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

A PR IL 2018

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MA RI N E MA I N TE NA NCE TECHNOLOGY INTE RNATIONA L

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Artificial intelligence
Unleashing the power of predictive analytics
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34
In this issue 4 26
4 Condition monitoring
How the latest communications
and data analysis technologies
are improving monitoring
10 Port infrastructure upgrades
A digital transition for the sector
must involve ports to be effective
20 Automatic maintenance
Machine-learning algorithms can
enable autonomous maintenance
26 Dependable data
Operators who use predictive
maintenance are running more
reliable engines
34 Coating innovation
From sharkskin to tea-tree oil,
nature is inspiring the latest
antifouling coatings
40 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
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CONTENTS ⠿
20
40
72 Maritime event EXPO SPECIAL
Posidonia is being held in
Your 24-page guide to the
Athens, Greece, during June
must-attend events at
73 In situ electroplating Amsterdam RAI, June 27-29
Extending the life of components
and repairs can be easier with 46 Marine Maintenance World
portable equipment Expo and Conference
A preview of some of the
74 A tool for the times highlights visitors can look
Ultrasonic thickness gauges
forward to in Amsterdam
have evolved for the most
demanding applications 64 Electric & Hybrid Marine
World Expo
76 Surface preparation Learn about and discuss tech
Better descaling based on
for electric and hybrid marine
a rotating chain drum system
propulsion systems for ships
77 Rust prevention
The latest solutions to
68 Autonomous Ship
the most challenging Technology Symposium
Discuss and debate the
marine environments
technological, regulatory and
78 Expansion plans legal developments making
How a shipyard in Portugal is unmanned ships a reality
building a sustainable future
80 Dashboard
The most meaningful statistics
from the marine sector
FREE
MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 1
 ⠿ FOREWORD

Welcome to the

Cover image: Kongsberg

Marine Maintenance
World Expo and Conference
2018 show issue! Editor: Ben Sampson
(ben.sampson@ukimediaevents.com)

Production editor: Alex Bradley

T
here are three fantastic free-to-attend maritime events being held at the Amsterdam Chief sub editor: Andrew Pickering
Deputy production editor: Nick Shepherd
RAI in the Netherlands from June 27-29 this year. The 2018 Marine Maintenance World
Senior sub editor: Christine Velarde
Expo and Conference focuses on the most innovative ship maintenance and repair Sub editors: Tara Craig, Alasdair Morton
technologies and services. Visitors will discover how equipment failure and operating
costs can be reduced while maximizing efficiency. Alongside the Expo, the Conference will Art director: Craig Marshall
feature more than 40 presentations from leading industry experts, and provide the most Design contributors: Andy Bass, Anna Davie,
important international meeting place to discuss and debate ideas, discover new concepts, and Louise Green, James Sutcliffe, Nicola Turner,
Julie Welby, Ben White
network with like-minded maintenance professionals. Turn to page 46 to read our show preview.
Running alongside the Marine Maintenance World Expo and Conference, Electric & Hybrid Head of production and logistics:
Marine World Expo is the only international conference and exhibition entirely dedicated to Ian Donovan
electric and hybrid marine propulsion systems, technologies and components. Its conference will Deputy production manager:
host more than 50 of the world’s leading experts, who will present technical papers on electric Robyn Skalsky
and hybrid propulsion technology. The event really is a must-attend for everyone interested Production team: Carole Doran, Bethany Gill,
Frank Millard, George Spreckley
in the benefits of increased
electrification of vessels. Circulation manager: Suzie Matthews
Finally, there is the Visitors will discover Publication director: Aboobaker Tayub
Autonomous Ship Technology
Symposium, which brings how equipment failure (aboobaker.tayub@ukimediaevents.com)
Publication manager: Oliver Taylor
together ship designers, fleet
owners, naval architects,
and operating costs (oliver.taylor@ukimediaevents.com)

classification societies, equipment can be reduced CEO: Tony Robinson

manufacturers and maritime Managing director: Graham Johnson
research organizations to discuss Editorial director: Anthony James
this exciting area. Now in its third year, the symposium has rapidly established itself as the most
important place to discuss and debate the technological, regulatory and legal 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! Published by
In advance of the forthcoming show, this issue of Marine Maintenance Technology brings UKi Media & Events,
you up to speed with the latest technology trends and strategies in the sector. The magazine’s a division of UKIP Media & Events Ltd
ISSN: 2049-8152 (print); 2049-8160 (online)
content strongly reflects the continuing impact that the latest advances in IT, sensors and
communications technology are having on the way maintenance is carried out, as well as the Contact us at:
developments to tools and techniques that are being made possible by the development of new Marine Maintenance Technology International
materials and processes. Abinger House, Church Street, Dorking,
Surrey, RH4 1DF
Engineering businesses and maintenance providers across industrial sectors are driven by
tel: +44 1306 743744
a common desire to increase efficiency and effectiveness. Although some commentators believe fax: +44 1306 742525
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. The article The views expressed in the articles and
technical papers are those of the authors and
describes the substantial improvements to both ships’ operations and maintenance that are
are not endorsed by the publishers. While
possible when machine-learning algorithms are applied to areas such as predictive maintenance every care has been taken during production,
and condition-based monitoring. the publisher does not accept any liability for
The same emphasis on the value of data is explored in more detail in the article on page errors that may have occurred.
26, which focuses on the predictive maintenance of engines. Leading engineers describe This publication is protected by copyright ©2018
the progress that has been made in monitoring the condition of engines, and how the future Subscriptions £85/US$110
promises more remote monitoring and controls, as well as an increased level of autonomy for
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 ⠿ CONDITION MONITORING
MANAGEMENT

The introduction of condition-based

monitoring needs a managed approach
to realize cost and efficiency benefits
and learn
Mike Garside, Marine Maintenance Technology International

4 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018


C
ondition-based monitoring of
equipment and plants promises
increased reliability at lower
cost, along with the possibility
of determining which components and
assets need maintenance, and when.
Replacements, when needed, can be called
up in advance and stored at the dock for
timely installation. Where maintenance
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 the
potential of condition monitoring (CM).
Sensitive question
The first question on owners’ lips may
be: “What sensors do we need to install?”
Martin Briddon, business 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 individually,
understanding what its function is in
relation to the whole, then its criticality,
then its failure modes, and then its early
indicators of failure. These are the things
that need to be monitored.”
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
MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 5
CONDITION MONITORING ⠿
TOP: Hapag-Lloyd’s
fleet is comprised of
219 container vessels,
which are remotely
monitored from its
Fleet Support Center
in Hamburg, Germany
for a CBM strategy. “There are already
numerous measurements and sensors on
equipment. Usually most of the information
needed – pressures, flows and temperatures
– already exists. All of these things are
numbers and so can be subject to analysis,”
he says.
“Vibration is the main measurement
not usually included 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 holistic –
sensors can reveal problems in one asset,
but changes in one part of a flowline can
have both knock-on effects and earlier
causes. “Oil analysis is not often compared
with other data – but it can be. And it can
be input into our analysis system and used
to predict and identify faults 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 specialized knowledge to do the detailed
their way into engine bearings.” analysis – that kind of expertise can be
shore-side. As CBM systems get better, and
Monitoring matters there is more historical trend data available,
Simon Edmondson, director at marine things will move more to automated analysis
consultants CMServices Global, carries out and alerts.”
audits and develops maintenance strategies,
liaising with class societies on behalf Setting baselines
of owners as part of the implementation Developing a strategy that will be accepted
process. Edmondson spent much of his by class societies requires proper planning.
career working for Shell, looking after 220 Edmondson says, “Although data collection is
turbos on 70 vessels with a near-real-time now easier, it has no value if it is not looked
remote monitoring system. The value of at. We start by getting a baseline of figures
hands-on experience, he says, should not be and readings, with deviations set to trigger a
underestimated. “Observing and saying ‘that notification or alarm.
pump sounds funny’, or ‘that casing feels a “Getting correct baselines is vital.
bit hot’ you are doing basic condition-based Vibration analysis can’t be done at dock; we
monitoring,” says Edmondson. need to see things under normal operating
“But with fewer engineers walking conditions – how the pumps and machinery
around the engine room, that direct all are interacting, measuring the oil, the
observation is no longer really possible. amps being drawn, the pressures. We start
There used to be 10 or 15 people in the by recording it all. With vibration analysis
engine room, but now it may be just five, and thermography we can see if something
mostly working in the control room. Their is working within its parameters.
time is spent looking at screens and “As owners gain confidence in the
displays, so they don’t get the real ‘touchy- information, we can begin to justify not
feely’ observation. performing an overhaul when the figures
“The measurement figures need to be show it isn’t needed – and we can also
collected and sent for remote analysis. recommend if pre-emptive maintenance is
The guys on board don’t need the highly 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, and then trend the data over
time. Then we can adjust the alarm limits if
a piece is not running close to its ISO limits.
If it generally runs over the ISO limits, but
has been working well with no problems,
then we can set the alarm limits at average
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
tightly in such a case.”
Class involvement
Class societies favor CBM strategies, but
each company has different 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 failure 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 failure modes, which can vary greatly
among different industries. Technical
challenges associated with condition
monitoring include selecting a suitable
sensing technology and the hardware 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 requirements,” he says.

6 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018


NEXT-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-generation dual-
payload 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
MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 7
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
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 real-
time 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.
 ⠿ CONDITION MONITORING
SIRIUS IMPROVES RELIABILITY AND SAFETY WITH REMOTE 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
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 sensor system, which is a composite
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 the
sensors used for monitoring have a much
higher chance of breaking down than the
components to be monitored.
“One of the most important factors
affecting the reliability of a sensor system is
degradation, primarily because of material
aging, corrosion and 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 the potential. “All
class societies have CM notifications and
usually give a discount on survey fees – but
8 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018
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
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. The benefits always far outweigh
the difficulties.”
Martin Briddon says, “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 OEM might say a heat exchanger
needs to be cleaned every six months. With
CBM you can monitor the temperature and
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.
clean when it starts to perform outside
established parameters. It will also show
when an asset is working correctly. Another
example is a turbo – we can work out engine
load versus turbo speed as a curve to show
the efficiency of the turbo. That will show
when the turbo is not providing what the
engine needs.
“It’s viewing the system as a whole, not
just looking at a 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 just for
performance monitoring.” \\
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 ⠿ INTERNET OF THINGS
Ports

The upgrading of ports with sensors,

data and the cloud will improve ships’
maintenance and operations
Ben Sampson, Marine Maintenance Technology International

T
he application of smart technologies
such as automation and predictive
maintenance in the marine sector
has so far tended to focus exclusively
on ships. Undeniably there are large gains
to be made by improving ships’ systems,
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 in 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-thinking ports and marine
firms are therefore also beginning to look
at leveraging the latest IoT, connectivity
and data analytics technology to monitor
infrastructure at ports and improve the way
vessels interact with that infrastructure.

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 million
datapoints every day from different sources.
Richard Hepworth, president of marine
operations systems at Trelleborg, says, “In
the past the data for each product has only
been used for its one designated purpose.
Now our strategy is to gather all the data

10 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018

 INTERNET OF THINGS ⠿

PORT OF ROTTERDAM
TO CREATE DIGITAL TWIN

E arlier this year the Port of Rotterdam

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.

MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 11

 ⠿ 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 not turnaround. The other circumstance that
operations to make them safer, sustainable might be considered is sustainability.”
and more efficient in a collective way.” Trelleborg will collect the data, format
Trelleborg’s products operate at the it and store it, either locally, in the cloud, or
interface between the ship and portside both, with the appropriate level of security.
operations, mostly helping ships into the The company’s engineers can then analyze
port, mooring, unloading, loading and then the data and provide it for use to the port’s
moving away. According to Hepworth there customers and partners.
is a lot of R&D activity looking at adding “At its core these types of applications are
smart technologies to products to improve really IoT applications and one of the most
and automate port operations. Trelleborg’s valuable gains is to provide data for use by
fender systems for quay walls and berthing other people, so you can partner with them,”
structures, for example, have been improved says Hepworth.
to monitor aspects of an arriving ship, “For example, if you are loading a ship
such as its speed, how the vessel arrived and we have data about its movement at the
and its size, using laser sensors and load quay wall, we can provide that data to the
cells. The data collected from the fender crane operator.
system’s sensors can be used to improve the “It’s about making that type of data open operators, such as TK Tankers, who also see
efficiency of port operations and safety. access, because there is more value to be the benefits of increased sharing of data.
Hepworth says, “A good example of where had from combining data between suppliers
efficiency is important in the marine sector and stakeholders.” More port personnel
is the iron ore market in Australia. The more According to Hepworth, the first wave of Harmen Van Dorsser is the nautical
efficient ports can be at turning around uptake for smart port technologies is being innovation adviser at the Port of Rotterdam.
vessels, the more profitable operations are. led by highly developed ports in mature He believes that as the level of autonomy
“With LNG, where a ship can be in a port markets, such as DP World and Rotterdam, in ships increases, more pressure will be
for weeks, it’s safety that’s most important, but there are also initiatives with ship placed on the time vessels spend in port.
“There will need to be more provision of
maintenance services and facilities in ports
The aim is for all of the stakeholders to because there will be fewer people on board
to carry them out,” he says. “That will require
share data and know who is working more maintenance personnel at ports.”
in which ships and when The use of condition monitoring and
predictive maintenance could also mean
Harmen Van Dorsser, nautical innovation that more maintenance may occur at ports
adviser at the Port of Rotterdam in the future. More research into the effect
of autonomy on the maintenance of ships is
required, believes Van Dorsser. The Port of

12 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018

 INTERNET OF THINGS ⠿

Rotterdam is running a three-year project in

which it is seeking to align all the processes
in the port area, such as fueling, bunkering,
supply and other maintenance. “The aim is
for all of the stakeholders to share data and
know who is working in which ships and
when,” Van Dorsser says.
The Port also has several IoT projects and
a business developing and commercializing
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 currently being
developed with IBM (see box on page 11).
The digital twin is a concept that Van Dorsser
strongly believes will be fundamental to
future-efficiency improvements, not just for
the Port of Rotterdam, but all ports.
Digital twins will also play a key role
in the development of autonomous ships,

MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 13

 ⠿ INTERNET OF THINGS

LONG-TERM RESEARCH TO IMPROVE PORT TECHNOLOGY

S mart Port is a research partnership

founded 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 carry more cargo and navigate through
80% of the port’s quay walls are more believes Van Dorsser. “A control center could
fluid mud more easily.
than 50 years old, and the port wants to There is also a project that is analyzing use digital twins to recreate the situation of
manage the asset in a way that prolongs historical data from ships to better predict a remotely controlled ship approaching a
its life. So far around six quays have been their estimated time of arrival. “At the port, with all the information and visibility
fitted with sensors. As more are installed, moment it’s first come, first served,” says from the ship’s sensors and cameras in 4D,
risk models for quay inspections will be Koppenol. “But if it is possible to reduce to ensure a safe approach for the ship,” he
developed, improving the management the margins around a ship’s arrival, its says. “Maintenance data will be integrated
of this vital physical asset. maintenance and even upgrading can
Another project that seeks to improve into the digital twin for the port and the ship,
be better planned.”
the management of the port’s physical enabling efficiency improvements.
Another study is looking at ways to
infrastructure and the way ships use it is “When you have better docking sensors,
improve the tracking of ships’ movements
using acoustic sensors to more accurately in ports. One more is assessing the you could use the information from operations
measure water depth and the level of potential value of autonomous shipping to improve the development of new ships.
fluid mud in waterways. More accurate to the entire marine sector. “We want to New ships are designed in 3D. The sensors
measurement and better analysis of the know what the value of autonomous ships on the engines and other equipment, and the
data not only means the port will have to will be to ship operators and the port’s management systems, are all working on the
do less dredging, but sharing the data clients. We believe they will reduce costs same platform. Displaying the output of
with ship operators means vessels could in the long term.” every sensor in that 3D model is not hard. In

14 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018

 INTERNET OF THINGS ⠿

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

LEFT: The Port of

Rotterdam handled
a total of 12.3
million TEU in 2017

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

two to three years, interaction with the port
using 4D digital models that use the
conditions of the ship will be possible.”
However, Van Dorsser admits that such
a digitally enabled future will not become
commonplace in the marine sector for at
least 20 years, until older ships are phased
out. “We don’t know all the solutions and
improvements that may be available as we
are only at the beginning of the journey,” he
says. “But there will be lots.”
A common ship and port interface
Matteo Natali is senior project manager in
charge of Wärtsilä’s project Portify, which
aims to digitize ship-to-port interactions.
In an article published by Wärtsilä last
December, Natali said, “Portify is a data-
exchange 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 platform, where vessel
operators can identify, book and pay for
port services from 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 calling schedules. “The port value
chain is quite long, so impacts from lack of
information are multiplied,” said Natali.
The use of smart IoT technologies will
improve productivity and environmental
sustainability. “For example, vessels can
save fuel by switching to slow steam if
berthing slots are delayed, rather than
sailing at regular speed and then waiting
at anchor,” said Natali.
Smart port timeline
Wärtsilä believes that IoT technologies
will come to the marine sector at different
times, depending on the segment, the
application and the regulatory framework.

MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 15

 ⠿ INTERNET OF THINGS

MAIN: 24/7 operation

means vessels need
to integrate with ports’
systems safely

BELOW: The tracking

and sharing of vessel
movements can lead
to increased safety

The optimization 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 information.
Most in the industry believe that the first
vessels to go fully digital will be smaller
ones, such as short-route ferries. Large
ocean liners will probably not fully adopt IoT
until at least the middle of the next decade.
Ports will 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 the information they share can be
transformed into value for themselves and
the whole industry.”
Critics say the marine sector is lagging
behind other transport sectors with its
uptake of IoT and data analytics. Hepworth
says, “The difference with the marine sector
is that there are so many stakeholders in
the process. Ship operators, port operators, However, Hepworth believes the sector the benefits are outweighing the baggage
agents, stevedores – there is a large supply is coming around to the potential of digital holding it back.”
chain. Some of these companies are small, technologies. “In the past few years, It seems that just as a ship’s voyage begins
and with some of their operations being so everyone has started to talk the same and ends in a port, the journey of digitizing
basic it’s difficult to see the advantage of language and its uptake is accelerating. a ship’s voyage, and reaping all the potential
using IoT and data.” The barriers are starting to come down and benefits, must also begin and end with ports. \\

16 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018

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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

20 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018


T
he drive for cost savings and
efficiency improvements is an
important goal to operators in
a marine industry that is still reeling
from a downturn in the market. Since the
advent of the digital era, many 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 that enables more
collaboration between departments and
moves the industry toward autonomous
ships. But digitization and the use of
machine learning and artificial intelligence
(AI) is not something that will happen
overnight. Instead it is a step-by-step
process, as the industry learns and adapts
to working with the new technology.
Krishna Uppuluri, vice president of digital
products at GE’s Marine Solutions, believes
that there are certain aspects to machine
learning and AI that 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 step-by-step introduction to the
marine industry – first through non-critical
systems, then to redundant systems, and
finally to the critical ones.”
Algorithmic predictions
Companies such as Rolls-Royce have also
been working on AI as part of developing
autonomous ships. The company believes
that through machine learning and better
data-driven optimization, AI will not just
save costs in maintenance, but also the time
MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 21
ARTIFICIAL INTELLIGENCE ⠿
LEFT: 5G comms satellites will provide the
bandwidth needed for autonomous ships
TOP RIGHT: Augmented reality glasses
supply remote workers with information
spent maintaining vessels. Machine learning
is a set of algorithms, tools and techniques
that mimic human learning behavior 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 in the data and
make a prognosis about how that equipment
is performing.
Kevin Daffey, director of engineering and
technology, commercial marine, Rolls-Royce,
says, “If the data we analyze is ‘big’, then the
model can recognize more complex patterns
and make more accurate predictions about
the state of the marine equipment than any
human could.”
Potentially this means maintenance in the
future could be carried out in a more timely
and cost-effective way and could further
improve the reliability of equipment.
 ⠿ ARTIFICIAL INTELLIGENCE

“Machine learning can perform predictive ABOVE: Rolls-Royce’s Intelligent Awareness

analytics far faster and more accurately than
any human can. The potential for marine
maintenance is to move completely away
from time-based scheduled maintenance, to
maintenance that is based on equipment use
and true plant condition,” says Daffey.
However, the question arises as to how
this AI-enabled approach to maintenance
will fit in with manufacturers’ requirements
in the future – for example, with timed
checks that are stated for their products,
which if not followed can invalidate
warranties. Daffey believes that this area of
concern is still up for debate, because most
engineers, when faced with a choice over
how to maintain equipment, prefer to default
back to manufacturers’ requirements and
operating parameters.
Daffey says, “We need to encourage
the industry to change its thinking toward
systems. It may be the case that we may not
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 future.”
Better tools for better results
Kongsberg launched its AI solution, Kognifai,
to the market last year. The software brings
all the Kongsberg solutions onto a single
platform, where data can be shared and provide better tools to the decision makers
used by the company to enhance product responsible for maintenance, helping them
development for the end user. do their job in the best possible way.”
Hege Skryseth, president of Kongsberg The enabling of predictive maintenance
Digital, says, “Data and the knowledge through data-driven systems is expected
we can gain are central to the ongoing to add further value to the maintenance
digitization of the maritime industry. process. “It’s safe to assume that AI could
“There are many opportunities in help early failure detection in all types of
marine maintenance. The end goal is to equipment and machinery on board a vessel.

“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.
Mogens Mathiesen, co-founder and commercial lead, Arundo Analytics

22 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018


As AI used for predictive maintenance is
fairly new to the maritime industry, we
expect the first use cases will be centered
on critical equipment such as engines and
generators,” says Skryseth.
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 platform support
vessel. “We discovered from an analysis of
data – which included the power load on the
engines, vessel fuel consumption, propulsion
shaft RPM and ship speed – that for nearly 13%
of the operational time, the vessel could be
run more efficiently on one engine rather
than two,” says Daffey. “The customer made
changes to its operating practices, which
resulted in a large fuel saving and reduced
the wear rate of the engines.”
Daffey says that AI could be used for
predictive maintenance for condition
monitoring, predictive monitoring,
optimization of operations, simulation of
operations and autonomous operations.
Digital twins
However, the technology to make AI a useful
and trusted tool in the industry is still under
WATER ANALYTICS
C
arnival Maritime has taken further
steps in creating better efficiencies
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
MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 23
ARTIFICIAL INTELLIGENCE ⠿
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
investment needed from all stakeholder
sections of the industry before AI in
maritime becomes a reality.
In the future, AI systems could reduce the
amount of maintenance that is carried out
on board, through more precise monitoring
and alerting, ending time-managed
maintenance procedures. Another advantage
that AI will bring is through the digital twin –
a complete digital representation of a physical
asset. Having a digital twin provides all the
information of that asset through its lifetime
by using sensors enabled through the
Internet of Things. Skryseth believes that in
the future digital twins will be central to all
forms of shipping, especially for autonomous
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.
24 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018
and remotely controlled vessels. “With
a digital twin, the shore-based control center
and engineers will be able to explore the
entire vessel from their desktop or phone and
compare both real-time and historic data,”
she says. “3D images and virtual reality will
enable engineers to familiarize themselves
with a task before they go on board. AI
models running on a digital twin will
identify and prioritize maintenance needs.”
Uppuluri believes that further
developments to the technology, such as
more layers of redundancy and self-healing
capabilities, will need to be added before
AI systems will truly start to take effect and
be trusted by the industry. He adds that
autonomous technology in the future may
“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 with 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 non-
autonomous in the future”, he says.
AI from other sectors
Developments around machine learning and
AI have been driven by the big names in the
computing industry, including Microsoft,
Google and Apple, but how will these
companies impact the maritime community
in the future?
Skryseth says, “Microsoft and other major
technology companies are making large
investments in making cognitive technology
available through their cloud services
and on devices. A large number of key AI
developments are also being released as
open-source software.
“We can think of these technologies
as generalized building blocks that will
continuously improve, but that are not
tailored to any specific industry.”
The adaptability of the platforms
coming onto the market from these large
IT firms means that one size can fit several
industries. How these AI systems are tailored
to meet the individual needs of companies
and operators will be the creative challenge
for many. The changes from automated
systems and AI that are set to hit the
maritime industry and marine maintenance
are still being developed, but they are well
underway. The next steps will be creating
solutions that are trusted by the operator
and can be proved to have value
to the industry. \\
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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

26 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018


T
he engine of a ship is like
a human heart. If it is not
functioning properly, it is often
time-consuming and costly to
fix, with catastrophic consequences
if a total failure occurs.
A number of marine companies,
engine makers and non-manufacturers
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 design, to improve
the longevity of parts, and to improve
MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 27
PREDICTIVE MAINTENANCE ⠿
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 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 are 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 the
vessel optimally.
“Through years of data collection and
modeling we have enriched the information
for dynamic trim. We now know where the
energy dissipation is. Different models,
such as proportion power decomposition,
are fundamental to comprehending where
energy goes when at sea.”
Eniram has learned step-by-step about
data generated within a vessel by using
computer modeling. “To better understand
the vessel, we integrated the bridge,
additional sensors and the ship’s automation
information to the 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 understand
how different elements affected energy
efficiency on a voyage, and simulate the
constraints engineers are facing in reality.”
Eventually the capability of performing
real-time analyses on a cloud computing
platform using artificial intelligence (AI)
emerged and was branded Insight Factory.
This method is constantly being used to
improve digital twins, through integrating
new data. Models are generated and
adjusted, refining information coming from
a ship. “We have been harvesting this 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 the aid of today’s computing power,
which dwarfs that of just 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 to make the right decision via a mobile
device,” he says
“So 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.”
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

28 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018


being cannot process so much so fast. AI
configures by seeing how everything works
together, so when an anomaly is flagged it
goes to the right person,” he says.
Stascavage has a similar view on the
importance of people-centric tools. “Our
focus is on customers, not engines. We look
at exposing data to analyze and improve
maintenance strategy for customers so that
they can make better operational decisions
about their equipment.”
Caterpillar has a dual approach to PM.
Its solutions are based either on board or
onshore, with the former designed to help
operators maintain equipment better and
the latter designed to help fleet managers
decide on chartering and the planning of
vessel maintenance.
HOW TO IMPLEMENT PM
AND MACHINE LEARNING
Telematic solutions (TS) for PM are
described by Stascavage as, “better to have
than nothing. TS provides data on one place
and sends it to another – there is no smarts
behind it. The subject matter experts must
still decide what to do based on that data,”
he says.
Analytical solutions (AS) are the next
level up from TS. “The system looks at the
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 fall somewhere
in between TS and AS. Stascavage says,
“Our software is an evolution of what
we developed for the US Navy. We have
monitored many manufacturer’s engines
and plants – even non-marine. 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 disrupt the market when it launches its
first engine monitoring system later this
year. The company has its roots in defense,
subcontracting for the UK’s MoD, which is
when its engineers developed the idea of
combining AI and embedded sensors with
deployable technology.
MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 29
PREDICTIVE MAINTENANCE ⠿
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: D o 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.
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: D o 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 MANAGEMENT
F rench regional ferry operator Corsica
Linea has entrusted the performance
of its five ships operating between
Marseille and the French island of
Corsica to Eniram, using one of the
Finnish company’s real-time management
software packages.
30 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018
The software will enable Corsica
Linea to cut its fuel bill while optimizing
operations. The solution includes the
upcoming EU MRV (monitoring, reporting
and verification) regulation that requires
ship owners and operators to annually
monitor, report and verify CO2 emissions.
Chris Jones, IntelliMon’s product
manager, says, “Our solution isn’t cloud-
based, 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 vibration sensors to
the main diesel engines, direct propulsion or
power generation machinery. Our mission is
to embed AI on board every ship, 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 visual color-coded health scores
every second, to give early indications
of abnormal vibration patterns. Small
abnormalities in the data can 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.

“During testing, we have been able to
detect early engine failure in a hundred
different modes. Then, over time, data stored
in a database will classify problems for a
specific engine type, so failure modes can
be correlated using the vibration patterns.”
The IntelliMon system has so far been
trialled on a fleet of chemical tankers in Asia
and with the company’s main partner, Red
Funnel Ferries, which is looking to extend
the matrix to more ships and 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 management,”
says Jones. “They use a range of fuel
bunkering globally, so quality varies, which
can affect the engine’s 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 reliability, 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 still believe there are several
percentage points to be found on a voyage
– we are only scratching the surface of
potential improvements right now.”
Stascavage also flags that more potential
benefits for improving engines remain to
be claimed thanks to PM, citing an instance
MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 31
PREDICTIVE MAINTENANCE ⠿
LEFT: Wärtsilä’s condition-
based maintenance center in
Vassa, Finland opened in 2007
TOP RIGHT: The cruise ship
Oasis of the Seas is equipped
with six Wärtsilä 46 engines
providing up to 96MW
BELOW: Monitoring of
mechanical and thermal
conditions produces data
that informs predictive
maintenance strategies
where a customer was having fuel injector
failures. “We knew from the data what it
looked like just before the failure and also
what it was like 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 four days to change the component
without the ship going to port. The case
was also interesting to Caterpillar as a
manufacturer and design changes to the
injector were made.”
Martin 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 maintenance.
“PM in shipping is only at its beginning.
Comparing shipping to other industries
where PM has been used for over 10 years
clearly shows the huge potential.” \\
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 ⠿ CORROSION & BIOFOULING
COATINGS

Keep it
clean The latest innovations to protect 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

34 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018


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. Heavy-
duty coatings are
applied to areas of
MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 35
CORROSION & BIOFOULING ⠿
extensive wear and tear, such as near
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 concerns 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
 ⠿ CORROSION & BIOFOULING
a ship’s fuel costs by up to 40%, according
to studies by the US Navy. Furthermore,
biofouling is a problem that is set to increase
in coming years, as global sea water
temperatures rise 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 paints applied in succession to
the ship’s surfaces to combat corrosion and
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 coat. All the coats have a role to
play. The primer is the first barrier against
corrosion. A tie coat, if necessary, bonds
the primer and the top coat. The top coat
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
36 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018
provides most of the biofouling protection
and comprises of antifouling ingredients MAIN: The Fleet Cleaner robot cleaning its
first ship, the Dutch naval
that gradually release, to deter things from ship Karel Doorman
attaching to the hull.
INSET: Coatings of additives
can often be applied fastest using
Environmental impetus pressurized spraying equipment
Barnacles, mussels and micro-organisms
that stick to ship hulls cost operators
over US$15bn per year in additional
fuel costs, cleaning, downtime and loss
of maneuverability. But as important as
the cost is the potential for coatings and
paints to damage the 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 future use of other harmful
substances. Tighter environmental
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.
 CORROSION & BIOFOULING ⠿

The latest bio-friendly paints

can lengthen the period between
coating renewal by up to five years
Tom Barrow, Complete Coatings Consultancy

MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 37

 ⠿ CORROSION & BIOFOULING
INORGANIC COATINGS
Inorganic 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 and Canada
have also driven R&D into bio-friendly
marine coatings.
Synthetics from natural ingredients
A promising strand of research for more bio-
friendly marine paints and coatings is the
development of synthetic material derived
from the naturally occurring antifouling
agents of certain plants and animals.
Boston-based company Adaptive Service
Technologies is developing its Slips N1 non-
slip liquid surface from research into the
slick lip of the carnivorous pitcher plant,
which attracts insects and sends them
sliding down into its trap. Slips N1 is being
developed to defend hulls against corrosion
and the attachment of marine life, but does
not contain copper biocides and has a low
amount of volatile organic compounds.
38 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018
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 containing 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 settle on hulls.
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 Chugoku Marine Paints 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 years,” says Tom Barrow, lead
consultant, Complete Coatings Consultancy.
“However, the application processes can
be more complex and more expensive than
traditional solutions.”
Biomimetic surfaces
Researchers are also continuing to
investigate natural surfaces that seem
to discourage biofouling, most notably
sharkskin and floating seeds.
Anthony Brennan, a professor of
materials science and engineering at the
University of Florida, began researching
sharkskin after 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 the build-up of
micro-organisms.”
The shark’s scales have a pattern made
up of bars and diamonds at a size of 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 tree
that are dispersed by ocean
currents, but manage to remain free
of fouling. Researchers have so far tested
the suitability of seeds from 50 species for
further development by floating them in
the North Sea for 12 weeks, after which the
seeds from 12 species showed no fouling at
all. Work toward a marine coating based on
this research is underway.
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

40 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018

 DRONES⠿

T
here is a growing number of remotely
Robotic helpers and drones are available to do operated and autonomous drones
available to carry out marine
the dullest, most dangerous and most difficult maintenance tasks. An increasing
number of companies, from ship operators
jobs on vessels and marine infrastructure to offshore wind energy developers, are
Andrew Williams, Marine Maintenance Technology International waking up to the potential benefits of
using drones to do the marine inspection
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 and on vessels and infrastructure.

MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 41

 ⠿ 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 combination of an autonomous operating
system with object detection and avoidance,
as well as automated path planning algorithms
capable of calculating the optimum time to
start missions 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 which calculate the
degradation of assets. This information can be
used by managers to make strategic decisions
about maintenance.
“The drone can operate remotely, semi-
autonomously – via waypoints – and fully
autonomously with object detection and
avoidance,” says Maarten Ruyssenaers, founder
and CEO of Aquatic Drones. “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 maintenance 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.
Crawler drones
Another emerging application of robotic
technology for marine maintenance is
the use of remotely operated drones for
inspecting and cleaning hulls. A prominent
example of this type of approach is
the Keelcrab Sail-one, an Italian-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 turbine
driven by an electric motor, which performs
the dual function of keeping 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 and diameters.
According to Filippo Scarduelli, marketing
manager at Keelcrab, a further advantage
of the device is that the brushes are gentle
enough not to remove any antifouling paints
42 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018
Aquatic Drones’ inspection robots are able to
host multiple sensing systems and can operate
for up to 16 hours each time they are deployed.
“The onboard data processing not only saves
labor costs, but can also provide valuable
1
insight into hydrography, water quality and
asset management, which can be very costly,”
Ruyssenaers says.
“The UK recently introduced regulations for
autonomous shipping. Norway is also close,
just like the 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 fully autonomously.”
Looking ahead,
Ruyssenaers predicts
a range of innovations
in the use of such
technology in coming
years, including
swarming technology for
multi-robot cooperation and
image recognition, which he argues
w i l l replace lidar due to its higher quality
and lower costs.
“Artificial intelligence will enhance the
algorithms to a sufficient level so that drones
and robots will operate very smoothly and
safely,” he adds. “Big data will also automate
data analyses and provide deep causal insight Aquatic Drones’
in the field of maintenance.” robots can be
deployed for 16 hours
that hulls may have been coated with. He says
“numerous tests with excellent results” have
demonstrated that the constant and regular
removal of algae when it reaches a thickness
of 3mm (0.12in) “dramatically prolongs the
efficiency of the antifouling agent”.
2
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 already equipped
with a tracking system, so that operators can
accurately follow its movements on the ship’s
hull. However, the company strongly believes
that more autonomous hull cleaning will 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.
“However, we want to take this to a whole
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 optimal route
around objects by itself.”
 DRONES⠿

3
Underwater drones
The Eelume robot can
perform difficult
underwater tasks

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 and 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 IMR 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 cleaning.
As well as being able to change its shape, the Eelume is designed
to stay permanently underwater on the seabed for up to six months 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 the need for surface-based vessels and promote more
environmentally friendly, safer and cheaper subsea operations.
A prototype of the Eelume has been successfully tested to depths
of 500m (1,640ft) and the main required functionality and design
concepts have been verified. Although existing prototypes have
used a tether, engineers are developing a version equipped with
Crawler drones internal batteries and onboard computer processors; it is expected
are becoming to be revealed later this year.
more autonomous

MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 43

 ⠿ DRONES
4
Aerial drones
A growing number of companies now
offer UAVs to carry out inspection tasks
from an airborne perspective. The use of
UAVs is becoming increasingly accepted
by the marine industry, especially for
inspections of difficult to reach areas and
infrastructure. For example, UK-based
company Cyberhawk was recently certified
by the American Bureau of Shipping (ABS)
to provide inspections for internal tanks.
As part of the external specialist
certification procedure, Cyberhawk
completed two internal tank inspections
on an Aframax class oil tanker (COT) in the
USA with an ABS surveyor. The inspection
took place in Portland, Oregon, 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 inspected
44 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018
Aerial drones are
proving their worth in
tank inspection tasks
with water, allowing the surveyor to use
a raft or dinghy to view critical inspection
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 the vessel
at a port. Using a UAV eliminates this and
the safety risks associated with rafting.
“UAVs are enabling 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 surveyor Joseph Riva.
“By applying ABS guidance, Cyberhawk
was able to demonstrate its ability to carry
out drone inspections and surveys, which
can support the class survey process and
provide additional savings and efficiencies
to the owner and shipyard.”
Chris Fleming, CEO at Cyberhawk, says,
“UAVs offer an incredibly efficient solution
for asset inspection. The technology is also
particularly attractive thanks to its use in
improving safety. For example, sending
unmanned aircraft instead of people into
confined spaces to conduct inspections
reduces risk.”
 DRONES⠿

5
Smarter drones
The ORCA Hub project was recently launched by
the Edinburgh Centre for Robotics, a partnership
between Heriot-Watt University and the University
of Edinburgh. Its intention is to develop robotic wind
turbine inspection technologies that use artificial
intelligence (AI) to deliver more cost-effective 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 they 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 Edinburgh’s Heriot-Watt University, says, “The
project team is looking at robotic solutions for land,
sea and air deployments, which will involve 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 this
regard, as having fewer staff offshore reduces cost,
and increases safety and workplace appeal.”

Having fewer staff offshore

reduces cost and increases safety
David Flynn, Heriot-Watt University

The project is taking the form of a program of user-

inspired 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 and
integrity monitoring of subsea power cables,” he adds.
The research program is delivering demonstrators
to industry, which will be used as the basis of ongoing
collaboration with industrial partners to develop these
preliminary results into market-ready products.
In terms of the technical advantages of deploying
robots, Flynn highlights that they provide users with
the opportunity to access previously inaccessible data
and they can be deployed into harsh or dangerous
environments not suitable for humans. He believes
that the industry can gain more objective insights
from instrumenting multiple sensors onto robots.
“For example, visual inspection of subsea
ORCA Hub will
develop drones cables and pipelines does not provide an accurate
that can adapt assessment of the integrity of these vital subsea
to changes in assets. However, with our low frequency sonar we
their environment
can effectively take the equivalent of an acoustic
MRI of the asset in situ,” he says.

MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 45

 ⠿ MARINE MAINTENANCE WORLD EXPO 2018

OUR BEST
CONFERENCE
YET!
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

Marine Maintenance World Expo 2018 is
expected to attract thousands of visitors
T
he dates for your diary for this year’s
Marine Maintenance World Expo are
June 27-29, with the event once again
returning to the RAI Amsterdam, at the heart
of one of Europe’s most cosmopolitan and
entertaining cities.
“This year’s Marine Maintenance World
Expo & Conference is shaping up to be one
of the best we’ve ever staged!” says Graham
Johnson, managing director 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 the
event, which also gives conference delegates
the chance to see a handful of the most up-
to-date software for asset management and
planned maintenance as well as the latest
coatings and ultrasound equipment to stop
fouling on hulls and propellers.
The dedicated conference (rates apply)
takes center stage, with over 40 speakers
sharing the latest maintenance innovations
and trends over the full three days of the
event. Star speakers announced to date
include: Marco Cristoforo Camporeale, VP
intelligent asset management, Rolls-Royce
Marine; Timothy Wilson, principal specialist
in fuels, lubes, exhaust emissions, Lloyd’s
Register Marine; Abdul Rahim, managing
director (South Asia), ClassNK; and Kevin
Brunn, head of business development &
innovation (ship ecosystem), DNV GL –
Digital Solutions.
Key topics under discussion in 2018
include: fleet-wide maintenance, AI, big data
and smart maintenance; advances in CBM;
and remote inspection and robotics. There
will also be a dedicated ‘Sulfur Directive:
Preparing for 2020’ session, with input from
P Michael A Rodey, innovation strategy
manager, Maersk; Lloyd’s Register Marine’s
Timothy Wilson; and Francesca Cupellini,
fuels market development advisor from
Infineum UK.
Marine Maintenance 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 handpicked
collection of the latest innovations and
technologies, including the latest in engine
maintenance, lubricant analysis, condition-
based monitoring, hull blasting, non-

46 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018

 MARINE MAINTENANCE WORLD EXPO 2018 ⠿
June 27-29, Amsterdam, Netherlands
w w w. Mari ne Ma i nt e nan ceWo rldE xpo .c o m

Exhibition entry
See the full speaker is free – register
line-up on page 56 online now for
your free pass!
Three-day conference
featuring more than 40 speakers
BOOK ONLINE NOW! Free drinks party
www.MarineMaintenanceWorldExpo.c om in the exhibition hall
EVERYONE IS WELCOME!
Thursday, June 28
5:30-7:00pm

10% discount for 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 Maintenance 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 access to all three conferences.
Featuring advanced electric and hybrid
next-generation marine propulsion systems,
Electric & Hybrid Marine World Expo
will also see an expected 120 exhibitors
from more than 20 countries, plus 3,000
attendees, with more brand-new propulsion
technologies on display than ever before.

MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 47

 ⠿ MARINE MAINTENANCE WORLD EXPO 2018
www.MarineMaintenanceWorldExpo.c om
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 sulfur emissions deadline?
It’s the topic of the moment. This is a major change that has
implications across the whole sector and the entire spectrum
of fuel, from refineries and suppliers to barge owners and the
ship itself. It’s an almost unprecedented change that could
have far-reaching effects. There isn’t a section of the industry
that this change isn’t affecting.
What are the main issues around the introduction of the
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 scramble 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 prepared for the change?
We are only a year away before it really starts kicking
in. Ships need to be on a 0.5% low sulfur fuel before
January 1, 2020, which means they need to start making
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 expectations is
essential to ensure market readiness.
Is there high awareness of the change in the marine sector?
There are likely to be a few elements in the shipping sector
that don’t know anything or at least very 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 fuels, but that
will no longer be the case and it will need five to seven years
to adjust, so awareness is high there also.
Are there any other options to meet regulations?
Exhaust gas scrubbers are an option to scrub out the SOX
using salt water. Estimates are that there are around
300-400 systems in use today out of a deep sea fleet
of over 50,000, so it’s a relatively small number. There
were estimates that there would be around 3,000 vessels
using exhaust gas cleaning systems by 2020. There
is, however, an increasing level of enquiries and ships
are now installing scrubber systems, particularly on
new builds. \\
Conference rates apply - see website for details
48 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018
Ultrasound SDT’s LubeChecker
is a fast way to
ensure bearings are
device checks greased correctly
lube levels
SDT International // Booth M1050
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, greasing of
shipboard equipment does not often receive the care and
attention it deserves. 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 identified that improper
lubrication techniques on board ship are the base of
catastrophic failures, breakdowns and costly downtime
of critical equipment such 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.
The LubeChecker ensures that FREE
bearings receive the right amount of TO ATTEND!
grease at intervals dictated by condition,
not run time.
REGISTER
LubeChecker is suitable for performing ONLINE
lubrication at condition-based TODAY
intervals and offers repeatable,
accurate, digital measurements.

Icebreaker equipment
Harsonic // Booth M1000
Harsonic is showcasing its
capabilities using several recent case
studies, including the equipment the
firm recently supplied to the 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
Corrosion protection that lasts all year
HoldTight // Booth M1055
Coatings and additive firm HoldTight
will be presenting its latest product,
HoldTight 365 thin film coating, at
Marine 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 ship’s storage
and environmental exposure.
This single component, anti-
corrosive coating is a water displacing
agent, a lubricant and a penetrating
fluid. HoldTight 365 can be applied to
MARINE MAINTENANCE WORLD EXPO 2018 ⠿
www.MarineMaintenanceWorldExpo.c om
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 clean the
pipes every six months. Hansonic’s
equipment solved this problem and
reduced
maintenance.
EXHIBITOR
SPOTLIGHT
untreated surfaces or those that have
been treated with HoldTight 102.
The coating is suitable for use on
unpainted metal surfaces, equipment
in storage, machined parts, marine
exposed components and moving
parts that cannot be protected with
a paint, polymer or epoxy coating. It
is compatible with a wide variety of
surfaces, including steel, concrete,
fiberglass, aluminum and composites.
HoldTight 365 removes all salts,
abrasives and debris to provide
MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 49
The Vibracon chock can be easily
and accurately adjusted
Adjustable
chocks
SKF// Booth E2085
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 will
preserve a blasted
surface for up to
one year
a better surface to bond with the next
coating. The wet-blasting additive is
easily applied by brush, spray or
dipping and easily removed by
high-pressure washing with
HoldTight 102-treated water.
By preserving the blasted surface
for up to a year, HT365 allows a crew
to work with maximum efficiency,
giving peace of mind that a surface
is properly prepped for a quality
coating – even if the project cannot
be completed right away.
 ⠿ MARINE MAINTENANCE WORLD EXPO 2018
www.MarineMaintenanceWorldExpo.c om
Speaker spotlight
Wolfgang Stelzle, CEO and
founder, Re’Flekt
Wednesday, June 27, 4:00pm
What is the subject of your presentation?
We will share the experience 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 field of AR to show how ship owners
and operators can use it to support employees to
perform beyond their current potential.
What are the benefits of using 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 devices and get started –
whether a smartphone, tablet or smartglasses. Our
platforms allow you to take your existing data and
documentation so that you can view it in AR. So yes,
the technology, devices and even your own existing
content is all ready to go!
What can AR be used for in the marine sector?
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 technicians 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.
What computer hardware do you need? How long
does it take? Is it expensive?
To view AR you simply need a smartphone, tablet
or smartglasses with a camera. We believe in
reusing existing data, hardware and processes to
ensure that rolling out AR in your workforce is
neither expensive nor complicated. \\
Conference rates apply - see website for more details
50 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018
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 Marine Maintenance
World Expo to launch its generic PMS databases, which
can be imported into any computerized maintenance
management system.
The Split-based technical consultancy has 20 years of
experience working with different kinds of asset management
systems and planned maintenance systems (PMS). The
company is known by many as a database ‘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 maritime industry. They
provide consulting services to support some of the key
players in shipping and the offshore industry.
For the maritime and oil and gas markets, Socius offers
generic and bespoke PMS database construction, data entry,
data migration, database realignment, data cleansing and
related business consultancy.
More than 150 leading vessel PMS databases have
been constructed in our factory, as well as more than 300
sister-vessel databases.
The company has delivered databases and large migration
and realignment projects all over the world, including Greece,
Cyprus, Italy, the USA, UAE, Kuwait and Iran, for
a variety of vessels, from cruise ships and
container carriers to research and
geotechnical ships.
Free drinks party Databases are delivered in an
internally developed standard format
in the exhibition hall
ready for an easy import into any
EVERYONE IS computerized maintenance
WELCOME! management system (CMMS).
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

Onboard processing for
of the mentoring
software at
stand M2025
condition monitoring
Machine Prognostics // Stand: M1008
Machine Prognostics
makes monitoring
systems for
condition-based
maintenance, and
will be promoting
this, its core
business, at the
show in Amsterdam.
The company has
a range of distributed 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

Mentoring
developed a decision support system for alarm management.
The technology has been influenced by the health and
usage monitoring systems (HUMS) used in helicopters. Ships

software benefit from the latest HUMS technologies because they can
autonomously support decision-making. They can also
systematically quantify a machine’s health, compressing the
data to a few kilobytes and sending it every day via satellite.
Librestream // Stand: M2025 This cross-innovation approach is a step ahead of the
Librestream will be showcasing its Onsight shipping machine monitoring norm approved by class.
Connect remote mentor software with a live
demo on multiple devices. Attendees can take
part in the field worker and remote-expert
Intelligent monitoring
experience at the show.
James Fisher Mimic // Stand: M1040
Onsight Connect can be used by workers on
For more than 25 years, extended to ensure that it
wearables, smartphones, tablets and PCs. The
James Fisher Mimic has meets the challenges faced
software delivers an interactive environment for provided intelligent by the shipping industry in
collaboration and provides access to remote condition, efficiency and the 21st century. With the
experts and augmented content to troubleshoot, performance monitoring world focus on reducing
software along with data emissions and waste, Mimic
assess and rapidly resolve issues in the field.
analysis services to the is targeted toward efficiency
Librestream will also be displaying its Onsight maritime, defense and monitoring and now includes
Cube industrial wearable, which can be used in commercial sectors. maintenance triggers that
tough marine environments. The multipurpose Its flagship product, Mimic, are based on efficiency in
provides vessel owners and addition to traditional
design and dual thermal and optical camera are operators with live decision- condition monitoring.
optimized for remote mentoring. making data relating to asset The company is launching
In addition, attendees will be able to see the condition and operational a fleet management system
efficiency. Data from Mimic so shipowners and operators
Onsight Hub, which connects to a range of video
can optimize maintenance, can better understand how
and audio devices, including non-destructive test improve asset performance their vessels operate and
(NDT) instruments such as borescopes and and avoid costs associated can identify waste.
ultrasonic devices. Finally, also on show will be with off-hire, intrusive/ The company always seeks
breakdown maintenance and feedback from owners and
the Onsight 5000HD Smart Camera, which is
insurance claims. operators and invites them
able to share HD video and high-resolution Mimic is continually to its stand for discussions
images for workers in the field. updated, improved and about their requirements.

MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 51

 ⠿ MARINE MAINTENANCE WORLD EXPO 2018
www.MarineMaintenanceWorldExpo.c om

FREE

Zinc coatings stand TO ATTEND!

REGISTER

the test of time ONLINE

TODAY

International Zinc Association

// Booth M1045
Exhibiting alongside two of its member
companies, Grillo-Werke and Metallization, the
International Zinc Association will be in
Amsterdam to show the successful use of duplex
coating systems for corrosion protection of steel.
Such duplex coating systems are widely used
on steel bridges and offshore wind energy
installations to protect steel under severe
maritime conditions. Many years of service and
the proven track record of successes in these
industries demonstrate the potential for
a reduction in corrosion maintenance cost,
and therefore total cost of ownership.
A brilliant example is Vindeby, the world’s first
offshore wind farm, built in Denmark in 1991.
Protected by a duplex system, the wind turbines
were found to be still in very good condition in
2017 after being exposed to severe maritime
conditions for 25 years.
Duplex coating systems are also used in the
shipping industry. Many North Sea and European
waters trawlers make use of this system.
Duplex coatings consist of a thermally sprayed
layer of ZnAl15 alloy on the steel substrate and
a multilayer top coat of epoxy and polyurethane.
They are technically superior to standard
coatings, with a zinc-rich primer, a multilayer
epoxy coat and a polyurethane topcoat. Therefore Above: The
world’s first
the slightly higher (initial) capital expenditures are
offshore wind
significantly offset over time by lower operational farm, Vindeby,
expenses. These savings are achieved by less was in good
corrosion repairs and maintenance as well as less condition when
dismantled
downtime reducing the total cost of ownership. last year
Thermal spraying of zinc alloy is internationally
acknowledged in the ISO 2063:2017 norm.
Long-life protection with duplex coating systems
is of particular interest for ships where the crew
has no time 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 is sailing, such as ballast
water tanks and the outside of the hull, and where
coated areas are subject to high mechanical
impacts, for example working areas and decks. In
addition, they can be used where aesthetics are
important (no red rust on cruise vessels).

BOOK YOUR
CONFERENCE
DELEGATE PASS
ONLINE
Speaker investment, which we do towards the
end of life and renovation.
supported by our IHC
Connect platform, which
TODAY!

spotlight How does your technology or

Hans Speksnijder,
product manager,
Royal IHC
Friday, June 29, 3:30pm
What is the subject of your
presentation and what will delegates
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
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.
What key technology trends will your
presentation cover and does your
product/service use?
I will be discussing our predictive
maintenance service, which is
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 the potential benefits
of new technology?
The sector is not very quick to adopt
new technologies, but it almost
always makes steady process. More
often than not it isn’t the development
of the technology that takes a long
time, but the changes required in
operations and management that
take time to adjust. \\
Conference rates apply - see website for
more details

52 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018

 MARINE MAINTENANCE WORLD EXPO 2018 ⠿

www.MarineMaintenanceWorldExpo.c om

The future of Marine Technology all in one place

June 27-29, 2018 – Amsterdam, Netherlands
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 expert
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 significant
concentration of marine expertise across
the most important topics in the sector.

Fluid analysis and EXHIBITOR

data integration 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-the-
art technological innovation, top-of-the-
line testing capabilities and proven,
reliable maintenance recommendations.
Providing a customizable, award-
winning 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 2018, 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.

MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 53

 ⠿ MARINE MAINTENANCE WORLD EXPO 2018 FREE
TO ATTEND!
www.MarineMaintenanceWorldExpo.c om REGISTER
ONLINE
TODAY

Electric motor World’s largest rotor sail

performance monitoring
HBM // Booth E7110
HBM’s eDrive system is a solution
for testing inverter-driven electric
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.
Norsepower // Booth E9075
Learn more about Norsepower’s successful 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 vessel with two rotor sails
installed on the deck. The 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 propulsion
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

BOOK YOUR
CONFERENCE
DELEGATE PASS
ONLINE
TODAY!
Speaker can be totally eliminated; and laser
peening technology that extends the
electric power generation
manufacturing sector in

spotlight lifetime of propeller shaft steels and

Dr Lloyd Hackel, vice
president for advanced
technologies,
Curtiss-Wright
Friday, June 29, 2:00pm
What is the subject of your
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
weld overlays.
How does your technology or
service 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.
What key technology trends will your
presentation cover?
We very successfully introduced
our advanced high-power laser
technology into the aerospace and
2002. Over the last 16 years the
improvements in performance and
reduced operating costs enabled by
the technology have saved billions of
dollars. The technology is now ready
to impact the maritime sector 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 generation
industry by Siemens and General
Electric, laser peening technology
awaits deployment in the marine
sector. Hopefully Marine Maintenance
World Expo will aid us in making
this valuable step forward. \\

54 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018

A unique business platform 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

4 - 8 June 2018
Metropolitan Expo, Athens Greece

www.posidonia-events.com
 ⠿ MARINE MAINTENANCE WORLD EXPO 2018

ONE
JUNE 27-29, 2018, HALL 11, CONFERENCE
AMSTERDAM RAI, THE NETHERLANDS PASS NOW GIVES
YOU ACCESS TO
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AND EXHIBITION FOR INTELLIGENT SHIP
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56 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018


DAY 1
Rolls-Royce Intelligent Asset Management:
delivering awareness, optimizing
performance and 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 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
platform and advanced machine learning, Rolls-Royce Intelligent Asset
Management is transforming vessel and fleet 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 Data and Smart Maintenance
SPEAKER: Dr Abdul Rahim, managing director,
South Asia, ClassNK, India
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.
DAY 1
The benefits of using augmented
reality in marine maintenance
WHEN: Wednesday, June 27, 4:30pm
SESSION: AI, Big Data and Smart Maintenance
SPEAKER: Dr Mika Karaila, research director,
Valmet Automation 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 as HoloLens and Samsung Odyssey HMD.
MARINE MAINTENANCE WORLD EXPO 2018 ⠿
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 ever-
increasing interest in the use of remote inspection techniques (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, reviewing current RIT
capabilities and development areas, and exploring ultimate 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
Approaches
SPEAKER: Aleksandr Mikhailov, head 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.
BOOK YOUR DELEGATE PASS:
FULL CONFERENCE
DETAILS ONLINE!
WWW.MARINEMAINTENANCEWORLDEXPO.COM
MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 57
 ⠿ MARINE MAINTENANCE WORLD EXPO 2018
DAY 1 WEDNESDAY, JUNE 27
8:00 Breakfast
9:00-10:30am – Keynote
Presentations
9:00am – Digital: benefits for naval platforms
David Chaderton, technical application
engineer, General Electric, UK
This paper will look at the use of digital systems on naval
platforms for asset performance management (APM) to
create a purposeful predictive-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 platform and advanced machine learning, Rolls-Royce
Intelligent Asset Management is transforming vessel
and fleet management in the era of ship intelligence.
10:00am – Additional keynote speaker
will be announced shortly
10:30-11:00am – Break
BOOK YOUR DELEGATE PASS: FULL CONFERENCE DETAILS ONLINE!
58 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018
11:00am-12:30pm –
Fleetwide Maintenance
11:00am – Developing an effective condition
monitoring program for a whole fleet
Bart Brinckman, technical support
manager, DEME NV, Belgium
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.
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 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
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
WWW.MARINEMAINTENANCEWORLDEXPO.COM
2:00-5:30pm – AI, Big Data
and Smart Maintenance
Moderator: Matt Smith IMarEng, MIMarEST,
marine maintenance manager, Lloyd’s
Register Marine & Offshore, UK
2:00pm – Maritime big data for ship
maintenance and data security
Dr Abdul Rahim, managing director,
South Asia, ClassNK, India
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
revises its existing maintenance 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 is changing the face 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 – Break

BOOK YOUR DELEGATE PASS: FULL CONFERENCE DETAILS ONLINE!
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
DAY 2 THURSDAY, JUNE 28
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 List GmbH, Austria;
Dorian Achim Prill, researcher, Salzburg
University of Applied Sciences, Austria
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.
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
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, when operating a fleet of vessels,
often with similar systems on board, developing a
higher-level understanding of performance at fleet
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
MARINE MAINTENANCE WORLD EXPO 2018 ⠿
WWW.MARINEMAINTENANCEWORLDEXPO.COM
will explain how the power of augmented and mixed reality
can harness your existing assets into powerful knowledge-
sharing tools that you can start implementing today.
4:30pm – The benefits of using augmented
reality in marine maintenance
Dr Mika Karaila, research director,
Valmet Automation 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
as HoloLens and Samsung Odyssey HMD.
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 monitoring
of floating structures with ShipManager Hull
Kevin Brunn, head of business development
and innovation, ship ecosystem, DNV
GL – Digital Solutions, Germany
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.
10:30-11:00am – Break
11:00am – Ultrasound condition monitoring
on board ships of the future
Walter Vervloesem, manager marine
applications, SDT International, Belgium
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 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/unmanned ships of the future.
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
MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 59
5:00pm – Remote mentoring
technologies for maritime operations
Dr Michael Murphy, vice president international
operations, Librestream Technologies Inc, Canada
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.
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
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.
1:00-2:30pm – Lunch
 ⠿ MARINE MAINTENANCE WORLD EXPO 2018
2:30-5:00pm – Remote
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), 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, 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,
DAY 3 FRIDAY, JUNE 29
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 Break
60 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018
co-founder and COO of RoNik Inspectioneering, will tell 5:00pm – Panel Discussion – Can
more about the various initiatives on drones that can make
contact with physical objects, and show a real drone that
inspection in the marine industry
can do ultrasonic thickness measurements on steel walls. be transformed by widespread
use of remote inspection and
3:30-4:00pm – Break robotic technology?
4:00pm – Inspection robotics in the marine
sector: lessons learned from similar industries Richard Beckett, survey regulations and
Ekkehard Zwicker, CEO, GE Inspection procedures manager, Lloyd’s Register, UK
Robotics, Switzerland
As shipowners and operators look for smarter, cheaper
and safer ways to conduct inspections in hard-to-
access or hazardous areas, the use of robotics and
remote inspection technology starts to look increasingly Marien van den Hoek, COO,
attractive. These technologies – particularly robotics RoNik Inspectioneering BV, Netherlands
– 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, David Knukkel, CEO, RIMS BV, Netherlands
and outline useful lessons for the marine sector.
4:30pm – Using robotics in marine maintenance
David Knukkel, CEO, RIMS BV, Netherlands
This presentation will review the latest robotic and Ekkehard Zwicker, CEO, GE
remote inspection options now available to maintenance Inspection Robotics, Switzerland
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.
8:45am – Panel Discussion – Sulfur Directive: Preparing for 2020
P Michael A Rodey, innovation strategy Ludovic Laffineur, head of environmental and
manager, Maersk, Denmark technical affairs (deputy managing director),
Royal Belgian Shipowners’ Association, Belgium
Timothy Wilson, principal specialist
– fuels, lubes, exhaust emissions, Andrea Pastorino, fuels technical expert,
Lloyd’s Register Marine, UK Infineum International Ltd, UK

10:30am-4:30pm – Best
Practice and Innovative
Approaches
10:30am – Introducing health and
usage monitoring systems (HUMS)
to the shipping industry
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, head 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.
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
MARINE MAINTENANCE WORLD EXPO 2018 ⠿
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.
12:00pm – Changes to ISO 8217 increase
the need for condition monitoring
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 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
SEE THE AWARDS PRESENTED
LIVE AT 13:15, FRIDAY, JUNE 29!
And the best electric and
hybrid marine technologies
are…?
MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 61
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.
In this work we demonstrated forming of a skeg panel
of 2m x 2m x 15mm thickness in aluminum 5083.
2:30pm – Zinc alloy thermal 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
The presentation will discuss Royal IHC’s lifecycle
support, 24/7 renovation services, condition-
based services, consultancy, training Institute,
maintenance strategies and their implementation.
*This program may be subject to change
DISCOVER
THE VERY LATEST AND
NEXT-GENERATION ELECTRIC
AND HYBRID MARINE
PROPULSION TECHNOLOGY!

27 - 29 JUNE 2018 AMSTERDAM, T

THE WORLD’S LARGEST MARINE
PROPULSION EXHIBITION AND CONFERENCE!
The international exhibition and conference dedicated to electric and
hybrid marine propulsion systems, technologies and components.

Taking place at the

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Sponsored by
DAY 1 WEDNESDAY, JUNE 27
9:00-10:30am –
Keynote presentations
Moderator
Prof. John Carlton, professor of marine
engineering, City University London, UK
9:00am – Towards a common
system for zero-emissions ships
Trond Røren, managing director,
Norwegian Coastal Administration’s
Shipping Company, Norway
9:30am – Designing the green vessels of
the future: a solution to energy efficiency
improvement and emissions reduction for
electric and hybrid marine propulsion
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 –
Advances in electric
and hybrid propulsion
Moderator
Prof. John Carlton, professor of marine
engineering, City University London, UK
11:00am – FC Green: the fastest
fuel cell ferry in the world?
Magnus Eriksson, CEO, Echandia Marine, Sweden
11:30am – ABB fuel cell
systems for shipping
Dr Sami Kanerva, senior principal
engineer, ABB, Finland
64 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018
The must-attend conference for anyone requiring
or developing the latest and next-generation
electric and hybrid propulsion technology
12:00pm – Advanced variable drive
marine propulsion system
Igor Strashny, advanced marine propulsion
development manager, Caterpillar, USA
12:30pm – 10MW direct-drive propulsion
motor for commercial applications
Dr Russel Marvin, CEO, LC Drives, USA
2:00-6:15pm – Battery
safety and optimization
Moderator
Prof. John Carlton, professor of marine
engineering, City University London, UK
2:00pm – Taking battery power to the
next level in the maritime industry
Dr Ben Gully, senior engineer, DNV GL, Norway
2:45pm – Evaluating the operational and
business cases for battery technology
Andrew Mcintosh, senior 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
Dr Aaron Sathrum, engineer, General Atomics, USA
5:15pm – Improved safety of lithium-
ion batteries through smarter sensing
Steve Cummings, senior applications
engineer, Nexceris, USA
5:45pm – Safe by design: the new
standard in energy storage systems
Walter van der Pennen, development
manager, EST-Floattech, Netherlands
DAY 2 THURSDAY, JUNE 28
9:00am-1:00pm –
Power management
Moderator: Prof. John Carlton, professor of
marine engineering, City University London, UK
9:00am – Smart power and
automation system for a lightweight
full-electric passenger vessel
Frode Skaar, director, Westcon
Power & Automation, Norway
9:30am – Multidomain methods
to better understand and verify
vessel power requirements
John Koopman, president,
Propulsion Data Services, USA
10:00am – The innovative Power Take-
Off and Power Take-In – its intricacies
Dr Makhlouf Benatmane, marine navy
solutions leader, GE Power Conversion, UK
11:00am – Agile power management
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
12:00pm – Nanocrystalline cores for
reduction of EMC in ship propulsion
Dr Wulf Günther, manager, magnetic
components, ACAL BFi, Germany
Zoran Malbasic, designer, conceptual
design and consultancy, Alewijnse
Marine Nijmegen, Netherlands
12:30pm – Optimal energy management
strategy for hybrid-electric vessels
Dr Truong Quang Dinh, assistant
professor, Warwick Manufacturing
Group – University of Warwick, UK

The conference is a
must-attend event for
anyone interested in
the range of benefits
provided by increased
vessel electrification
Images © Rolls-Royce plc
2:00-5:30pm –
Power management
Moderator
Prof. John Carlton, professor of marine
engineering, City University London, UK
2:00pm – The inductive charger
Ingve Sorfonn, chief expert, power
conversion, Wärtsilä, Norway
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
FREE DRINKS NETWORKING
PARTY IN EXHIBITION HALL!
Thursday, June 28: 5:30-7:00pm
All delegates, speakers and exhibitors are invited
to attend our complimentary networking evening!
www.ElectricandHybridMarineWorldExpo.com ⠿
DAY 3 FRIDAY, JUNE 29 50+
SPEAKERS!
8:30am-12:50pm –
Concepts, case studies
and innovation
Moderator
James Fanshawe, chairman, UK MASRWG, UK
8:30am – The battery-powered fleet
Sondre Henningsgård, managing director,
Maritime Battery Forum, Norway
Presentation description unavailable at press time.
9:00am – The world’s largest
electric vehicle – dream to reality SEE THE AWARDS
Chris Kruger, CTO, PBES, Norway
PRESENTED LIVE AT 1:15pm,
9:30am – Next-generation electric FRIDAY, JUNE 29!
propulsion system on a zero-emission ferry
Massimo Mantovani, industry manager –
marine, Nidec Industrial Solutions, Italy
And the best
electric and hybrid
10:20am – OV Ryvingen: innovation marine technologies are…?
in hybrid multipurpose vessels
Bjørn-Erik Osmark, technical specialist – power
system integration, Rolls-Royce Marine, Norway;
Kristian Eikeland Holmefjord, technical 12:20pm – A concept for a parallel
specialist – product introduction, hybrid propulsion system
Rolls-Royce Marine, Norway Niklas Thulin, director – electromobility,
Volvo Penta, Sweden
10:50am – The Greek hybrid RoPax
case: from ‘ferrytale’ to reality 2:00-4:00pm – Concepts,
Panayotis Mitrou, technology and innovation
manager, marine and offshore, south case studies and
Europe, Lloyd’s Register, Greece innovation
11:20am – First commercial module Moderator
and battery fishing boat in the world Nick Lambert, director, NL Associates, UK
Francois Bosse, vice president –
administration, Ocean Marine, Canada 2:00pm – Hybridization of
research vessel propulsion
11:50am – Zero-emission urban Marko Loisa, business manager,
public transport passenger boat Protacon Technologies, Finland
Federico Casagrande, motor engineering
design supervisor, Moog Italiana, Italy 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
MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 65
 27 - 29 JUNE 2018
AMSTERDAM, THE NETHERLANDS
The path towards unmanned shipping...
The international conference dedicated to
discussing the challenges and opportunities
of increased automation and autonomy in
the maritime sector
The Autonomous Ship Technology Symposium brings together ship
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.

ONE
CONFERENCE
Brought to you by the publisher of: PASS NOW GIVES
YOU ACCESS TO
ALL EVENTS!

Taking place
Event sponsors
alongside...

www.autonomousshipsymposium.com
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120+
SPEAKERS
©Rolls-Royce
OVER 450
DELEGATES

©Rolls-Royce

Topics under discussion

• Autonomous navigation • Legal implications • HMI
technology • Environmental impact • Maritime insurance
• Automated onboard systems • Maritime regulations • Case studies and research
• E-navigation • Simulation projects
• Automation software • Testing and validation • Remote satellite
• Maritime remote control • Piracy communications
technology • Cybersecurity • Reliability testing of software
• Potential economic benefits • Impact on maritime workforce and hardware systems

For more information about the Autonomous Ship Technology Symposium 2018, please contact
Samuel Gee, conference director: samuel.gee@ukimediaevents.com

www.autonomousshipsymposium.com
 ⠿ www.autonomousshipsymposium.com
BOOK YOUR
SEAT AT THE
2018 SYMPOSIUM
Sponsored by
ONLINE TODAY! DAY 1 WEDNESDAY, JUNE 27
www.autonomous
shipsymposium.com
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
Päivi Haikkola, ecosystem lead, DIMECC, Finland
The path toward unmanned shipping… 10:00am – Government/industry partnerships
to speed up autonomous ships to market
The world’s first international conference dedicated to Raphaël Fabian, EU affairs officer,
discussing the challenges and opportunities of increased Rolls-Royce, Belgium
automation and autonomy in the maritime sector 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

2:00-5:30pm – Navigation
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

68 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018


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 of autonomous navigation
systems in the maritime industry
Andreas Brandsæter, researcher, DNV GL, Norway
4:30pm – An innovative propulsion
approach toward reliable navigation and
position keeping of autonomous ships  11:30am – Autonomous vessels
Klaas Visser, assistant professor,
marine engineering, Delft University
of Technology, Netherlands
5:00pm – Autonomous marine navigation
in GNSS-denied environments
Geraint West, global business manager –
oceanographic, Sonardyne International, UK
DAY 2 THURSDAY, JUNE 28
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
9:30am – Unmanned systems
evolution: from aircraft to ships
Adam Ehart, chief engineer, unmanned
maritime systems, Textron
Unmanned Systems, USA
10:00am – Smart Marine:
the future of shipping is now
Andrea Morgante, head of digital, marine
solutions, Wärtsilä, Norway
11:00am – FernSAMS: Fully remotely
controlled tugboat concept including
autonomous assistance
Hans-Christoph Burmeister, group manager – sea
traffic and nautical solutions, Fraunhofer Center for
Maritime Logistics and Services CML, Germany
11:30am – Demonstrating the
safety case for international transits
www.autonomousshipsymposium.com ⠿
with autonomous systems
Richard Daltry, technical director, ASV Global, UK
12:00pm – Value of autonomy
measured through operations on
multiple commercial vessels
Michael Johnson, CEO, Sea
Machines Robotics, USA
2:00-5:30pm –  of Memorial University, Canada
Situational awareness
and decision support
Moderator
Nick Lambert, director, NL Associates, UK
2:00pm – Sea Hunter and maritime
autonomous behaviors
Dr Tim Barton, maritime chief engineer, Leidos, USA
2:30pm – Sensor design choices for precise
maneuvering and situational awareness
Russ Miles, CTO, Guidance Marine, UK
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  compliant collision avoidance: breakthrough
Vegard Evjen Hovstein, CEO,
Maritime Robotics, Norway
5:00pm – A self-awareness
system for autonomous ships
Dino Mandic, founder and CEO,
SailRouter, Netherlands
DAY 3 FRIDAY, JUNE 29
9:00am-12:30pm –  Mark Johnson, counsel, Reed Smith, UK
Best practices
Moderator
John Haynes, managing director,
Shock Mitigation, UK
9:00am - Interaction between
manned and unmanned ships
Dr Sauli Ahvenjärvi, principal lecturer, Satakunta
University of Applied Sciences, Finland
MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 69
9:30am – Inmarsat: autonomous ship
Stein Oro, vice president, Inmarsat
Maritime, Netherlands
10:00am – The mariner in
the age of automation
Gordon Meadow, associate professor/chair MASSIG
IMarEST, Southampton Solent University, UK
Prof John Cross, professor, Marine Institute
11:00am – Strategies for the realization of
autonomous vessels in Korean shipyards
Dr Sewon Kim, senior researcher,
DSME (Daewoo Shipbuilding and
Marine Engineering), Korea
on inland waterways
Ann-Sofie Pauwelyn,
RIS project leader – smart shipping,
De Vlaamse Waterweg NV, Belgium
12:00pm – USVs in narrow channels:
obstacle avoidance systems developments
Aditya Nawab, CEO, Robosys Autonomous
Unmanned Systems, United Arab Emirates
2:00-4:00pm – Legal and
regulatory frameworks
Moderator
John Haynes, managing director,
Shock Mitigation, UK
2:00pm – Rolls-Royce autonomous COLREG-
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 
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 BOOK YOUR
SEAT AT THE
2018 SYMPOSIUM
NOW!
 ⠿ COATINGS
Airless spraying
The airless
advantage
Marine coatings and methods
of applying them are evolving
to meet environmental and
performance requirements
T
here are three specific trends
relevant to today’s marine coatings
industry. The first and perhaps most
important is the continued move
away from solvent-based coatings.
Solvent-based coatings have been
widely used for decades. However, recent
environmental legislation is driving
companies to switch to water-based
alternatives. The reason is that during the
drying process, solvents used in coatings
evaporate, releasing volatile organic
compounds (VOCs) that have a toxic impact
on the environment.
Technological advances are enabling
water-based coatings to increasingly replace
solvent-based paints. These coatings dry
through the evaporation of the water. During
the drying process, the dispersed particles
fuse to form a film.
As well as being environmentally
friendly, with 98% fewer VOCs than solvent-
based coatings, water-based coatings
require no special ventilation because there
is a complete lack of hazardous fumes. This
attribute is particularly beneficial for the
marine industry, for example when coating
the inside of tanks. Moreover, it also means
that equipment can be cleaned with water
rather than solvents. Both these factors avoid
70 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018
the additional costs incurred with solvent-
based coatings.
High-performance coatings
Another trend is that the market for high-
performance anti-corrosion coatings is
booming. It is expected to grow 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 harsh corrosive conditions often
experienced in marine environments. In
terms of demand, epoxy coatings account
for over 55% of the global high-performance
anticorrosion coatings market. However,
acrylic coatings are the fastest-growing
product segment.
Some of the latest products in this area
use nanotechnology to create protective
particles that fill in 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 streaks, glue residue
and other dirt. These products can also be
used to protect upper deck surfaces from
ultraviolet exposure and oxidization. Using
these coatings also reduces cleaning, which
saves maintenance time and costs.
Finally there is a trend to 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 are indispensable to improve
a vessel’s performance in ice, maintain its
speed, and also contribute to reducing fuel
consumption and costs.
When applied to the hull, these special
coatings make it smoother, reducing the
chance of ice accumulation. Specialized
coatings are also available that have
considerable resistance to ice abrasion and
impact with 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 coatings 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. This is because
the paints are based on 100% volume solids
and require high-ratio pumps. Other reasons
for the use of airless spraying are related

to the large size of vessels and 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 mixing of the paints with air to provide
atomization. Instead, mixing is achieved
by forcing the paint through a special tip at
very high pressures of around 175-245 bar
(17,500,000-254,000,000 Pa).
This very high 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 with
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 (33,800,000 Pa) respectively.
These are very high pressures, which means
stringent safety precautions are necessary.
A key component of an airless sprayer is
the tip, which is usually made from tungsten
carbide. It consists of an orifice, into the
front of which is cut a V-groove or slot.
Tips can be obtained with different orifice
diameters and slot angles, and the 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 tip off the gun and cleaning 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,
thermally isolated poppets (on the XL3400
and XL6500 models) are insulated from motor
castings that can often drop below freezing
temperatures. The newly designed poppets
and external pilot lines virtually eliminate
pilot valve freezing that and instant stops.
Graco has also redesigned the poppets
to improve reliability and sealing. The
passages are also much larger, making
them more reliable and easier to service,
troubleshoot and replace. Customer requests
MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 71
COATINGS ⠿
for a smoother changeover and no pressure
drops have also been incorporated in the
King. A high intake/exhaust capacity in
the air valve leads to a faster, smoother
changeover, and eliminates the annoying
minor blemishes in the finish.
A powerful new air motor enables the use
of multiple guns with almost no perceivable
pulsation. A manifold has been designed
to simplify the installation of multiple
guns. With more powerful and efficient
changeovers, the ability to spray with up to
six guns is now possible. The King airless
sprayer also incorporates the MaxLife pump
lower, which is designed for robustness and
reliability. Key features include the exclusive
MaxLife sleeve rod, long-life ceramic balls
for versatility and a standard two-line outlet.
The King sprayer is available with an
XL3400, XL6500 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/min).
The maximum working pressure is 500 bar
(50,000,000 Pa). \\
Free reader inquiry service
Graco
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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
P
osidonia 2018, which will be held in
Athens on June 4-8, is cruising full-
speed ahead to yet another record-
breaking year, confirming its leading
position among maritime events worldwide.
While space bookings have exceeded all
previous records, the event’s organizers
predict that over 1,850 companies will
showcase their products and services at
this year’s event and visitor numbers are
expected to rise to 22,000.
The increased demand for participation
at the world’s most prestigious maritime
exhibition is derived from a strong Greek
order book for new-builds and upgrades to
the existing 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 everything
shipping stands for,” says Theodore Vokos,
executive director of Posidonia Exhibitions,
the event’s organizer.
Over 260 ships built to high specs, with
many of them Tier II and Tier III compliant,
were on order for Greek interests at the
start of 2018. The spending spree is also
regulation-driven and stems from the recent
72 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018
ratification of the ballast water treatment
treaty and type approvals by the US Coast
Guard, as well as new regulations regarding
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 with
new environmental regulations is a must for
Greek shipowners.
Once more the Posidonia exhibition
space will be dominated by a total of 20
national pavilions including the leading
shipbuilding nations, such as the Far Eastern
power houses of China, Japan and South
Korea. Maritime centers such as Hong Kong,
Singapore and Dubai will once more present
their range of services. Long-standing
exhibitors including the USA, Denmark and
Holland will field a greater presence than
before. Newcomers include landlocked
Luxembourg and agricultural economies like
Georgia. Poland will also make its debut at
Posidonia this year.
Among the new highlights are the
Greek pavilion organized by HEMEXPO, the
association of Hellenic Marine Equipment
Manufacturers and Exporters, and a second
Greek pavilion organized by the Worldwide
Industrial & Marine Association (WIMA),
representing Greek companies active in the
fields of ship construction, spare parts 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 Posidonia 2018
for the global unveiling of its International
Maritime Industries (IMI) joint venture,
created to develop one of the world’s largest
full-service maritime facilities.
The Posidonia conference and seminars
program will once more include over
40 conferences, product presentations,
technical seminars and press conferences.
The conference program will start with 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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Reader inquiry no. 102
 MACHINE LIFE EXTENSION ⠿
Electroplating

The protection BELOW: Selective plating of

a large bearing housing to
resize the internal diameter
for a bearing fit

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

D
ay in, day out, ships are subjected
to extreme conditions: salt water,
high temperatures, wear, corrosion
and fatigue. It’s no wonder the
shipyard is a welcome sight. The problem
is, every second a vessel spends in the
shipyard is one when it’s not creating value
or safeguarding national 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
traditional method of tank plating for repair
can result in extensive downtime due to
disassembly of components, transportation
from the shipyard to the plating facility, and
reassembly after the repair. When every
second of downtime counts, costs mount up.
There’s also the question of flexibility: when
a component fails at sea, it needs fixing fast,
which is why portability adds value. is 22,803kPa (11,200psi) on an SAE 4130 disassembly or transportation and minimal
steel base material. Additional qualitative masking and post-machining; just a quick
Making protection portable tests, as described in AMS-QQ-N-290, were process that extends maintenance intervals
The answer lies in selective plating – a conducted, in which the plated areas were and service life.
process pioneered by SIFCO Applied Surface subjected to high stresses and strains. These
Concepts (ASC). The SIFCO Process uses results also showed excellent adhesion. Better on board
portable equipment to electroplate areas of Beyond adhesion, however, the main The naval forces of the USA, UK and Japan
worn or damaged components. Localized benefit of the SIFCO Process is portability. have all adopted the SIFCO Process to keep
areas on components of any shape or Only four elements are required: a power their vessels moving. Now, more commercial
size can be reliably coated with a full pack, plating tools, plating solutions and shipyards are opening up to selective plating
range of high-performance materials for a trained operator. Unlike tank plating, for minimizing downtime – getting their
corrosion, wear, hardness, refurbishment or selective plating can be performed in situ. ships back out there, and keeping them
dimensional restoration, lubricity, and more. It can be brought into the shipyard, aboard protected, when and where it’s needed most.
A key concern for any metal add- vessels, or anywhere it’s needed to enhance The SIFCO Process saves engineers and
on process is adhesion. But tested in or repair components. The process can be technicians thousands of dollars every year
accordance with ASTM C633-79 Standard performed by certified technicians and by reducing downtime, turnaround time and
Test Method for Adhesion or Cohesive engineers after training, and the portable investment in new equipment. \\
Strength of Flame Sprayed Coatings, equipment facilitates machine shops at the
the SIFCO Process deposits exceed the point of repair. Free reader inquiry service
cohesive strength of the cement. For The process – which carries approvals SIFCO Applied Surface Concepts
example, the minimum tensile strength from the American Bureau of Shipping, To learn more about this advertiser, visit
value established at the point of cement MIL-STD 2197(SH) and NAVSEA – uses only www.ukimediaevents.com/info/mmm NOW!
failure during testing for nickel high speed the required material. There’s minimal Reader inquiry no. 103

MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 73

 ⠿ INSPECTION
Thickness gauging

A tool for the times

The evolution of ultrasonic thickness gauges has been shaped by available
technologies and the changing requirements of the marine sector

C
ygnus Instruments was founded
in 1983 by George Edes, a marine
surveyor and commercial diver
whose family escaped from post-
World 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.
Realizing that the work could be
carried out more effectively, Edes, with
the assistance of a partner, produced
his first ultrasonic thickness gauge,
the Surtest SP3.
The next product Edes developed was
so well focussed on meeting the specific
requirements of the marine industry that it
endures in almost exactly the same form 35
years later.
As Edes had done the thickness gauging
job himself for many years, it is no surprise
that the Mk1 Cygnus 2 was an extremely
well-designed piece of equipment. Relatively
small and light by the standards of the early
1980s, it was waterproof, had a long battery
life and was extremely simple to operate. The
gauge also featured an LED ‘end-display’.
The Cygnus 2 was an immediate hit
with marine surveyors who previously had
lugged the same, large oscilloscopes in
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 on 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 unit to be ergonomically designed for
the marine inspection industry, at its heart
was an entirely novel ultrasonic technique
that Cygnus called ‘multiple echo’. All other
thickness gauges available in the 1980s used
a twin-crystal probe and single echo, but
Cygnus developed and pioneered the use
of a single-crystal probe and three echoes.
Although it is more difficult 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 multiple-
echo technique is that thick coatings (up
to 20mm or 0.8in thick) can be completely
ignored by disregarding the first return
echo, which includes the coating thickness.
The elimination of the requirement to remove
protective coatings naturally yields big
savings in both time and money.
Second, when the Cygnus gauge is being
operated, it is ‘listening’ for three back-wall

74 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018


echoes, instead of just one, to return to the
probe. When the three consecutive echo
signals have been detected, the Cygnus
gauge ignores the first echo and measures
the time between the second and third
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 multiple-
echo mode, there is no ‘V-path error’.
A twin-crystal probe sends and receives
the ultrasound into and back from 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 ultrasonic signal directly straight into
and back from the material. The result is an
increase in accuracy of the measurement
that has been taken with the Cygnus single-
crystal multi echo method.
These three attributes combined were the
reasons that IACS (International Association
of Classification Societies) has specified that
only “digital instruments using multiple-
echoes, single-crystal technique” (IACS UR
z17 Rev.12/2016) may be used on coated
surfaces during inspections. As the use of
a flaw detector is overkill for 0° thickness
readings, Cygnus thickness gauges –
particularly 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 consists of five models,
offering a wide array of features. Crucially,
every Cygnus gauge is still built around
the company’s founding concepts 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 standard. However, Cygnus
customers can now, if they choose, also add
twin-crystal probes to the unit. Although
the multiple-echo technique is always
recommended as the first choice when
carrying out inspections, single-echo and
echo-echo modes have been incorporated
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 Mk5 gauges is an A-scan, to help the
technician to verify true back-wall readings
in difficult measuring applications, and when
not using multiple echo.
MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 75
INSPECTION⠿
FAR LEFT: The end display on the 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
transferred from the gauge to the software
for later interrogation, and uploaded into
a spreadsheet or reported as a PDF. The
gauges are supplied with USB cables or
Bluetooth to transfer readings into simple,
effective reports that can be handed to
customers as PDF files.
Cygnus Mk5 gauges are built to be
extremely robust, providing maximum
strength and environmental protection. They
are all IP67 environmentally rated and have
passed stringent military standard testing
(US MIL-STD-810G).
Below the waterline
In the early 1980s, at the same time as
the Cygnus 2 was being widely adopted
by inspection technicians and engineers
around the world, Cygnus’s two other unique
and original product lines were being
introduced to the market: an underwater
thickness gauge and an intrinsically safe
thickness gauge.
Acceptance and success in the
inspection environment below the waterline
drove Cygnus Instruments to also 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 classification societies, Cygnus has
continued to keep pace and develop its
subsurface range of thickness gauges.
In 2010, Cygnus launched the Cygnus
DIVE – a wrist-mounted unit for commercial
divers, depth rated to 300m (984ft). This
latest model brought a live A-Scan display,
twin-crystal probes and datalogging to
the underwater range, enabling this next-
generation subsea unit to become more
versatile and useful in a wider and more
technical scope of applications.
Cygnus remains focused on the
industries from which it was born. This has
allowed the company to continue to develop
and innovate with clarity of purpose, and
produce equipment that is rugged, simple,
accurate and extremely effective. \\
Free reader inquiry service
Cygnus Instruments
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Reader inquiry no. 104
 ⠿ 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 Vanbrabant, Rustibus

T
he Norwegian-made Rustibus
mechanical de-scaling machines
are assembled by hand and are a
result of years of R&D and industry
experience gained by staff going on board as
much as possible to demonstrate the correct
use of the equipment.
Direct contact with 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 machines, so the
products can be improved further. A
better product makes it easier to efficiently
maintain the quality of a company’s fleet.
On the other hand, improving sometimes
means sticking to proven successes and
not getting ahead of ourselves by thinking
bigger is better. For example, the R2000 de-
scaling machine is the king of the Rustibus
range. It has a realistic working capacity
of up to 30m² and requires only one crew
member to operate, even while at sea.
Creating a bigger, more powerful machine LEFT: The R2000 has a working capacity of
would make it less easy and efficient in 30m² and is the largest in Rustibus’s range of
de-scaling machines
daily use. The R2000 is big enough and has
proved its value and user friendliness over
the years. However, although it isn’t getting
larger, new safety features and eco-friendly
solutions for it will be developed. ships. The all-round machine is only 25% narrow profile edge, and improvements to
less powerful than the R2000 but has more the disposable chain drum. The drum still
When less means more than double the power of the R1200. The uses Rustibus’s patented chain-link system,
Sometimes a de-scaling machine offering R1600 has been designed to overcome the but is assembled in such a way that it no
just a little less than the R2000 better reflects constraints of the R1200, which is slightly longer requires a shaft. The drum is now
a customer’s needs. Rustibus’s current limited in its maneuverability on vessels also able to function as its own shaft, which
bestseller, the R1200, is more economical, with limited access because the engine is improves user-friendliness. Furthermore,
while still offering the same results as the mounted on the side of the machine. The there is less wear and tear and so the drum
R2000. It will not work as quickly as ‘the R1600’s motor is positioned on top of the requires fewer spares, which improves its
king’, but it is lighter, which reduces freight machine, similarly to the R2000, allowing cost efficiency. \\
costs and makes it easier to move around on it to move even more freely around narrow
the ship. edges. The R1600 is suitable for use in large Free reader inquiry service
As ship design is evolving, and capacity areas with the advantages of a machine Rustibus
and efficiency gains have become key better suited for more detailed work. To learn more about this advertiser, visit
factors, Rustibus has developed the R1600, Other improvements featured in the www.ukimediaevents.com/info/mmm NOW!
which better reflects the design trends for R1600 include a slimline handle and the Reader inquiry no. 105

76 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018


A smarter approach
Challenging production environments have led to an evolution
in rust prevention and corrosion maintenance strategies
Ken Rossy, HoldTight
F
ueled by growing environmental
concerns
and stringent regulations,
the new standards of maintenance,
sustainability and technology have
prompted wider use of salt-removal and rust-
prevention solutions. In HoldTight’s 30 years
of business,
the exposure and environmental
conditions that its projects are subjected to
have changed dramatically. New challenges
are pushing the firm to continuously evolve
to deliver quality solutions.
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 engineers
and safety managers try to mitigate risks
through the use of proper inspections and
preventative maintenance.
HoldTight 102 was used on a North Sea
project where ground and purified glass was
used as the abrasive in a wet-slurry blasting
setup, to which 2% of 102 was added
for
spot blasting. In that project, approximately
180 stainless-steel studs welded onto
carbon-steel platforms, which had not been
treated properly, were producing galvanic
and under-creep corrosion. The project
corrosion specialist reported that
the
product was very effective in terms of blast
cleanliness and blast efficiency, as well as
cleanliness retention. Results such as this
have a considerable impact by extending
the structural lifecycle and yielding a strong
return on investment for the company.
Storage tank solution
On the other side of the globe, in the
heart
of the USA’s Permian Basin, engineers
and operations managers face different
environmental challenges with salt, rust and
corrosion. Secondary containment systems
and storage tanks are often critical for high-
yield production in the Permian.
HoldTight worked with a steel fabrication
plant involved in manufacturing storage
tanks in West Texas. The carbon steel used
in manufacturing the tanks can be plagued
with contaminants such as grease, rust,
cutting fluids and mill scale. Although it is
thoroughly blasted by dry abrasive blasting
technology upon arrival at the plant, the
steel is prone to rusting during the time it is
left unprotected and after being exposed to
water in the final surface preparation stage.
With HoldTight 102 added to the de-
ionized water, follow-up testing confirmed
that the steel was rust and salt/contaminant
free. The additive increased the adhesion
MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018 ⠿ 77
COATINGS⠿
Corrosion protection
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 bottom line remains that corrosion
and rust can cause considerable damage
to structures, resulting
in costly repairs,
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 proactive approach to structural and
equipment maintenance. Such a partnership
supports a well-balanced strategy for
delivering on commitments
to maintenance
compliance and sustainability, whether
a project is in the Permian Basin, the North
Sea or anywhere else around the world. \\
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HoldTight
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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
A
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 the repair of
military surface ships, submarines and
commercial vessels, the building of military
and commercial ships, and the execution
of industrial maintenance and integrated
logistic support services to national and
international customers. AA will perform
the overhauls of ThyssenKrupp Marine
78 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018
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),
one of the world’s top submarine masts and
systems OEMs, for mast refit and overhaul
projects and other fields of mutual interest.
This important 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 which
the maintenance of missiles, mines and
torpedoes is undertaken. A full weapon
systems and sensors workshop is available,
capable of ensuring the maintenance of
a wide range of weapon systems, such
as missile launchers, guns and radars.
The shipyard’s use of vacuum infusion
techniques to produce composites, together
with a strong design capability, is attracting
composite components production work
for naval systems. The capability to produce
all types of composite production molds
is a key factor in this.
Ship and maritime systems design
Building on its capability to design and
build customized solutions for vessels,
AA is aiming to expand the 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 Portuguese Navy’s major classes
of ships from birth to grave, AA has the
through-life knowledge that is required
to adopt a lifecycle cost (LCC) approach
to new-vessel design and the definition
of maintenance policies and methodologies
for other types of craft and ships.
This market niche is seldom encountered
elsewhere, especially with the level of
expertise resident in AA as a sole entity.
Challenges
There are tough challenges ahead. Although
the quest for continuous technical and
skills development endures, AA’s focus
is to drive productivity to levels that
enable an expansion into international
markets. The challenge of migrating the
traditional yard to a logistics hub must
also be overcome. \\
Free reader inquiry service
Arsenal do Alfeite
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Reader inquiry no. 107
 Maritime
Future
Summit
smm-hamburg.com/mfs

be connected
3 sept 2018
hamburg
Mind the gap –
bridging disruptive technologies
Digital technologies 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
check out the industry leaders meet at the Maritime Future Summit to
digital route
share insights and visions for setting the right course.
smm-hamburg.com/
digital-route
visit
smm-hamburg.com/
mfs-trailer
to watch our in cooperation with
trailer

linkedin.com/company/smmfair twitter.com/SMMfair youtube.com/SMMfair

facebook.com/SMMfair
#SMMfair
 ⠿ DASHBOARD
Key facts from this issue
PAGE PAGE

4 34

60-80%
of machinery defects
US$15bn
can be blamed on The estimated cost per year to
human action operators from fouling on hulls
”Barnacles, mussels and micro-
“There are good reasons from organisms cost operators in
every angle to perform maintenance additional fuel, cleaning, downtime
only when it is needed” and loss of maneuverability”

PAGE PAGE

10 26

13%
“Some 80% of the port’s
quay walls are more than
50 years old”

76km The portion of time it was found a

support vessel could operate more
of quay wall at the Port efficiently on one engine instead of
of Rotterdam two after analysis of engine data
PAGE

40 20
PAGE

6 days
to complete tank inspections “Vibrations signal the first sign
on 14 Aframax oil tankers of a problem on a main engine.
using a drone, instead of We have been able to detect
several weeks 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 2018..
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

80 ⠿ MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | APRIL 2018

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