maximizing maximizing the lifetime value of assets WHEN:

Wednesday, June 27, 9.30am

SESSION: Keynote Presentations SPEAKER:

Marco Cristoforo Camporeale, vice president – intelligent asset management, Rolls-Royce Marine AS, Norway Rolls-Royce Intelligent Asset Management is r evolutionizing the way its customers manage their assets. It provides vital insight into customers’ ship equipment, enabling them to enjoy reduced costs and unnecessary downtime. Energy management enables real-time onboard diagnostics and optimization services to support the crew in prompt decision making, reduce their energy and emission footprint and enhance overall performance. Health management increa ses equipment predictability and thus availability, and reduces the c ost of equipment ownership. Utilizing real-life examples, this presentation demonstrates how, by leveraging highly scalable technologies, such as ed ge computing, a cloud IoT platform and advanced machine learning, Roll s-Royce Intelligent Asset Management is transforming vessel and fle et management in the era of ship intelligence.

DAY 1

Maritime big data for ship maintenance and data security WHEN:

Wednesday, June 27, 2:00pm

SESSION: AI, Big Dat a and Smart Ma intenanc e SPEAKER:

Dr Abdul Rahim, managing director, South Asia, ClassNK, India Vast amounts of data is generated and coll ected from ships every day as part of maintenance. This data, when properly proce ssed and utilized, can be of gr eat use in monitoring the c ondition of engines and equipment, thus optimizing maintenance. Security is a prime issue to be dealt with while collecting and transmitting data. Given here are details of how maintenance data is collected and processed, and the precautions taken to ensure data security.

DAY 1

The benefits of using augmented reality in marine maintenanc maintenance e WHEN:

Wednesday, June 27, 4:30pm

SESSION: AI, Big Dat a and Smart Ma intenanc e SPEAKER:

Dr Mika Karaila, research director,  Valmet Automati on Inc, Finland Augmented reality provides some real benefits in the maintenance of marine assets and has been successfully used in similar contexts. In this presentation, Mika Karaila, research director of Valmet Automation, will outline the benefits and demonstrate some of the technology and devices that can be used, such a s HoloLens and Samsung Odyssey HMD.

SPEAKER HIGHLIGHTS DAY 2

The use of remote inspection techniques for ship internal surveys WHEN:

Thursday, June 28, 2:30pm

SESSION: Remote Inspection and Robotics SPEAKER: Richard Beckett, survey regulations and procedures manager, Lloyd’s Register, UK

With the rapid development of technologies we have seen an e verincreasing interest in the use of remote inspection techniques (RI Ts Ts), ), such as drones, to support the survey of ships. They offer the ad vantage of reducing the need to provide temporary me ans of access and offer a safer method of working. This presentation will focus on the us e of RITs to support the internal sur vey of ships with the aims of examining the challenges associated with the use of RITs, reviewing current RIT capabilities and development areas, and exploring ult imate end goals for the use of RITs.

DAY 3

Technologies for hardening propeller shafts for heavy-duty propulsion systems WHEN:

Friday, June 29, 11.00am

SESSION: Best Practice and Innovative

 Approac hes SPEAKER:  Aleksandr Mi khailov, head of l aborator y, JSC SST C,

Russia Safe and efficient operation of ships depends on failsafe operation of the main propulsion unit and shaftline, which is important for propulsion of Arctic-class ships working in heavy ice conditions, when the shaftline receives high cyclic load during operation. For fails afe operation of the shaftline, it should be produced using special technological proce sses that will provide durability to cyclic and alter nating loads. Durability is provided by several actions including surface strengthening. One of the m ost effective methods of increasing the strength of shafts is surface pressure rolling. The shaftline surface rolling process and its features, as well as special equipment, are described in this presentation.

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⠿ MARINE MAINTENANCE WORLD EXPO 2018

 WEDNESDAY,, DAY 1 WEDNESDAY

JUNE 27 27

8:00 Breakfast

9:00-10:30am – Keynote Presentations

11:00am-12:30pm – Fleetwide Maintenance

9:00am – Digital: benefits for naval platforms David Chaderton, technical application engineer, General Electric, UK

11:00am – Developing an effective condition monitoring program for a whole fleet Bart Brinckman, technical support manager, DEME NV, Belgium

Moderator: Matt Smith IMarEng, MIMarEST, marine maintenance manager, Lloyd’s Register Marine & Offshore, UK

The presentation will explain how to: develop a failure mode-driven equipment maintenance strategy, implement an efficient and effective condition monitoring program, use crew to collect data, use professional partners to analyze and advise if maintenance is needed, and carry out continuous improvements along the way. It will also offer case studies with hard results.

2:00pm – Maritime big data for ship maintenance and data security Dr Abdul Rahim, managing director, South Asia, ClassNK, India

This paper will look at the use of digital systems on naval platforms for asset performance management (APM) to create a purposeful predictive predictive-analytic -analytic solution. There are technology challenges and engineering challenges to a successful outcome. Engineers are faced with the demanding responsibility of maintaining critical equipment to have high levels of reliability, availability and performance under tight budget constraints. To avoid operating surprises, accurate assessment of equipment operating conditions is needed to judge whether demands can be satisfied while maintenance costs are controlled.

9:30am – Rolls-Royce Intelligent Asset Management: delivering awareness, optimizing performance and maximizing the lifetime value of assets Marco Cristoforo Camporeale, vice president – intelligent asset management, Rolls-Royce Marine AS, Norway Rolls-Royce Intelligent Asset Management is revolutionizing the way its customers manage their assets. It provides vital insight into customers’ ship equipment, enabling them to enjoy reduced costs and unnecessary downtime. Energy management enables real-time onboard diagnostics and optimization services to support the crew in prompt decision making, reduce their energy and emission footprint and enhance overall performance. Health management increases equipment predictability and thus availability, and reduces the cost of equipment ownership. Utilizing real-life examples, this presentation demonstrates how, by leveraging highly scalable technologies, such as edge computing, a cloud IoT Io T platform and advanced machine learning, Rolls-Royce Intelligent Asset Management is transforming vessel and fleet management in the era of ship intelligence.

11:30am – PMS databases: high standardization versus low performance Damir Sikic, managing director, Socius d.o.o., Croatia The presentation will cover different approaches to database parameterization parameterizat ion in the computerized asset management system for small, medium and large fleets, with emphasis on maintenance management, stock management and procurement management. Through review and demonstration of the best practice fleet management concept, which is centralized and highly standardized, it will be demonstrated as the most effective choice.

12:00pm – Efficiency-based maintenance maintenance Martin Briddon, development manager, James Fisher Marine Services (Mimic), UK Traditional condition monitoring has relied on monitoring single values over time and predicting threshold exceptions. But assets, machines and systems do not operate in isolation: each measured point influences and is influenced by numerous factors. The Mimic condition monitoring system has evolved to measure these numerous parameters and to consider them as a system. This results in an efficiency statement that in turn can be used to trigger maintenance.

12:30-2:00pm – Lunch

10:00am – Additional keynote speaker will be announced shortly

10:30-11:00am – Break 

 2:00-5:30pm – AI, Big Data and Smart Maintenance

Vast amounts of data is generated and collected from ships every day as part of maintenance. This data, when properly processed and utilized, can be of great use in monitoring the condition of engines and equipment, thus optimizing maintenance. Security is a prime issue to be dealt with while collecting and transmitting data. Given here are details of how maintenance data is collected and processed, and the precautions taken to ensure data security.

2:30pm – Incorporating data analytics into ABS survey procedures Dick Pronk, country manager, ABS, Netherlands This presentation will review strategies for incorporating data analytics into the survey procedures used by ABS. This incorporation into the survey procedure utilizes performance data collection and the maintenance management strategy and analyzes both data streams simultaneously. The result is an improvement in system performance and optimized maintenance, progressing toward the goal of operational excellence.. ABS as the Classification Society continuously excellence revises its existing maintenance programs programs in its rules and guides to stay current with improved technologies and strategies. ABS will share its experience with participants.

3:00pm – AI: a revolution in predictive maintenance and maritime efficiency Christopher Jones, product manager, IntelliMon, a division of STS Defence Ltd, UK Artificial intelligence intelligence is changing the f ace of many industries and, with the Internet of Things, has enormous potential to improve the operational efficiency of shipping operations. The vast volume of data generated by sensor systems is challenging. It has to be translated into actionable intelligence without huge satcom charges. A second challenge is how to retrofit modern sensor systems onto such a large installed base as the worldwide maritime fleet. IntelliMon will present a retrofittable, non-invasive system for translating engine vibration data directly into timely and actionable intelligence, improving efficiency and reducing platform downtime.

 3:30-4:00pm  3:30-4:0 0pm – Break  Break  BOOK YOUR DELEGATE PASS: FULL CONFERENCE DETAILS ONLINE! WWW.MARINEMAINTENANCEWORLDEXPO.COM

MARINE MAINTENANCE WORLD EXPO 2018 ⠿

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4:00pm – Augmented reality and remote services for maintenance in challenging marine environments Wolfgang Stelzle, founder and CEO, Re’flekt GmbH, Germany The marine industry is currently faced with the challenge of having a diminishing number of skilled workers available to operate in demanding environments. This is not only an issue for the bottom line but also for worker safety. Could augmented reality (AR) and remote AR services hold the answer? We will share our expert knowledge in the field of AR to show you how shipowners and operators can use AR to support employees to perform beyond their current potential, whether through remote AR support or visualizing complex procedures with simplified AR instructions. This presentation

THURSDA AY, JUNE DAY 2 THURSD

will explain how the power of augmented and mixed reality can harness your existing assets into powerful knowledgesharing tools that you can start implementing today.

5:00pm – Remote mentoring

4:30pm – The benefits of using augmented reality in marine maintenance Dr Mika Karaila, research director,  Valmet  Va lmet Aut Automat omation ion Inc, Finl Finland and

Looking at the experience developed from shore- and offshore-based engineering inspection and diagnostics, as well as medical and safety assessments, this presentation will explain the application of these remote-mentoring capabilities to the marine industry. Overcoming low-bandwidth communication, which is a typical issue for vessels at sea and in port, has been critical in allowing immediate access to experts and content. This capability will also be introduced, as well as how the use of remote mentoring can be best applied to maritime operations.

Augmented reality provides some real benefits in the maintenance of marine assets and has been successfully used in similar contexts. In this presentation, Mika Karaila, research director of Valmet Automation, will outline the benefits and demonstrate some of the technology and devices that can be used, such as HoloLens and Samsung Odyssey HMD.

technologies for maritime operations Dr Michael Murphy, vice president international operations, Librestream Technologies Inc, Canada

28

9:00am-1:00pm – 9:00am-1:00pm  Advances in CBM 9:00am – Cloud intelligence for engine monitoring: combining expert algorithms and data analytics Martin Abart, product manager,  AVL  AV L List List GmbH GmbH,, Austr Austria; ia; Dorian Achim Prill, researcher, Salzburg University of Applied Sciences, Austria

reverse engineering the data from separate sources into a single structure that can then be updated and manipulated to provide useful management data. It will also show how this type of exercise can be performed in a cost-effective and timely manner.

10:00am – Advanced hull integrity monitori monitoring ng of floating structures with ShipMana ShipManager ger Hull Kevin Brunn, head of business development and innovation, ship ecosystem, DNV GL – Digital Solutions, Germany

Improving the scheduling of maintenance tasks for machinery, such as marine propulsion systems, where availability is critical, offers great economic incentives. AVL has provided engine condition monitoring using expert algorithms for over 10 years. With the increasing amount and capabilities of digital instrumentation present in modern machinery, empirical analysis and modeling of data is becoming increasingly powerful. Therefore, a detailed investigation was conducted to evaluate the strengths and weaknesses of the two approaches to allow effective integration. Ultimately, expert algorithms paired with modern machine learning algorithms and methods will ensure the accurate detection, identification and even forecasting of faults.

This presentation will look at ShipManager Hull and the benefits of using 3D-based software for advanced hull integrity monitoring of floating structures. Starting with a review of hull condition monitoring and how it’s done, the presentation will consider issues such as hull life in the era of crisis, improved communication with crew, and how ShipManager Hull can cut costs.

9:30am – Centralizing CM data for better decision making: a method for aggregating CM report data received in multivariate pdf and other non-machine-readable formats Daniel C Shorten, managing director, Optimain Ltd, UK

The marine industry has still not discovered the advantages that ultrasonic condition monitoring programs can bring. A well-considered and balanced ultrasonic CM program provides solutions as well as more sophisticated solutions (including remote diagnostics) for both high- and slow-speed rotating machinery, and also for electrical, pneumatic, steam and hydraulically operated systems. Several case stories and examples of how US CM recently prevented costly breakdowns/failures breakdo wns/failures will be presented. Early failure detection, extending in-service life and optimal maintenance planning are but a few of the benefits and are of key importance for remotely operated/automated/unma operated/automated/unmanned nned ships of the future.

We are fully aware that externally provided CM data such as oil, vibration, thermographic and ultrasonic reports are normally supplied in easy-to-send formats such as pdf. However, However, when operating a fleet of vessels, often with similar systems on board, developing a higher-levell understanding of performance at fleet higher-leve level becomes impossible. Some providers do provide platforms to view and manipulate their reports, but if you have multiple suppliers and multiple technologies being deployed, then you simply cannot perform the necessary top-down analysis. The presentation will offer a simple perspective based on real experience of

10:30-11:00am – Break  11:00am – Ultrasound condition monitoring on board ships of the future Walter Vervloesem, manager marine applications, SDT International, Belgium

11:30am – Diesel and gas engines diagnosis based on instantaneous angular speed Hamid Saiah, manager director, Impedance Datavib, France Continuous monitoring of pistons engines (diesel

or gas) performance is critical for early detection of fault developments in an engine before it goes into functional failure. Instantaneous angular speed (IAS) analysis is one of a few non-intrusive condition monitoring techniques that could be applied for such tasks. This method needs only a non-intrusive speed sensor (magnetic or Optel Thevon) signal to assess in detail the mechanical behavior of an engine and diagnose injection, compression or valve state defaults, and bearings/moving parts damage. The method is able to point out the exact cylinder that is in defect, using additional order tracking speed.

12:00pm – Condition-based maintenance maintenance of marine and offshore electronic devices Ton van den Broek, technical consultant, Belfor Technology (Netherlands) BV, Netherlands Marine and electronics is often not a strong combination. Contamination during new building and operational life causes malfunctions, defects and damage. The fact that unmanned engine rooms, condition monitoring and remotely controlled engine room management are increasingly hot topics will result in even more electronic systems being installed. Lack of access forces equipment to be on board before the space is conditioned. On most ships, the equipment will never be located in a conditioned space at all. Contamination is a negative influence on the longevity and functioning of electronics. Maintenance is seldom performed. ‘Breakdown maintenance’ therefore may be an ancient procedure but increasingly appears applicable to modern devices on vessels.

12:30pm – Using condition-based maintenance in the marine industry Simon Edmondson, director, CMServices Global Ltd, UK The presentation will discuss the use of condition monitoring technologies on critical machinery and other applications in the marine industry, with a practical case study of a CBM implementation on board several ships and platforms. Let’s get the basics right.

1:00-2 :30p m – Lunch Lunch

⠿ MARINE MAINTENANCE WORLD EXPO 2018

 2:3 0-5:00pm  2:30-5: 00pm – Remote Rem ote Inspection and Robotics 2:30pm – The use of remote inspection techniques for ship internal surveys Richard Beckett, survey regulations and procedures manager, Lloyd’s Register, UK With the rapid development of technologies we have seen an ever-increasing interest in the use of remote inspection techniques (RITs), (RITs), such as drones, to support the survey of ships. They offer the advantage of reducing the need to provide temporary means of access and offer a safer method of working. This presentation will focus on the use of RITs to support the internal survey of ships with the aims of examining the challenges associated with the use of RITs, RIT s, reviewing current RIT capabilities and development areas, and exploring ultimate end goals for the use of RITs.

3:00pm – Challenges and solutions for the effective use of remote inspection technologies Marien van den Hoek, COO, RoNik Inspectioneering BV, Netherlands Until now, drones in inspection and maintenance have mainly focused on remote sensing. Cameras of all sorts (visual, thermal, multispectral, hyperspectral, etc) gather data; there is no physical contact between the drone and the object. Recent initiatives have shown that drones can do better. For example: measuring the thickness of steel using ultrasound is now possible. Marien van den Hoek,

co-founder and COO of RoNik I nspectioneering, will tell tell more about the various initiatives on drones that can make contact with physical objects, and show a real drone that can do ultrasonic thickness measurements on steel walls.

 3:30-4:0  3:30 -4:00pm 0pm – Break  Break  4:00pm – Inspection robotics in the marine sector: lessons learned from similar industries Ekkehard Zwicker, CEO, GE Inspection Robotics, Switzerland As shipowners and operators look for smarter, cheaper and safer ways to conduct inspections in hard-toaccess or hazardous areas, the use of robotics and remote inspection technology starts to look increasingly attractive. These technologies – particularly robotics – are already routinely used in the oil and gas, power generation and other industries. This presentation will review some cases and the experience of using industrial inspection robots in sectors and environments that are similar to those encountered in the marine industry, and outline useful lessons for the marine sector.

5:00pm – Panel Discussion – Can inspection in the marine industry be transformed by widespread use of remote inspection and robotic technology?  Richard Beckett, survey regulations and procedures manager, Lloyd’s Register, UK

Marien van den Hoek, COO, RoNik Inspectioneering BV, Netherlands

David Knukkel, CEO, RIMS BV, Netherlands

4:30pm – Using robotics in marine maintenance David Knukkel, CEO, RIMS BV, Netherlands This presentation will review the latest robotic and remote inspection options now available to maintenance teams in the marine industry. It will also describe how robotic and remote inspection systems can save time and money and provide safer work practices. practices.

Ekkehard Zwicker, CEO, GE Inspection Robotics, Switzerland

FRIDAY,, JUNE 29 DAY 3 FRIDAY 8:45-10:00am – Sulfur Directive: Preparing for 2020 The implementation of the MARPOL Annex VI Reg 14.1.3 on January 1, 2020, will have profound implications for the shipping industry – starting well before that date. Primarily these issues concern the technical manner in which operators can comply and the challenges that the supply chain will face to supply compliant fuel in such quantities. The optimum response may vary depending on the duty type of vessels and associated costs. The fitting of exhaust gas cleaning system (EGCS) scrubbers, the change of fuel type and possible use of fuel additives and other equivalent technologies will depend on a number of factors for each operator. This panel will discuss the regulations, preparatory steps to be considered to ensure ships are compliance-ready and the technical means of compliance, as well as indicators on the cost implications of each. Vessel operators who are seeking an informative range of opinions will find this informative discussion a useful addition to or a confirmation of their current understanding.

10:00–10:30am 10:00–10:30 am Break 

8:45am – Panel Discussion – Sulfur Directive: Preparing for 2020 P Michael A Rodey, innovation strategy manager, Maersk, Denmark

Timothy Wilson, principal specialist – fuels, lubes, exhaust emissions, Lloyd’s Register Marine, UK

Ludovic Laffineur, head of environmental and technical affairs (deputy managing director), Royal Belgian Shipowners Shipowners’’ Association, Belgium

 Andrea Pastorino, Pastorino, fuels technical technical expert, Infineum International Ltd, UK

MARINE MAINTENANCE WORLD EXPO 2018 ⠿

10:30am-4:30pm – Best Practice and Innovative  Approach  App roaches es

motivated our work on the numerical design analysis/ cyclic pressure fatigue testing of sleeve weld joints with various levels of defects. The results indicated a correlation between the joint design feature and its capacity. The fatigue life is presented and discussed.

10:30am – Introducing health and

12:00pm – Changes to ISO 8217 increase

usage monitoring systems (HUMS) to the shipping industry

the need for condition monitoring

Dr Thomas J J Meyer, CEO, Machine Prognostics AS, Norway First developed as a result of the 1986 Chinook crash that killed 44 passengers, HUMS (health and usage monitoring systems) are used to monitor helicopter components such as gearboxes, bearings, shafts and rotors during flight. Ships can also largely benefit from the latest HUMS technologies as they are autonomous, in that the decision support for maintenance is performed by algorithms and not by humans. The health of the machinery is systematically quantified, and the data compressed to a few kilobytes per day, allowing seamless communication by satellite. This approach is a step ahead of the current shipping machine monitoring norm approved by class. This presentation will discuss whether the cross-innovation opened up by Machine Prognostics can have major benefits for the shipping industry.

11:00am – Technologies for hardening propeller

shafts for heavy-duty propulsion systems  Aleksandr Mikhailov, Mikhailov, head of of laboratory, JSC SSTC, Russia Safe and efficient operation of ships depends on failsafe operation of the main propulsion unit and shaftline, which is important for propulsion of Arctic-class ships working in heavy ice conditions, when the shaftline receives high cyclic load during operation. For failsafe operation of the shaftline, it should be produced using special technological processes that will provide durability to cyclic and alternating loads. Durability is provided by several actions including surface strengthening. One of the most effective methods of increasing the strength of shafts is surface pressure rolling. The shaftline surface rolling process and its features, as well as special equipment, are described in this presentation.

Larry Rumbol, marine condition monitoring manager, Parker Kittiwake, UK The increase in blending activity to produce compliant 0.5% sulfur fuel to meet the mandatory global sulfur cap is broadly expected to increase the detrimental effects of cat fines on vital infrastructure. In the battle to remain competitive, the protection of vital equipment and maximization of a vessel’s operational efficiency become even more important. Yet despite this, maintenance practices are still heavily reliant on an inconsistent combination of recommendations from manufacturers, legislation, company standards and personal experience.

12:30pm – Oil debris condition

monitoring for marine applications  Andrew German, director director business development, Gastops, Canada Bearing and gear component damage to marine drive systems can progress from damage initiation to failure in hundreds of hours and, if undetected, result in an unplanned shutdown event that is extremely costly and a potential safety risk. MetalSCAN is an advanced online debris monitoring system designed for early detection of metallic debris traveling in fluid lines, indicating the initiation and progression of component failure. Common applications include gas turbines, diesel engines, marine propulsors and test stands. The presentation will provide an overview of the technology, how it works, example applications, and how it is critical for monitoring marine equipment.

1:00-2:00pm – Lunch

11:30am – Fatigue testing of pipe sleeve

weld joints in naval platforms Dr James Huang, subsection head – naval platform systems 2-4, Department of National Defence HQ, Canada; Jason Pate, team leader – marine systems section, Naval Engineering Test Establishment, WEIR Marine Engineering, Canada; Steven Santeusanio, task leader – marine systems section, Navail Engineering Test Establishment, WEIR Marine Engineering, Canada Sleeve weld joints are used in pipe systems on board ships for practical reasons despite their inferior fatigue performance compared with butt joints. When confronted with welding defects in the sleeve joint, a thorough understanding of the joint design intent and the performance characteristics are required to help the naval administration make critical maintenance decisions. This

2:00pm – Laser forming of complex structural

shapes for shipbuilding and repair Dr Lloyd Hackel, vice president for advanced technologies, Curtiss-Wright: Metal Improvement Company, USA Precision-formed panels and structures are of interest for marine applications. If panels that are not the required shape are forced onto structures, they may develop undesired tensile stress, which often leads to fatigue and stress corrosion cracking. Fabrication of complex bulbous bows and skegs can benefit greatly from precision forming with elimination of pieced-together subpanels and hand fitting. We show that laser peening can form these thick metal sections with high precision and repeatability,, saving time and expense in the shipyard. repeatability In this work we demonstrated forming of a skeg panel of 2m x 2m x 15mm thickness in aluminum 5083.

2:30pm – Zinc alloy t hermal spraying for

reduced maintenance of ship superstructures Martin van Leeuwen, manager, technology and market development, International Zinc Association, Belgium Metallic zinc coatings with a paint top-coat, or ‘duplex coatings’, offer barrier and sacrificial corrosion protection mechanisms, with improved impact and abrasion resistance, and longer lifetimes between maintenance. Duplex coatings provide more than twice the life of the corrosion protection provided by one coating system alone. In the shipping industry, many examples exist of ships that are protected with duplex coatings. The use of the more robust corrosion protection provided by duplex zinc coating systems will reduce the need for corrosion maintenance and its costs.

3:00pm – Savings obtained from improved

power quality in generator-driven installations Christan van Dorst, lead engineer, HyTEPS, Netherlands Weak networks – such as offshore installations – usually suffer more from bad power quality phenomena such as harmonic distortions, frequency instability and flicker. Offshore installations also have a relatively high number of non-linear sources such as frequency drives. In these environments it is clear that solutions to improve the quality of electricity are extremely important to enforce the reliability of the electrical power supply. By improving cos phi and lowering harmonic currents, operational and maintenance costs are lowered and fuel costs and CO2 emissions reduced. We provide quantitative data based on scientific research.

3:30pm – IHC services: lifecycle support Hans Speksnijder, product manager, Royal IHC, Netherlands

SEE THE AWARDS PRESENTED LIVE  AT

13:15, FRIDAY, JUNE 29!

And the best electric and hybrid marine technologies are…?

The presentation will discuss Royal IHC’s lifecycle support, 24/7 renovation services, conditionbased services, consultancy, training Institute, maintenance strategies and their implementation. *This program may be subject to change

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12:00pm – Advanced variable drive marine propulsion system

DAY 1 WEDN 1 WEDNESDA ESDAY Y, JUNE JUNE 27

9:00-10:30am – Keynote presentations Moderator Prof. John Carlton, professor of marine engineering, City University London, UK

Igor Strashny, advanced marine propulsion development manager, Caterpillar, USA

12:30pm – 10MW direct-drive propulsion motor for commercial applications

 2:0 0-6:15  2:00-6 :15pm pm – Batte Ba ttery ry safety and optimization Moderator Prof. John Carlton, professor of marine engineering, City University London, UK

Trond Røren, managing director, Norwegian Coastal Administration’s Shipping Company, Norway

Taking battery power to the 2:00pm – Taking next level in the maritime industry Dr Ben Gully, senior engineer, DNV GL, Norway

Dr Zuomin Dong, professor, University of Victoria, Canada

10:00am – Providing new class rules to support hybrid power and energy storage systems Martial Claudepierre, development manager, Bureau Veritas, France

11:00am-1:00pm –  Advance  Adva ncess in elec electri tric c and hybrid propulsion

9:00am-1:00pm – Power management

Dr Russel Marvin, CEO, LC Drives, USA

9:00am – Towards a common system for zero-emissions ships

9:30am – Designing the green vessels of the future: a solution to energy efficiency improvement and emissions reduction for electric and hybrid marine propulsion

DAY 2 THURSDAY, JUNE 28

2:45pm – Evaluating the o perational and business cases for battery technology  Andrew Mcintosh, Mcintosh, senior innovation innovation manager technical innovation, AP Moller-Maersk, Denmark

3:15pm – Thermal management for reducing battery aging  Adrian Heuer, researcher, Fraunhofer ISE, Germany

3:45pm – Battery-hybrid vessels: optimized sizing to fit the application Dr Susanne Lehner, head of hybrid and battery systems, MAN Diesel & Turbo, Germany

4:45pm – Lithium-ion Fault Tolerant battery systems for marine applications

Moderator: Prof. John Carlton, professor of marine engineering, City University London, UK

9:00am – Smart power and automation system for a lightweight full-electric full-electr ic passenger vessel Frode Skaar, director, Westcon Power & Automation, Norway

9:30am – Multidomain methods to better understand and verify  vessel power requirements requirements John Koopman, president, Propulsion Data Services, USA

10:00am – The innovative Power TakeOff and Power Take-In – its intricacies Dr Makhlouf Benatmane, marine navy solutions leader, GE Power Conversion, UK

managementt 11:00am – Agile power managemen systems for marine vessels Dr Chris Watts, technology acquisition lead, Babcock DST, UK

11:30am – Hybrid energy and propulsion system for vessels in timetabled operation Martin Einsiedler, head of naval architecture and engineering, Shiptec, Switzerland

Moderator Prof. John Carlton, professor of marine engineering, City University London, UK

Dr Aaron Sathrum, engineer, General Atomics, USA

12:00pm – Nanocrystalline cores for reduction of EMC in ship propulsion

5:15pm – Improved safety of lithiumion batteries through smarter sensing

11:00am – FC Green: the fastest fuel cell ferry in the world?

Steve Cummings, senior applications engineer, Nexceris, USA

Dr Wulf Günther, manager, magnetic components, ACAL BFi, Germany Zoran Malbasic, designer, conceptual design and consultancy, Alewijnse Marine Nijmegen, Netherlands

Magnus Eriksson, CEO, Echandia Marine, Sweden

11:30am – ABB fuel cell systems for shipping Dr Sami Kanerva, senior principal engineer, ABB, Finland

5:45pm – Safe by design: the new standard in energy storage systems Walter van der Pennen, development manager, EST-Floattech, Netherlands

12:30pm – Optimal energy management strategy for hybrid-electric vessels Dr Truong Quang Dinh, assistant professor,, Warwick Manufacturing professor Group – University of Warwick, UK

www.ElectricandHybridMarineWorldExpo.com

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DAY 3 FRIDAY, JUNE 29

SPEAKERS!

8:30am-12:50pm – Concepts, case studies and innovation Moderator James Fanshawe, chairman, UK MASRWG, UK

 2:0 0-5:30  2:00-5 :30pm pm – Power management

8:30am – The battery-powered fleet Sondre Henningsgård, managing director, Maritime Battery Forum, Norway Presentation description unavailable at press time.

Moderator Prof. John Carlton, professor of marine engineering, City University London, UK

world’ss largest 9:00am – The world’ electric vehicle – dream to reality Chris Kruger, CTO, PBES, Norway

2:00pm – The inductive charger Ingve Sorfonn, chief expert, power conversion, Wärtsilä, Norway

9:30am – Next-generation electric propulsion system on a zero-emission ferry Massimo Mantovani, industry manager – marine, Nidec Industrial Solutions, Italy

2:30pm – Standardization of hybrid systems for high-performance applications Dr Gerhard Filip, senior manager, MTU Friedrichshafen, Germany 3:00pm – Safe application of DC grids and hybrid battery systems Helge Vandel Jensen, development manager, Danfoss Drives, Denmark 4:00pm – Battery integration on diesel-electric ships through the propulsion converters’ DC link  Iñigo Atutxa, technical director – industry and marine drives, Ingeteam, Spain 4:30pm – Testing power electronics control units Matthias Deter, group manager engineering, dSPACE, Germany 5:00pm – Integrating maritime power system design and testing using Controller Hardware-in-the-Loop Matt Baker, director for microgrids and critical power, Typhoon HIL, USA

10:20am – OV Ryvingen: innovation in hybrid multipurpose vessels Bjørn-Erik Osmark, technical specialist – power system integration, Rolls-Royce Marine, Norway; Kristian Eikeland Holmefjord, technical specialist – product introduction, Rolls-Royce Marine, Norway 10:50am – The Greek hybrid RoPax case: from ‘ferrytale’ to reality Panayotis Mitrou, technology and innovation manager, marine and offshore, south Europe, Lloyd’s Register, Greece 11:20am – First commercial module and battery fishing boat in the world Francois Bosse, vice president – administration, administrati on, Ocean Marine, Canada 11:50am – Zero-emission urban public transport passenger boat Federico Casagrande, motor engineering design supervisor, Moog Italiana, Italy

FREE DRINKS NETWORKING PARTY IN EXHIBITION HALL! HALL ! Thursday, June 28: 5:30-7:00pm All delegates, speakers and exhibitors are invited to attend our complimentary networking evening!

SEE THE AWARDS PRESENTED LIVE  AT 1:15pm, FRIDAY,, JUNE 2 9! FRIDAY And the best electric and hybrid marine technologies are… are…? ?

12:20pm – A concept for a parallel hybrid propulsion system Niklas Thulin, director – electromobility,  Volvo  Vol vo Penta, Sweden Sweden

 2:0 0-4:00  2:00-4 :00pm pm – Conc Concept epts, s, case studies and innovation Moderator Nick Lambert, director, NL Associates, UK

2:00pm – Hybridization of research vessel propulsion Marko Loisa, business manager, Protacon Technologies, Finland 2:30pm – Ellen: A 100% electrically powered ferry for passengers and vehicles Hanna Huppunen, director – customer service, Danfoss Mobile Electrification, Finland 3:00pm – Fully electric production pleasure boat Dr Japec Jakopin, CEO, J&J Design, Slovenia; Dr Christoph Ballin, co-founder and CEO, Torqeedo, Germany 3:30pm – The USA’s first electric ships Jon Diller, development manager, Spear Power Systems, USA *This program may be subject to change 

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27 � 29 JUN J UNE E 2018 AMSTERDAM, THE NETHERLANDS NE THERLANDS

The path towards unmanned shipping...  The interna internationa tionall conferen conference ce dedicat dedicated ed to discussing the challenges and opportunities of increased automation and autonomy in the maritime sector  The A utonom ous S hip Technology Technol ogy Sympo Symposium sium brin brings gs togeth to gether er ship s hip designers, fleet owners, naval architects, classification societies, equipment manufacturers and maritime research organisations to discuss and debate the technological, regulatory and legal developments necessary to make autonomous and unmanned ships a reality. ReVolt : ©DNV GL

Leading experts from around the world will present their views and current findings, creating a unique opportunity to exchange ideas and network with this pioneering community of maritime engineers.

Brought to you by the publisher of:

ONE CONFERENCE PASS NOW GIVES YOU ACCESS TO  AL L EV EN TS !

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Topics under discussion

• Autonomous navigation technology • Automate Automated d onboard systems • E-navigation • Automation software • Maritime remote remote control control technology • Potential economic benefits benefits

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Legal implications Environmental impact Maritime regulations Simulation Testing and validation Piracy Cybersecurity Impact on maritime maritime workforce workforce

• HMI • Maritime insurance • Case studie studiess and research projects • Remote satellite communications • Reliability testing testing of software and hardware systems

For more information about the Autonomous Ship Technology Symposium 2018, please contact Samuel Gee, conference director: [email protected]

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www.autonomousshipsymposium.com

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DAY 1 WEDN 1 WEDNESDA ESDAY Y, JUN JUNE E 27

9:00-11:00am – Keynote presentations Moderator James Fanshawe, chairman, UK MASRWG, UK

9:00am – The future of maritime autonomy: an operators perspective P Michael A Rodey, senior innovation manager, AP Moller-Maersk, Denmark

9:30am – Advancing maritime autonomy – global ecosystem activities

The path toward unmanned shipping… shipping… The world’s first international conference dedicated to discussing the challenges and opportunities of increased automation and autonomy in the maritime sector

Päivi Haikkola, ecosystem lead, DIMECC, Finland

10:00am – Government/industry partnerships to speed up autonomous ships to market Raphaël Fabian, EU affairs officer, Rolls-Royce, Belgium

10:30am – Gradual development toward autonomous ships Dr Kalevi Tervo, global program manager, ABB Marine, Finland

11:30am – Panel discussion: Developing autonomous shipping James Fanshawe, chairman, UK MASRWG, UK Matthew Crane, head of maritime technology and innovation, Government Department for Transport, UK Raphaël Fabian, EU affairs officer, Rolls-Royce, Belgium Johan Gahnstrom, senior marine manager, Intertanko, UK Svein David Medhaug, project manager, Norwegian Maritime Authority, Norway Mike Piskur, program manager, Great Lakes St Lawrence Governors & Premiers, USA Erik I Tvedt, special advisor, technical regulation Danish Maritime Authority, Denmark

 2:0 0-5:30  2:00-5 :30pm pm – Navi N avigat gation ion and positioning challenges Moderator James Fanshawe, chairman, UK MASRWG, UK

2:00pm - Connectivity, autonomous navigation system and a combined simulator for research Dr Marko Höyhtyä, senior scientist, research team leader, VTT Technical Research Centre of Finland, Finland Image: Rolls-Royce Marine

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2:30pm – Sense and avoid in high-traffic areas Bruno Sourice, unmanned surface vehicle architect – SIREHNA, DCNS Research, France

3:00pm – Different navigation strategies for an unmanned vessel Sigurd Underhaug, project manager, intelligent vessel projects, Wärtsilä Ship Design Norway, Norway

4:00pm – Toward a framework for assurance assuranc e of autonomous navigation systems in the maritime industry  Andreas Brandsæter, Brandsæter, researcher, researcher, DNV GL, Norway

with autonomous systems Richard Daltry, technical director, ASV Global, UK

10:00am – The mariner in the age of automation

Michael Johnson, CEO, Sea Machines Robotics, USA

Gordon Meadow, associate professor/chair MASSIG IMarEST, Southampton Solent University, UK

 2:0 0-5:30  2:00-5 :30pm pm – Situational awareness and decision support Moderator Nick Lambert, director, NL Associates, UK

Klaas Visser, assistant professor, marine engineering, Delft University of Technology, Netherlands

2:00pm – Sea Hunter and maritime autonomous behaviors

5:00pm – Autonomous marine navigation in GNSS-denied environments

2:30pm – Sensor design choices for precise maneuvering maneuver ing and situational awareness

Geraint West, global business manager – oceanographic, Sonardyne International, UK

Russ Miles, CTO, Guidance Marine, UK

9:00am-12:30pm – Concepts, case studies and innovation Moderator Nick Lambert, director, NL Associates, UK

9:00am – The costs and benefits of various degrees of autonomy: a case study Dr Henry Robinson, technical director, H-Scientific, UK

Dr Tim Barton, maritime chief engineer, Leidos, USA

3:00pm – Autonomous ship technology: a new approach to sensor visualization Ralph Dodds, program lead – innovation and autonomous systems, Atlas Elektronik UK, UK

4:00pm – Verification of the communication environment for remote control of ships Prof. Etsuro Shimizu, professor, Tokyo University of Marine Science and Technology, Japan

4:30pm – Autonomous vessels and why humans remain in the loop  Vegard Evjen Hovstein, Hovstein, CEO, Maritime Robotics, Norway

5:00pm – A self-awareness system for autonomous ships

9:30am – Unmanned systems evolution: from aircraft to ships

Dino Mandic, founder and CEO, SailRouter,, Netherlands SailRouter

 Adam Ehart, chief chief engineer, engineer, unmanned maritime systems, Textron Unmanned Systems, USA

DAY 3 FRIDAY, JUNE 29

10:00am – Smart Marine: the future of shipping is now  Andrea Morgante, Morgante, head of digital, digital, marine solutions, Wärtsilä, Norway

9:00am-12:30pm – Best practices

11:00am – FernSAMS: Fully remotely controlled tugboat concept including autonomous assistance

Moderator John Haynes, managing director, Shock Mitigation, UK

Hans-Christoph Burmeister, group manager – sea Hans-Christoph traffic and nautical solutions, Fraunhofer Center for Maritime Logistics and Services CML, Germany

9:00am - Interaction between manned and unmanned ships

11:30am – Demonstrating the safety case for international transits transits

Stein Oro, vice president, Inmarsat Maritime, Netherlands

12:00pm – Value of autonomy measured through operations on multiple commercial vessels

4:30pm – An innovative propulsion approach toward reliable navigation and position keeping of autonomous ships

DAY 2 THURSDAY, JUNE 28

9:30am – Inmarsat: autonomous ship

Dr Sauli Ahvenjärvi, principal lecturer, Satakunta University of Applied Sciences, Finland

Prof John Cross, professor, Marine Institute of Memorial University, Canada

11:00am – Strategies for the realization of autonomous vessels in Korean shipyards Dr Sewon Kim, senior researcher, DSME (Daewoo Shipbuilding and Marine Engineering), Korea

11:30am – Autonomous vessels on inland waterways  Ann-Sofie Pauwelyn, Pauwelyn, RIS project leader – smart shipping, De Vlaamse Waterweg NV, Belgium

12:00pm – USVs in narrow channels: obstacle avoidance systems developments  Aditya Nawab, Nawab, CEO, CEO, Robosys Autonomous Unmanned Systems, United Arab Emirates

 2:0 0-4:00  2:00-4 :00pm pm – Legal Le gal and regulatory frameworks Moderator John Haynes, managing director, Shock Mitigation, UK

2:00pm – Rolls-Royce autonomous COLREGcompliant collision avoidance: breakthrough result analysis of latest collaboration studies Iiro Lindborg, general manager – remote and autonomous operations, Rolls-Royce, Finland

2:30pm – Autonomous ships: how to clear the regulatory barriers Bjarke Holm Hansen, attorney, CORE Advokatfirma, Denmark

3:00pm – Beyond Colregs: wider legal considerations associated with autonomous vessels Mark Johnson, counsel, Reed Smith, UK

3:30pm – Autonomous vessels on the not-so-distant horizon: a regulatory framework analysis Sean Pribyl, attorney, Blank Rome LLP, USA

*This program may be subject to change 

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⠿ COATINGS

Airless spraying

The airless advantage Marine coatings and methods of applying them are evolving to meet environmental and performance requirements

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here are three specific trends relevant to today’s marine coatings industry. The first and perhaps most important is t he continued move away from solvent-based coatings. Solvent-based Solvent-b ased coati ngs have been widely used for decades. However, recent environmental legislation is driving companies to switch to water water-based -based alternatives. The reason is that during the drying process, solvents used in coatings evaporate, releasing volatile organic compounds (VOCs) that have a toxic i mpact on the environment. Technological advances are enabling water-based water -based coatings to increasingly replace solvent-based paints. paints. These coating s dry  thro ugh the evap oratio n of the w ater. Duri ng  the dr yin g proces s, the d ispers ed par ticle s fuse to form a film. As well as being environmentally friendly, with 98% fewer VOCs than solventbased coatings, water-based coatings require no special ventil ation because there is a complete lack of hazardous fumes. Th is attri bute is particularly beneficial for the marine industr y, for example example when coating  the in side of t ank s. Moreover, it a lso mea ns  that e quipment can be cle aned w ith wate r rather than solvents. Both these factors avoid

 the addit ional cost s incu rred wi th solv entbased coatings.

High-performance coatings Another trend is that the market for highperformance anti-corrosion coatings is booming. It is expected to g row at a rate of 4.8% between 2015 and 2023 to reach a value of US$18.22bn. These innovative coatings provide a barrier against corrosion for substrates that are frequently subjected  to the ha rsh cor rosive co nditi ons of ten experienced in marine environments. In  terms o f demand , epoxy co atin gs accou nt for over 55% of the global high-performance anticorrosion coati ngs market. However, acrylic coatings are the fastest-growing product segment. Some of the latest products in th is area use nanotechnology to create protective particles that fill i n all the microscopic surface imperfections and bond together. The result is a smooth finish over the tiny invisible holes and cracks that are present in even the cleanest, newest boats. The smooth surface prevents algal growth, and resists exhaust marks, oily st reaks, glue residue and other dirt. These products can a lso be used to protect upper deck surfaces from ultraviolet exposure and oxidization. Using

 these co ati ngs al so reduces cleani ng, which saves maintenance time and costs. Finally t here is a trend to develop develop hull coatings for sub-zero conditions. In the harsh polar environments, temperatures can drop to well below -122°F (-50°C). Special hull coatings a re indispensable to improve a vessel’s performance in ice, maintain its speed, and also contri bute to reducing fuel consumption and costs. When applied to the hull, these special coatings make it smoother, reducing reducing the chance of ice accumulation. Specialized coatings are also availa ble that have considerable resistance to ice abrasion and impact wit h icebergs. They are therefore beneficial to vessels such as icebreakers, which are required to spend a long time in ice-covered waters. Cruise ships are increasingly popular for Arctic and Antarctic voyages, so these also need to be treated with coati ngs for sub-zero temperatures.

The need for airless The most important and efficient method for the application of heavy-duty marine coatings is airless spraying. Th is is because  the pai nts are ba sed on 100% volume so lids and require high-ratio pumps. Other reasons for the use of airless spraying are related

COATINGS ⠿

 to the l arge si ze of ves sels a nd the need to apply coatings at the correct thickness. As the name implies, this is a technique of spray application that does not rely on  the mi xing o f the pa ints w ith a ir to prov ide atomization. Instead, mixing is achieved by forcing the paint through a specia l tip at very high pressures of around 175-245 175-245 bar (17,500,000-254,000,000 (1 7,500,000-254,000,000 Pa). This very hi gh pressure is provided by a pump driven by an air motor. The pump unit requires a supply of compressed air. Pumps are available with compression ratios from 20:1 up to 60:1, which means that wit h an input air pressure to the motor of 5.6 bar (560,000 Pa), the maximum paint pressure at the gun would be 112 bar (11,200,000 Pa) and 338 bar (33,80 0,000 Pa) respectively. These are very high pressures, which means stri ngent safety precautions are necessary. A key component of an a irless sprayer is  the t ip, which is usual ly made f rom tu ngsten carbide. It consists of an ori fice, into the front of which is cut a V-groove or slot. Tips can be obtained with dif ferent orifice diameters and slot angles, and t he tip must be chosen according to the properties of the paint, the required wet film thickness per coat and the shape and contours of the job. Because of their small size, there are often problems with the tips becoming

blocked. In the past this necessitated taking  the t ip off t he gun a nd clean ing it out, but now it is possible to use a reversible tip. This can be turned through 180° while still attached to the gun, which enables a burst of paint to force out any obstruction in the tip. Tips will wear, especially when using abrasive paints such as zinc silicates or micaceous iron oxide pigmented materials. It is therefore important to check that wear is not excessive. High paint usage or poor atomization can be due to a badly worn tip.

Airless sprayer performance Graco’s King airless sprayer product line has been in use for over 60 years thanks to its dependability and durability. The King has recently been revamped to reduce icing potential and deliver low pulsation for improved performance. For example,  therma lly isolated poppets (on t he XL3400 and XL6500 models) are insulated from motor castings that can often drop below freezing freezing  temperatures. The newly designed poppets and external pilot lines virtually eli minate pilot valve freezing that and instant stops. Graco has also redesigned the poppets  to improv e relia bili ty a nd seal ing. T he passages are also much larger, making  them more re lia ble and eas ier to ser vice,  troubl eshoot and replace. C ustomer re quest s

for a smoother changeover and no pressure drops have also been incorporated in the King. A high intake/exhaust capacity in  the ai r valve lead s to a fas ter, smoot her changeover,, and elimi nates the annoying changeover minor blemishes in the finish. A powerful new air motor enables the use of multiple guns with almos t no perceivable perceivable pulsation. A mani fold has been designed  to simpl ify t he ins tal latio n of mult iple guns. With more powerful and ef ficient changeovers, the ability to s pray with up to six guns is now possible. The King airless sprayer also incorporates the MaxLife pump lower,, which is designed for robust ness and lower reliability. Key featu res include the exclusive MaxLife sleeve rod, long-life ceramic balls for versatility and a standard two-li ne outlet. The King sprayer is available with an XL3400, XL650 0 and XL10000 motor. Output per cycle varies between 180cc and 430cc; output at 60 cycles per minute varies between 11 and 25.5 l/min (2.4 - 5.6 gal/m in). The maximum working pressure is 500 bar (50,000,000 Pa). \\

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⠿ EVENT PREVIEW

Greece, June 4-8

Posidonia 2018 on track to be biggest ever

Visitor and exhibitor numbers at the Posidonia maritime event, being held June 4-8 in Athens this year, are expected to be the highest ever

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osidonia 2018, which will be held in Athens on June 4-8, is cruising fullspeed ahead to yet anot her recordbreaking year, confirming its leading position among mar itime events worldwide. While space booking s have exceeded all previous records, the event’s organizers predict that over 1,850 companies will showcase their products and services at  thi s year’s event a nd visi tor numbe rs are expected to rise to 22,000. The increased demand for participation at the world’s world’s most prestig ious mariti me exhibition is derived from a st rong Greek order book for new-builds and upgrades to  the exi sti ng fleet. “Posidonia’s strength and appeal is drawn by the collective quality and reputation of its exhibitors, delegates and visitors, who commit funds and resources every two years to be part of a signature industry event that is a true celebration of everyth ing shipping st ands for,” says Theodore Vokos, executive director of Posidonia Exhibitions,  the event ’s organi zer. Over 260 ships built to high specs, with many of them Tier II and T ier III compliant, were on order for Greek interests at the start of 2018. The spending spending spree is also regulation-driven and stems f rom the recent

ratification of the ballast water treatment  treat y and t ype approva ls by t he US Coas t Guard, as well as new regulations regardi ng SOX and NOX emissions and monitoring, reporting and verification requirements, which have increased investment in scrubbers, and the digitalization of operations. With Greek interests running the most modern fleet globally, compliance wit h new environmental regulations is a must for Greek shipowners. Once more the Posidonia exhibition space will be dominated by a tota l of 20 national pavilions including the leading shipbuilding nations, such as t he Far Eastern power houses of China, Japan and South Korea. Maritime centers such as Hong Kong, Singapore and Dubai wi ll once more present  their r ange of s ervic es. Lon g-sta nding exhibitors including the USA, Denmark a nd Holland will field a greater presence than before. Newcomers include landlocked Luxembourg and agricultural economies like Georgia. Poland will also m ake its debut at Posidonia this year. Among the new highlights a re the Greek pavilion organized by HEMEXPO, the association of Hellenic Marine Equipment Manufacturers and Exporters, and a second Greek pavilion organi zed by the Worldwide

Industrial & Marine Association (WIMA), representing Greek companies active in the  fields of s hip con str ucti on, spa re par ts and supplies, technical and general services, and marine equipment manufacturing. Furthermore, Saudi Arabia’s state oil company Saudi Aramco, and its partners Lamprell, the National Shipping Company of Saudi Arabia (Bahri) and Hyundai Heavy Industries, have chosen Pos idonia 2018 for the global unveiling of its International Maritime Industries (IMI) joint venture, created to develop one of t he world’s world’s largest full-service maritime facilities. The Posidonia conference and seminars program wil l once more include over 40 conferences, product presentations,  techni cal se min ars and pre ss con ferences. The conference program program will st art wit h the prestigious Tradewinds Shipowners Forum, which will tackle current the most important issues facing shipping. Posidonia 2018 will take place on June 4- 8 at the Athens Metropolitan Expo. \\

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MACHINE LIFE EXTENSION ⠿

Electroplating

The protection question

BELOW: Selective plating of a large bearing housing to resize the internal diameter for a bearing fit

Electroplating conducted in situ  can Electroplating  can provide lasting protection for components and reduce maintenance costs Derek Vanek, technical manager, SIFCO Applied Surface Concepts

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ay in, day out, ships are subjected  to ext reme condi tions : salt water, high temperatures, wear, corrosion and fatigue. It’s no wonder the shipyard is a welcome sight. T he problem is, every second a vessel spends in the shipyard is one when it’s not creati ng value or safeguarding nationa l security. In the USA alone, investment in shipbuilding has grown steadily, with gross output in 2013 topping US$28bn. With these figures, it’s crucial to minimize the often-inevitable downtime. Continuous vibration, extensive wear, steam cuts and corrosion can all cause serious component damage. Using the  trad ition al met hod of ta nk plat ing for re pair can result in extensive downti me due to disassembly of components, transportation from the shipyard to the plating faci lity, and reassembly after t he repair. When every second of downtime counts, cost s mount up. There’s There’ s also the quest ion of flexibility: when a component fails at sea, it needs fixing fast, which is why portability adds value.

Making protection portable The answer lies in select ive plating – a process pioneered by SIFCO Applied Sur face Concepts (ASC). The SIFCO Process uses portable equipment to electroplate areas of worn or damaged components. Localized areas on components of a ny shape or size can be reliably coated with a full range of high-performance materials for corrosion, wear, hardness, refurbishment or dimensional restoration, lubricity, and more. A key concern for any metal addon process is adhesion. But tested in accordance with ASTM C6 33-79 Standard Test Method for Adhesion or Cohesive Strength of Fla me Sprayed Coatings,  the SI FCO Proc ess depos its excee d the cohesive strength of t he cement. For example, the minimum tensile strength value established at the point of cement failure during testi ng for nickel high speed

is 22,803kPa (11,200psi) on an SAE 4130 steel base material. Additional qualitative  test s, as des crib ed in AM S-QQ -N-290, were conducted, in which the plated areas were subjected to high stresses and strains. These results also s howed excellent excellent adhesion. Beyond adhesion, however, the main benefit of the SIFCO Process is portability. Only four elements are requi red: a power pack, plating tools, plating solutions and a trained operator. Unlike tank plating, selective plating can be performed in situ. It can be brought into the shipyard, aboard vessels, or anywhere it’s needed to enhance or repair components. The process can be performed by certified technicians and engineers after training, and the portable equipment facilitates machine shops at the point of repair. The process – which carries approvals from the American Bureau of Shipping, MIL-STD 2197(SH) and NAVSEA – uses only  the req uired m ateria l. There’s mi nim al

disassembly or transportation and minimal masking and post-machining; just a quick process that extends maintenance intervals and service life.

Better on board The naval forces of the USA, UK and Japan have all adopted the SIFCO Process to keep  their ve ssels movi ng. Now, more com mercia l shipyards are opening up to selective plating for minimizing downtime – getting their ships back out there, and keeping t hem protected, when and where it’s needed most. The SIFCO Process saves engineers and  techni cian s thous ands of dolla rs every y ear by reducing downtime, turnaround time a nd investment in new equipment. \\

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⠿ INSPECTION

Thickness gauging

A tool for the times The evolution of ultrasonic thickness gauges has been shaped by available technologies technologie s and the changing requirements of the marine sector

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ygnus Instruments was founded in 1983 by George Edes, a mari ne surveyor and commercial diver whose family escaped from postWorld War War II Russian-occupied Hungary and settled in the UK. In the late 1970s, before he started Cygnus, Edes founded and operated a marine survey and inspection operation, Surtest. While running Surtest he was forced to use large, heavy oscilloscopes. Realizi ng that the work could be carried out more effectively, Edes, with  the as sis tance of a part ner, produced his first ultrasonic thickness gauge,  the Sur test SP 3. The next product Edes developed was so well focussed on meeting the specific requirements of the marine industry that it endures in almost exactly t he same form 35 years later.

As Edes had done the thickness gauging job himself for many years, it is no surprise  that t he Mk1 Cyg nus 2 was a n extrem ely well-designed piece of equipment. Relatively small and light by the standards of t he early 1980s, it was waterproof, had a long battery life and was extremely simple to operate. The gauge also featured an LED ‘end-display’. ‘end-display’. The Cygnus 2 was an immediate hit with mar ine surveyors who previously had lugged the same, large oscilloscopes i n and around ships for years. Thanks to its innovative end-display, the thickness gauge could now be worn on a belt, tucked into a chest pocket or slung easily around the neck. This made things much easier when walking o n deck or crawling through a double-bottom hull, and also made the unit better suited to rope-access applications. Not only was the Cygnus 2 gauge the  first u nit to b e ergonom ical ly desig ned for

 the ma rine i nspec tion i ndustr y, at its hear t was an entirely novel ultrasonic technique  that C ygnus c alle d ‘mult iple echo’. All ot her  thick ness gauge s avai lable i n the 1980s u sed a twin-crys tal probe and single echo, but Cygnus developed and pioneered the use of a single-crys tal probe and three echoes. Although it is more dif ficult to implement in a device, the multiple-echo technique has several critical advantages over the use of a single-echo gauge. The first benefit of Cygnus’s multipleecho technique is that thick coatings (up  to 20m m or 0.8i n thic k) can be com pletely ignored by disregarding the first return echo, which includes includes the coating t hickness. The eliminat ion of the requirement to remove protective coatings naturally yields big savings in bot h time and money. Second, when the Cygnus gauge is being operated, it is ‘listening’ for t hree back-wall back-wall

INSPECTION⠿

FAR LEFT: The end display on t he gauge makes it suitable for rope access applications LEFT The Mk1 Cygnus 2 gauge was released almost 35 years ago, while the latest iterations include a version for divers and more robust and compact units

Datalogging versions of the Mk5 range are supplied with CygLink software. This allows measurements and A-scans to be  tran sferred f rom the ga uge to the s oft ware for later interrogation, a nd uploaded into a spreadsheet or reported as a PDF. The gauges are supplied with USB cables or Bluetooth to transfer readings into si mple, effective reports that ca n be handed to customers as PDF files. Cygnus Mk5 gauges are built to be extremely robust, providing providing maxi mum strength and environmental protection. They are all IP67 environmental ly rated and have passed stringent military standard testing (US MIL-STD-810G).

Below the waterline

echoes, instead of just one, to return to t he probe. When the three consecutive echo signals h ave been detected, the Cygnus gauge ignores the first echo and measures  the t ime bet ween the s econd and t hird echoes to calculate the material thickness. This matching of echoes ensures the highest possible accuracy of measurements. Finally, with a Cygnus single-crystal probe, which is used with gauges in multipleecho mode, there is no ‘V-path error’. A twin-cr ystal probe sends and receives  the ul tras ound into and back f rom the material being measured. The sound is sent in and received on an angle – or on a “V” shaped path. With a single-crystal probe, the same crystal sends and receives  the ul tras onic si gnal direc tly st raight into and back from the material. The result i s an increase in accuracy of the measurement  that has been t aken w ith t he Cygnus singl ecrystal multi echo method. These three att ributes combined were the reasons that IACS (International Association of Classification Societies) has specified that only “digital instruments using multipleechoes, single-crystal techn ique” (IACS UR z17 Rev.12/2016) may be used on coated surfaces during inspect ions. As the use of a flaw detector is overkill for 0° thickness readings, Cygnus thickness gauges –

particula rly the Cygnus 2 model – have been a popular choice for the marine industry for well over three decades.

Modern thickness gauges In 2015, Cygnus released the Mk5 range of surface-based ultrasonic thickness gauges. This latest range consist s of five models, offering a w ide array of features. Crucially, every Cygnus gauge is still built around  the com pany’s found ing co ncepts of being simple to use, hugely rugged and, of course, accurate when taking measurements. To that end, all Cygnus gauges still have multiple echo as st andard. However, However, Cygnus customers can now, if they choose, also add  tw in-cr ysta l probes to t he unit . Alt hough  the mul tiple -echo tech nique i s always recommended as the first choice when carrying out inspections, single-echo and echo-echo modes have been i ncorporated for measuring metals with extreme front-face and back-wall corrosion. The single-echo mode is also useful for attenuative materials and specific geometry as well as for a wide range of plastics and some composites. Another element incorporated within  the Mk 5 gauges i s an A-sca n, to help t he  techn icia n to veri fy t rue back-wal l readi ngs in difficult measu ring applications, and when not using multiple echo.

In the early 1980s, at the same time as  the Cyg nus 2 was be ing w idely adopted by inspection technicians and engineers around the world, Cygnus’s two other uniq ue and original product li nes were being introduced to the market: a n underwater  thick ness gauge a nd an int rins ical ly safe  thick ness gauge. Acceptance and success in t he inspection environment below the waterline drove Cygnus Instruments to a lso develop a range of ROV-mounted (remotely operated vehicle) thickness gauges. And as UWILD (underwater inspections in lieu of dry docking) are increasingly accepted by  the clas sifica tion s ociet ies, Cyg nus has continued to keep pace and develop its subsurface range of thickness gauges. In 2010, Cygnus launched the Cyg nus DIVE – a wris t-mounted unit for commercial divers, depth rated to 300m (984ft). This latest model brought a l ive A-Scan display,  twi n-cry sta l probes a nd datal oggi ng to  the under water ran ge, enabl ing t his nex tgeneration subsea unit to become more versatile and useful in a w ider and more  techni cal sc ope of appl icati ons. Cygnus remains focused on the industries from which it was born. This has allowed the company to conti nue to develop and innovate with clarity of purpose, and produce equipment that is rugged, si mple, accurate and extremely effective. \\

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⠿ SURFACE PREPARATION

Chain drum machines

Coating removal made easy Feedback from users has made the latest generation of chain drum machines lighter and more maneuverable, as well as more powerful Glenn Vanbraba Vanbrabant, nt, Rustibus

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he Norwegian-made Rustibus mechanical de-scaling machines are assembled by hand and a re a result of years of R&D and i ndustry experience gained by staff going on board as much as possible to demonstrate the correct use of the equ ipment. Direct contact wit h the crew members who are using the machines gives them knowledge about how to operate them efficiently. It also gives Rustibus valuable information about customers’ experience of regularly using the machi nes, so the products can be i mprov mproved ed fur ther. A better product makes it easier to ef ficiently maintai n the qualit y of a company’s company’s fleet. On the other hand, improving sometimes means st icking to proven successes and not getting ahead of ourselves by think ing bigger is better. For example, the R2000 descaling machi ne is the king of the Rustibus range. It has a realis tic working capacity of up to 30m² and requires only one crew member to operate, even while at sea. Creating a bigger, more powerful machine would make it less easy and efficient in daily use. The R2000 is big enough and has proved its value and user friendliness over  the year s. However, alt hough it is n’t gett ing larger, new safety features and eco-friendly solutions for it wil l be developed.

When less means more Sometimes a de-scaling machine offering just a little less tha n the R2000 better reflects a customer’s needs. Rustibus’s current bestseller, the R1200, is more economical, while still offering the same results as the R2000. It wil l not work as quickly as ‘the king’, but it is lighter, which reduces freight costs and ma kes it easier to move around on  the sh ip. As ship design is evolving, and capacity and efficiency gai ns have become key factors, Rustibus has developed the R1600, which better reflects the design trends for

LEFT:

The R2000 has a working capacity of 30m² and is the largest in Rust ibus’s range of de-scaling machines

ships. The all-round machine is only 25% less powerful than t he R2000 but has more  tha n double the power of the R1200. The R1600 has been designed to overcome the constraints of t he R1200, R1200, which is slightly limited in its maneuverability on vessels with lim ited access because the engine is mounted on the side of the machine. The R1600’s motor is positioned on top of the machine, similarly to the R2000, allowing it to move even more freely around narrow edges. The R1600 is suitable for use in l arge areas with t he advantages of a machine better suited for more detailed work. Other improvements featured in the R1600 R1 600 include a slim line handle and t he

narrow profile edge, and improvements to  the di sposa ble chai n drum . The dru m sti ll uses Rustibus’s patented chain-link system, but is assembled in such a way that it no longer requires a shaft. The drum i s now also able to function as its own shaft, which improves user-friendliness. user-friendliness. Furthermore,  there is l ess wea r and tea r and so t he drum requires fewer spares, which improves its cost efficiency. \\

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COATINGS⠿

Corrosion protection

A smarter approach Challenging production environments have led to an evolution in rust prevention and corrosion maintenance strategies Ken Rossy, HoldTight

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ueled by growing environmental concerns and stringent regulations,  the new st andard s of mai ntenance, sustainability and technology have prompted wider use of sa lt-remo lt-removal val and r ustprevention solutions. In HoldTight’s 30 years of business, the exposure a nd environmental conditions that it s projects are subjected to have changed dramatically. New challenges are pushing t he firm to continuously evolve  to deliver q uali ty solut ions. The company’s flagship product, HoldTight 102, has recently proved its benefits for two extensive projects in very distinct environments.

North Sea application The North Sea is regarded as one of the most challenging environments for oil and gas exploration and production. The severe conditions demand that corrosion engi neers and safety managers try to mitigate risks  throu gh the use of proper ins pect ions and preventative preventativ e maintenance. HoldTight 102 was used on a North Sea project where ground and purified glass was used as the abrasive in a wet-slurry blasti ng setup, to which 2% of 102 was added for spot blasti ng. In that project, approximately approximately 180 stainless-steel st uds welded onto carbon-steel platforms, which had not been  treate d properly, were producing ga lvanic

and under-creep corrosion. The project corrosion specialist reported that t he product was very effective in terms of blast cleanliness a nd blast efficiency, as well as cleanliness retention. Results such as this have a considerable impact by extending  the st ruct ural l ifecycl e and yield ing a s trong return on investment for the company.

Storage tank solution On the other side of t he globe, in the heart of the USA’s Permian Permian Basi n, engineers and operations managers face different environmental challenges with salt, rust a nd corrosion. Secondary containment systems and storage tanks are often crit ical for highyield production in the Permian. HoldTight worked worked with a steel fabrication plant involved in manufacturing storage  tan ks in West Texas. The c arbon ste el used in manufacturing the tanks can be plagued with contaminants such as grease, rust, cutti ng fluids and mill scale. Although it is  thorough ly blast ed by dry a brasive bla sti ng  technolog y upon arr ival at t he plant, t he steel is prone to rusting duri ng the time it is left unprotected and after being exposed to water in the final sur face preparation stage. With HoldTight 102 added to the deionized water, follow-up testing confirmed  that the ste el was r ust a nd salt /conta min ant free. The additive increased the adhesion

and lifespan of the coating, maintaining the integrity of the steel, which is exposed to harsh elements in the Permian Basin.

Facing fresh challenges Although the challenges in the North Sea and the Permian Basin are quite different,  the bot tom line re mai ns th at corros ion and rust can cause considerable damage  to str uctu res, resu lti ng in cos tly repa irs, expensive downtime, lost production and potentially catastrophic loss. As the industry prepares for new changes and challenges, and as market conditions shift, engineers and operations managers are looking for new ways to increase production while minimizing downtime. By partnering with corrosion prevention experts such as HoldTight, companies can  take a proac tive approach to s truc tura l and equipment maintenance. Such a partnership supports a well-balanced strategy for delivering on commitments to maintenance compliance and sustainabi lity, whether a project is in the Permian Basin, the North Sea or anywhere else around the world. \\

Free reader inquiry service HoldTight To learn more about this advertiser, visit www.ukimediaevents.com/info/mmm NOW! Reader inquiry no. 106

⠿ SHIPYARD PROFILE

Arsenal do Alfeite

Capabilities drive global ambitions The Arsenal do Alfeite shipyard in Portugal is building a sustainable future based on its solid history of carrying out repairs for military and commercial customers

one of the world’s top submarine mast s and systems OEMs, for mast refit and overhaul projects and other fields of mutual interest. This importa nt step will enable AA to use its in-house precision hydraulics capabilities and production capacity for new markets, in partnership with GM. AA also holds a set of certified, dedicated weapons workshops in wh ich  the ma intena nce of mi ssi les, mi nes and  torpedo es is u nderta ken. A f ull we apon systems and sensors workshop is availa ble, capable of ensuring the mai ntenance of a wide range of weapon sys tems, such as missile launchers, guns and radars. The shipyard’s use of vacuum infu sion  techni ques to pro duce compos ites, to gether with a strong design capability, is attracting composite components production work for naval systems. The capabilit y to produce all ty pes of composite production molds is a key factor in this.

Ship and maritime systems design Building on its capabilit y to design and build customized solutions for vessels, AA is aimi ng to expand the provision provision of these design services. It hopes to offer design services not only in naval ship and craft conversion, modification and design, but also for a broader range of maritime systems and solutions. The provision of design services will enable customers to have their designs produced in the most convenient place.

Lifecycle cost approach Due to its experience dealing with  the Por tug uese Navy ’s major clas ses of ships from birt h to grave, AA has the  throu gh-lif e knowled ge that i s requi red  to adopt a l ifecyc le cost (LCC) appro ach  to new-vessel de sign a nd the defi nit ion of maintenance policies and methodologies for other types of craft and ships. This ma rket niche is seldom encountered elsewhere, especially with the level of expertise resident in AA as a sole entit y.

Challenges

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rsenal do Alfeite (AA) has been dedicated to the repair and maintenance needs of the Portuguese Navy since 1938. The shipyard’s focus is on t he repair of military surface ships, submarines and commercial vessels, the building of military and commercial ships, and the execution of industrial ma intenance and integrated logistic support services to national and international customers. AA will perform  the overhau ls of T hyssen Krupp M ari ne

Systems (TKMS) 214 type submarines from this year onward. The consequent reorganization of the shipyard’s workshops and enhancement of its capabilities is perhaps the most challenging project undertaken in the past two decades. A yard with a higher level of efficiency and a progressive approach to the augmentation of technology is emerging. In parallel with the submarine program, AA has established a long-term strategic partnership with Gabler Maschinenbau (GM),

There are tough challenges ahead. Alt hough  the ques t for cont inuous t echnic al and skills developme development nt endures, AA’s focus is to drive productivity to levels that enable an expansion into international markets. The challenge of migrating the  tradi tiona l yard to a lo gis tics hu b must also be overcome. \\

Free reader inquiry service Arsenal do Alfeite

To learn more about this advertiser, visit www.ukimediaevents.com/info/mmm NOW! Reader inquiry no. 107

Maritime Future Summit smm-hamburg.com/mfs

be connect connected ed 3 sept 2018 hamburg Mind the gap – bridging disruptive technologies Digital technologies revolutionise revolutionise the maritime world. What are the benefits in regard to efficiency, security and energy savings? What is needed to turn visions into reality? Advanced thinkers and industry leaders meet at the Maritime Future Summit to share insights and visions for setting the right course.

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⠿ DASHBOARD

Key facts from this issue PAGE

PAGE

4

34

60-80%

of machinery defects can be blamed on human action

“There are good reasons from every angle to perform maintenanc maintenance e only when it is needed”

 US$15bn The estimated cost per year to operators opera tors from fouling on hulls

”Barnacles, mussels and microorganisms cost operators in additional fuel, cleaning, downtime and loss of maneuverability”

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PAGE

10

26

“Some 80% of the port’s quay walls are more than 50 years old”

76km of quay wall at the Port of Rotterdam

13%

The portion of time it was found a support vessel could operate more efficiently on one engine instead of two after analysis of engine data

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40

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20

6 days to complete tank inspections on 14 Aframax oil tankers using a drone, instead of several weeks

“Vibrations signal the first sign of a problem on a main engine. We have been able to detect early engine failure in a hundred different modes”

INDEX TO ADVERTISERS

 Autonomous Ship Technology Symposium 2018 ....... 66 Cygnus Instruments Ltd .................... Inside Front Cover Electric & Hybrid Marine World Expo 2018 ................62 Graco Distribution BVBA .................Outside Back Cover Hamburg Messe und Congress GmbH ................. 39, 79

HoldTight Solutions Inc ...............................................3 Marine Maintenance Technology International Online Reader Inquiry Service ...............................................3 Marine Maintenance World Expo and Conference 2 018 . 17, 18, Inside Back Cover

Posidonia Exhibitions SA ...........................................55 Rustibus NV ................................................................9 SIFCO Applied Surface Concepts .................................9 The Future of transportation World Conference 2018 ..32

T     +   E   X    O   -   F     R   E    H    A    E   -   I   B   T     T     I   T    E   N    I   O    D    N    !    CONFERENCE

27 - 29 JUNE 2018

BOOK  Y OUR C ONF ERENC  E P ASS ONLIN E NOW !

 AMSTERDAM, THE NETHERLANDS

 THE  TH E BES BEST T CONF CONFER EREN ENCE CE YET!

  r   i  d    b NEW AND EXCLUSIVE PRESENTATIONS!   c  &    H  0  y  1  8   !    t  r   i   o  2   c    l  e   E  x  p  ALL-NEW  ALLNEW SPEAKER SPEAKER LINE-UP! LINE-UP!    E   e   r   l  d   e   d    i   i  n  0   1  8   s   o   r   g    a BRAND-NEW SESSIONS!   n   e   W   m   P  O  2   o    l   d   a   r   i  n   r  i    E   X    b   d   a   y The very latest maintenance and repair technologies under discussion    l    M    h    R   L   D   e   O    H Conference rates apply – see website for details

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