Events

Class assistance for proactive green owners and builders

The global shipping fleet must adopt low- and zero-emission fuels to meet the climate goals set by IMO, writes Tore Stensvold. The goal is a 20% reduction in total GHG emissions by 2030, and a 70% reduction by 2040, both relative to 2008 levels, with the end goal of achieving net-zero emissions by 2050.

Ammonia and hydrogen are seen as two likely and possible fuel options. However, the properties of ammonia and hydrogen fuels introduce safety risks related to toxicity and flammability.

In March, DNV issued the whitepaper Safe introduction of alternative fuels – focus on ammonia and hydrogen as ship fuels. Linda Hammer, principal engineer at DNV Maritime, and one of the authors of the whitepaper, tells The Naval Architect that the paper was issued to support and assist shipowners who want to use the fuels before the IMO regulations are in place.

“IMO is working on developing regulations, but it is a long process,” says Hammer. “IMO has issued interim rules for ammonia and will proceed with interim rules for hydrogen. It will take many years before they are mandatory.” She explains that it is still possible to get ships approved with alternative fuels, but the process is more burdensome and time-consuming. One must use the risk-based approval process known as the alternative design approval (ADA) process and the regulatory framework for alternative fuels through the International Code of Safety for Ships Using Gases or Other Low-Flashpoint Fuels (IGF Code).

Hammer says that the exact requirements for the approval process may vary from case to case, depending on the flag administration’s acceptance of available interim guidelines and classification rules as their approval basis, and on factors relating to the design and its maturity.

DNV has aimed to develop ammonia and hydrogen classification rules with prescriptive requirements as far as possible, acknowledging that this will ensure increased predictability for owners, designers, and shipyards. “DNV issued class rules for ammonia in 2021 and for hydrogen in 2024,” Hammer continues. “If the flag administration agrees, those rules can be applied. It is very important that those who are building early contact the flag state to clarify the approval processes and scope – and whether they can use the classification rules.”

So far, only a couple of tugboats and one deep-sea vessel, Fortescue’s Green Pioneer, have been converted and use ammonia as the primary fuel in a dual-fuel engine. “Fortescue used the ADA process,” says Hammer. “We are also working with Eidesvik on the conversion of the [94.9m] platform supply vessel Viking Energy to ammonia operation, using our class rules for onboard installations and equipment.”

Of the global fleet of around 60,000 ships over 1,000gt, 20% account for about 80% of emissions, according to DNV’s Maritime Forecast 2024. This means the most significant impact will come from measures applied to the 12,000 largest ships. Currently, 98.8% of these ships use combustion engines that burn some form of heavy oil or marine distillates.

“It is extremely important that shipyards and suppliers are involved in the design phase,” says Hammer. “Technical safety barriers and safety margins must be incorporated into the plans as soon as the first drawings are available.” Equally important is that the crew knows how to handle the fuels, is aware of the risks and understands the system well to maintain and operate it. DNV recently issued a competence standard for those operating ships that will use ammonia as fuel.

“It’s not enough to build the ships and equipment safely if the crew doesn’t know how to handle and operate it and what to do in a given situation,” says Hammer. “We have extensive knowledge of ammonia-handling because it is shipped as a commodity on large gas carriers. Ammonia is also used as a refrigerant in refrigerated ships and fishing vessels.”

'Henry Schmitz' now cooking on electric

Visitors to Amsterdam will now be able to enjoy fine dining on the water free of smoke and noise, as the relaunched floating restaurant Henry Schmitz resumes operations, following an internal overhaul and conversion to electric power.

The 16.7m x 3.7m saloon boat, originally built in the early 1900s and now operated by Amsterdam Jewel Cruises, has been equipped with an electric motor and battery for zero-emissions dinner cruises on the city’s canals. The boat’s March relaunch appeared to be well-timed: 1 April saw the introduction of new emissions rules for Amsterdam’s inner-city waterways, effectively banning diesel or petrol boats within its canal network – although some exemptions exist for commercial boats with older permits.

Prior to its powertrain overhaul, Henry Schmitz had been powered by a marinised version of an old IVECO Alfo truck diesel engine. The refit, carried out at Shipyard Wed. Brouwer in Zaandam, saw this diesel replaced by an Deep Blue 50i electric motor and a Deep Blue Battery 40, both supplied by e-propulsion specialist Torqeedo. The shipyard removed the diesel and tank, while Torqeedo partner Kenco handled the electric installation and wiring.

Torqeedo tells The Naval Architect that shipwright Martijn Scheerman particularly deserves credit for artfully removing the boat’s wooden superstructure to enable the powertrain swap-out, thus “maintaining the grandeur of the original details”.

With its current engine and battery combo, Henry Schmitz’s weight is now estimated at 28tonnes. The boat can offer dinner cruises for up to 20 guests, accompanied by a captain/skipper and one to two hosts. “There’s a fairly big, copper bar right in the middle, and all tables carry two to three couverts [the plates, cutlery and bread laid out for guests] max, to keep it cosy and intimate,” Torqeedo says. Amsterdam Jewel Cruises adds that the boat will only lay out eight tables max, to achieve the same intimate effect.

The Deep Blue Battery 40 is rated approximately 40kWh and supplies the power required for both the e-motor and the boat’s galley. The battery type was developed to withstand harsh marine environments, with an IP67 waterproof rating and a rugged design, reflecting Torqeedo’s range of maritime applications, including installations aboard powerboats, workboats, water taxis and small yachts.

In terms of performance, “typically, canal cruises through Amsterdam take a leisurely pace – about 5knots or so”, Torqeedo says. “The canals are narrow and congested, and there are lots of things to see. On a typical trip, the guests will come aboard for a welcoming drink at 17:00 and then cruise around until 22:30-23:00 for dinner with a view.” Henry Schmitz usually sails daily, with passenger bookings taken a month or so in advance.

Torqeedo adds that a typical day’s sailing uses no more than 20% of the battery’s charge. The boat is docked overnight for charging. On rare occasions, when the boat ventures farther – such as crossing the busy River IJ to pick up a private party, for example – it will run at full speed, reaching a hull speed of 10knots for about an hour. “Even so, by the end of the day, the boat usually retains 55% of its charge,” Torqeedo says.

Meanwhile, Amsterdam looks set to build on its drive to reduce noise and CO2 emissions: the city has pledged to install a total of 2,500 charging points for electric boats by 2030, meaning that the likes of Henry Schmitz will have easier access to electric power than ever before, regardless of their itineraries.

Bank funding "milestone" for MST Group

UK high-speed boat and RIB-builder Marine Specialised Technology (MST) Group reports that it has secured a £6 million funding package from domestic bank NatWest. Ben Kerfoot, group managing director, tells The Naval Architect: “The funding will be used to finance the build stage of projects that are increasingly larger and more complex, to satisfy the growing needs of the global maritime defence and security markets.”

The arrangement with the bank appears to have been highly cordial. Kerfoot adds: “Working in a specialist industry as we do, NatWest really took the time to understand our business, and we look forward to having this enhanced financial capability to scale our operations and meet rapidly accelerating demand. This is a milestone moment for us.”

Founded in 2002, and currently employing 135 staff at its 35,000m2 waterside facility in Bromborough, Merseyside, MST Group specialises in producing small boats for military clients. In addition to building the boats, the company offers bespoke training for vessel operation, technical support and boat maintenance/repair services, as well as handling spare parts and boat upgrades.

MST Group’s boat lines include the SEABOAT class, the first of which was delivered to the German Coast Guard in 2003. Since then, the company has gone on to secure contracts with the Netherlands’ Defence Materiel Organization (now COMMIT) and the UK Ministry of Defence, among others, and recently delivered the first in its FIC-1700 range of 17m fast interceptors to a Mediterranean client.

The FIC-1700 is powered by four 600hp (447kW) Mercury Verado engines, and was designed specifically for visit, board, search and seizure (VBSS) tasks, being capable of a top speed in excess of 55knots, a 650nm range and “what we suspect will be a class-beating 0-50knot acceleration”, Kerfoot reveals. He adds: “The second unit is undergoing factory testing and will then join its sister boat already in active service.”

In a statement issued earlier this week, MST Group said: “[Our] services and operations also tie in with metro mayor Steve Rotherham’s stated aim to grow the economy through three key clusters within the Liverpool Combined Authority region, one of which is ‘advanced manufacturing’.”

Aker Arctic launches design phase for B+ icebreaker

The Finnish Transport Infrastructure Agency has selected Aker Arctic to design a next-generation Baltic icebreaker as part of the Winter Navigation Motorways of the Sea III (WINMOS III) project, co-financed by the EU. In addition to initial design, technical evaluation and concept comparisons, the contract includes model tests and the development of a final concept design package.

The working title for the new icebreaker design – ‘B+’– reflects its classification between the largest A-class and mid-tier B-class icebreakers in terms of vessel size and capability and an icebreaker capable of being deployed in the Bothnian Bay at the beginning of the icebreaking season when icebreaker assistance is required primarily by smaller commercial vessels. Later in the season, the new icebreaker could be relocated south to the Bothnian Sea or the Gulf of Finland, as required.

The initial design phase will include the evaluation of alternative fuels and machinery configurations. In addition, Aker Arctic will investigate the use of electrical energy storage systems to balance out fluctuating loads on the icebreaker’s propulsion system based on likely operational profiles required of a Baltic Sea assistance icebreaker.

The first phase will also include the comparison of three alternative vessel concepts in terms of performance and costs, including acquisition, in-service and maintenance costs over the lifetime of the vessel. The performance of at least two concepts will be evaluated with model tests. The final concept design package will be completed in early 2026.

Aker Arctic CEO Mika Hovilainen says the design will highlight the need for a vessel with the ability to “operate in more dynamic and fragmented ice fields”, as well as demonstrating good seakeeping characteristics and low fuel consumption in open water transit.

Offshore wind players picked for 2025 Launch Academy

The Offshore Renewable Energy (ORE) Catapult reports that it has selected nine UK companies for its 2025 Launch Academy technology acceleration programme, created to provide “wraparound support” to innovative companies working in the offshore wind segment. The nine-month programme is also being supported by EDF Renewables UK and Ireland, bp and ScottishPower Renewables.

The annual Launch Academy was initially rolled out in 2020, and has since supported 57 companies in raising a combined £26.7 million in private investment and £8.4 million in grant funding. Assistance is provided through various modules, focusing on areas such as legal, marketing, export, accountancy, intellectual property (IP), investor readiness, technology assessment and business case reviews – support “worth up to £60,000 per company”, ORE Catapult says. When the programme draws to a close, each company will have the opportunity to pitch to ORE Catapult’s network of private investors and industry members.

Following the company selection announcement, which was hosted in Blyth, Northumberland on 30 April, Teresa Enriquez, offshore innovation manager at ScottishPower Renewables, commented: “Continuing to grow and develop our domestic supply chain to support the offshore wind industry is a must for our sector. Innovative SMEs – like the latest Launch Academy cohort – are right at the heart of that.

“The Launch Academy is a win-win programme, providing companies with tailored support to help them thrive in this sector – especially those transitioning from other industries – while developing innovative solutions that address the real-life challenges being faced by developers like us on a daily basis. It’s great to be part of such a positive programme.”

The nine companies include: Cornwall-based engineering firm Reflex Marine, developer of the JAVELIN anchoring system for floating offshore wind installations; Heavy Lift Projects, Edinburgh, which provides marine and quayside heavy-lift equipment; Zero USV, Plymouth, developer of the Oceanus12 autonomous surface vessel class; and London-based engineering consultancy Bora Engineering, which has developed an optimised storage solution for shipboard mooring line reels.

The other five companies include: METOL Ltd, Loughborough, which offers a thermoplastic polymeric oligomer compound for the manufacture of recyclable composite structures (such as wind turbine blades); Glaswegian project solutions provider Interocean; Edinburgh-based data platform and software developer Vekta Group; project scenario planning and analysis specialist Unasys; and Murcott Energy, Worcester, developer of the Murb – a portable vertical-axis floating turbine, designed to serve as a quick-to-deploy, temporary offshore power source.

Repair round-up: largest suction sail retrofit

Largest suction sail installation completed

Bound4blue has completed the installation of the world’s largest suction sails, with four 26m-high eSAILs being fitted to Atlantic Orchard. Chartered by Louis Dreyfus Company (LDC) and owned by Wisby Tankers of Sweden, the specialised juice carrier had the sails fitted in a single stop already scheduled for its 10-year special survey at Astander Shipyard in Spain.

The four eSAILs were installed in under a day per unit. This installation marks the third so far this year for bound4blue and is the latest in a series of installations that has seen the DNV type-approved suction sails fitted to vessels ranging from MR tankers to general cargo and RoRo vessels.

Drydocks World and Cochin Shipyard to explore ship repair opportunities

Dubai’s Drydocks World has entered into a memorandum of understanding (MoU) with Cochin Shipyard Limited, with the aim of developing ship repair clusters within India. The aim is to bring global best practices to the ship repair sector in the country and add significant new capacities for this type of work, to meet local demand.

Two locations, Kochi and Vaidinar, have been identified for special focus, as having the potential to become new ship repair centres to be developed under the terms of the new MOU.

Steelpaint secures multiple vessel contract

German coatings firm Steelpaint has secured an order to supply its Stelpant system to 20 dry bulk vessels operated by one of the world’s largest shipping companies. An additional 19 bulkers are scheduled for application next year.

The Singapore-based shipping group, which manages a fleet of large bulkers totalling 16 million dwt, has opted to apply the coating to 39 ships as part of a fleet maintenance initiative focused on steel preservation, reduced downtime and operational efficiency. Vessels ranging from 70,000-200,000dwt will undergo coatings work at Chinese shipyards Youlian (Zhoushan), Youlian (Shekou) and Qingdao Beihai. Application will focus primarily on tank tops and lower hopper regions, where frequent impact from grabs and bulldozers can cause wear and damage to conventional coatings. It is anticipated Stelpant will also be applied to hatch coamings and inner bottom plating.

High-tech AUVs to hit Madeira Island

Madeira Island’s Regional Agency for the Development of Research, Technology and Innovation (ARDITI) has ordered two Autosub Long Range-branded AUVs from the UK’s National Oceanography Centre (NOC) to aid its research and ocean scientific activities off the coast of Portugal, and further afield.

The AUVs are designed for multi-month endurance without the need for research vessel back-up, and both come equipped with scientific sensors. One of the vehicles, a 3.6m unit rated for depths of 1,500m, will undertake oceanographic and biogeochemistry-related surveys of the water column, using a turbulence probe. Equipped with rechargeable batteries, this AUV has range of up to 1,330km. 

The other AUV, measuring 4m in length and rated for depths of 6,000m, will focus on seabed mapping. Also powered by batteries, this vehicle has a range of up to 600km. 

Located in the middle of the Atlantic Ocean, Madeira Island’s waters deepen to approximately 1,000m within 10km of the shoreline, while water depth exceeds 3,000m beyond 15km. 

Rui Caldeira, principal scientist at ARDITI, comments: “The data [the AUVs] gather will support our and our partners’ research and help regional and national governments enforce EU Directives. Combined with USVs and traditional ships, they will also help to make Madeira Island an attractive ultra-deep-sea location for testing for international partners.”  

NOC says it is also building additional AUVs for its own fleet and expects to have eight Autosub Long Range vehicles at its disposal by the end of 2026.

'Iryna' leads the way for B.Now 67 yacht family

Benetti’s Livorno yacht factory has delivered the first model in the builder’s B.Now 67 series, christened Iryna, to her unspecified owner. Co-designed by RWD, the 66.2m x 11.2m, six-deck vessel has a steel hull, an aluminium superstructure and a maximum draught of 3.1m, and displaces 1,150tonnes at full load. 

The megayacht incorporates Benetti’s Oasis Deck concept, which spans 190m2 of surface area and features open-out wings to extend the deck’s width, while offering “an unobstructive 270° view towards the stern”, Benetti says. Overall, Iryna boasts 500m2 of useable outdoors space, while interior features include a 65m2 main salon and a full-beam owner’s suite on the upper deck. Two VIP cabins are arranged on the main deck, and four on the lower deck, enabling the vessel to accommodate up to 15 guests. 

The hull and superstructure colouring takes in three different shades of grey. “The boat is also characterised by extensive, mainly curved glazing that covers up to 70% of the overall vertical surface area,” Benetti adds. 

Powered by twin Caterpillar 3512E engines, Iryna has a range of 5,000nm at a cruise speed of 12knots. The vessel is also equipped with a Naiad 200kW bow thruster. Onboard capacities include 115,000litres of fuel oil and 33,000litres of fresh water. The project took around three years to complete, Benetti says, with classification having been handled by Lloyd’s Register. 

Turkish tugbuilding sector on a roll

Turkey’s tug output is showing no signs of a let-up, whether for domestic or overseas customers – and with Robert Allan Limited’s designs very much at the forefront for the steady stream of newbuilds.

A report published on Statista, titled Export value of tugs and pusher craft from Turkey between 2012 and 2023, claims that Turkey exorted new tugs and pushers to the value of just over US$416 million in 2023, representing an increase of nearly 36% on the previous year. The country has also been pioneered a number of eco-friendly tug firsts, designing vessels capable of running on alternative fuels. Examples include the 2014 launch of the twins Borgøy and Bokn, hailed as the first two pure-LNG-fuelled tugs in the world, and the 2020 delivery of the 18.7m ‘zero emissions electric tug’ (ZEETUG) by Navtek: a vessel powered by lithium-ion batteries.

One major Turkish player is Uzmar, originally founded in 1972 as a pilotage and towage services firm, before coming to build tugboats for its own requirements from 1993. In February this year, the builder delivered the 32m x 13.2m tug TIGER to Italy-headquartered tug and barge operator Ocean SRL. This vessel will be used for operations including towing, pushing, firefighting, vessel escort, ship rescue and stand-by duties. Uzmar says that it managed to complete TIGER just eight months after the contract with Ocean SRL was signed.

TIGER was built to the specs of the RAstar 3200 class, provided by Canadian naval architect Robert Allan Limited (RAL). RAL’s tug designs – including the RAstar, RAmparts and VectRA series (and their offshoots) – have proven popular with Turkish shipbuilders such as Uzmar, Sanmar and Med Marine, covering a range of applications, from harbour towing to offshore support.

TIGER features a depth of 5.5m and has a the capacity to store 199m3 of fuel and 40m3 of fresh water. The tug is powered by twin Caterpillar 3516E main engines, each rated 2,350bkW at 1,800rpm and featuring IMO Tier III-certified aftertreatment systems. Propulsion-wise, the vessel is fitted with two Kongsberg US255 Z-drives with 2.8m fixed-pitch propellers, while deck equipment includes an Ibercisa split drum escort forward winch, an aft towing winch and a towing pin, supplied by Data Hidrolik, to support vessel escorting and towing operations. Uzmar reports that TIGER has a bollard pull capacity of 80tonnes and carries the class notations Escort Tug, Recovered Oil Second Line (FP>60°C) and Firefighting 1.

Uzmar is now working on a battery-methanol tug for port and terminal services supplier Svitzer, scheduled for handover in the second half of 2025. The tug will incorporate a 6MWh battery, manufactured by AYK Energy, to assist it in providing zero-emissions escort tug duties in the Port of Gothenburg. This vessel is based on Svitzer’s TRAnsverse design – which, as the name implies, features additional design input from RAL. AYK Energy explains: “The battery will be supported by dual-fuel methanol engines for back-up and range extension. The escort duty tug is expected to conduct more than 90% of its operations using its battery-electric powertrain.”

The 806gt vessel will feature an overall length of 34.9m, a bollard pull ahead of 85tonnes and the capability to reach speeds up to 14knots. It will also utilise escort steering and braking forces, rated 150tonnes and 200tonnes respectively, measured at 10knots.

Meanwhile, Turkish builder Sanmar Shipyards recently completed the sea trials for the third fully electric tugboat constructed for SAAM Towage. Sanmar has stated that the newbuild effectively constitutes “the first fully electric tugboat to operate in Latin America”, as well as marking the eighth all-electric newbuild produced by Sanmar,

The builder adds that it has another six fully electric tugboats under construction at its facility in Tuzla. The newcomer follows the ElectRA 2300-class tugs SAAM Volta and Chief Dan George, which Sanmar delivered to SAAM Canada in Q4 2023, for operations in the Port of Vancouver (see Significant Small Ships of 2023).

This latest launch is based on RAL’s ElectRA 2500SX design, provided to Sanmar on an exclusive basis. The boat features an overall length of 25.4m, a 12.86m beam and a draught of 5.6m, and has a maximum battery capacity of 3,616kWh. Rüçhan Çıvgın, commercial director of Sanmar Shipyards, says: “It was extremely important, when we were developing the ElectRA series with RAL and [battery manufacturer] Corvus Energy, that the move to electricity and other alternative fuels should not come with any loss of power or performance.” According to the partners, the ElectRA 2500SX exhibits a bollard pull of at least 70tonnes and a speed of 12.5knots – which certainly seems to have pleased the operator.

New IACS recommendation for 3D printing for maritime

The International Association of Classification Societies (IACS) has published a new recommendation, Rec. 186, which has been developed to help determine a standardised approach to integrating additive manufacturing (AM), AKA 3D printing, into marine and offshore applications.

IACS comments: “AM has emerged as an alternative to traditional manufacturing processes by fusing materials to produce objects from a digital 3D model into a series of 2D cross sections for layer-by-layer physical prints, ultimately producing a 3D object.” The association notes that AM’s benefits include “greater design freedom”, along with reduced material waste and a higher degree of flexibility when it comes to on-demand production and customisation.

In particular, IACS adds, ‘Rec. 186: Additively Manufactured Metallic Parts for Marine and Offshore Applications’ establishes a framework for “the qualification, approval and certification of additively manufactured metallic parts”, including guidance on part design, feedstock selection, AM processes, post-processing and inspections and testing. The association adds: “By incorporating recognised international standards such as ISO/ASTM 52900 and AWS D20.1, it aligns AM technology with existing Unified Requirements [UR], particularly UR W for materials and welding, ensuring equivalent reliability and safety.”

Rec. 186 outlines several “key areas” for the “safe and effective adoption of AM in the marine sector”. These include: AM processes such as powder bed fusion, directed energy deposition and binder jetting, as well as detailed parameters for each of these processes; the introduction of tiered testing levels – referred to here as ‘AM Levels 1-3 – for class and certified items; “rigorous qualification processes” and recycling protocols for AM feedstocks (such as powder, wire and binder feedstocks); maritime-specific qualifications for parts, which would also involve pre-build simulations; and non-destructive testing (NDT) methods, such as CT scans.

The recommendation is intended to assist not only shipyards and vessel operators but OEMs in using AM to develop safety-critical marine components. Alexandre Astruc, chair of IACS’ expert group on materials and welding, comments: “3D printing is increasingly becoming a valuable tool for the marine sector, offering a flexible, speedy and customisable solution for environments where the consequences for safety, sustainability or operational uptime can otherwise be significant.

“While [AM’s] potential for rapid production is notable, its true strength lies in its ability to provide innovative, on-demand solutions tailored to complex maritime challenges. In developing Rec. 186, IACS is seeking to safeguard the benefits offered by AM by ensuring it is underpinned by a standardised framework for verification and certification that gives confidence to all parties.”

Further details on Rec. 186 can be accessed at https://iacs.org.uk/resolutions/recommendations/181-200/rec-186