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T HE OFFICIA L P UB L I C AT I O N O F M AR I NE M A I N TE N A N CE WO R LD E XPO | SE PT 2 9 OCT 1, 2 0 15, AN T WERP, BELGI UM
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S EPTEM B ER 20 15
Underwater robotics:
UKIP Media & Events Ltd
Is a human
maintenance
and repair team a
thing of the past?
Inside Next-generation
technologies and services
IRATA wants to
minimize accidents
among rope access
technicians
Engine maintenance:
Caterpillar Marine reveals

a brand-new solution that
enables an engineer to
predict a component failure
30 days before it happens
SEPTEMBER 2015
Interview:
Durk-Jan Nederlof
of Damen Shiprepair
& Conversion
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CONTENTS
04
26
In this issue
10
04 Underwater repair and

robotics
With several autonomous robot

programs underway, is using
a human maintenance and
inspections workforce a thing
of the past?
10 Interview: Caterpillar Marine

Jaime Tetrault, director of
product support, reveals
enables an engineer to predict
a component failure 30 days
before it happens
16 Spare parts
Additive manufacturing could

innovate maintenance and
enable production of spare parts
in the harbor or on a vessel
26 Rope access
How is the Industrial Rope

Access Trade Association
ensuring accidents are few and
far between?
32 The UK Royal Navy
Does RFA Diligence hold the key

to forward repair and support
of warships?
32
44
38 Gibraltar Port
76
44 Engine maintenance
78 Service packages
The one-stop shop for refueling

and repairs between the
Mediterranean and the Atlantic
Wrtsil opens the doors to
its Propulsion Test Centre in
Tuusula, Finland, to MMTI
Offering customers cost-effective

repairs, while staying one step
ahead of the changing industry
50 Marine Maintenance
World Expo 2015
84 Parts cleaning
A versatile eco-friendly cleaning

solution offers a range of
choices to suit the job in hand
Take a look at some of the

highlights that you can expect
in Antwerp
86
66 NDT/UTM solutions
A new maintenance concept for

vessels in remote locations
68
Supplier interview
Chris Walters, chief executive

officer, TSC Inspection
70 Ultrasound monitoring
programs
User-friendly and reliable

systems to ensure damage
limitation
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Infrared analyzer
A new handheld spectrometer

designed to measure
lubricant condition and water
contamination
88 Ask the expert
Ensure that your cruise vessels

or yachts are never out of action
74 Hull integrity management
Preventative maintenance
An experiment to find a
cost-effective, eco-friendly way
to prevent fouling of box coolers
With strict new regulations in

place, the need for operators
to understand exactly what
is meant by biodegradable
is more vital than ever
when dealing with

lubricants
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MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | SEPTEMBER 2015 01
FOREWORD
T HE OFFICIA L PU BLICAT ION OF M A R I N E M A I N T EN A N C E WOR L D E X P O | S EP 2 9 OCT 1, 20 15, AN T W ERP, B ELGIUM
M A RINE M A INT ENA NC E T EC H NOLOGY INT ERNAT IONA L
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Yo m
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nc s
:
W na 15 ar
IE te 20 ye 0
EV in o this p5
PR Ma xp e to vent
e E id e
in ld l gu nd
ar or ca tte
M W r offi st-a
S EPT EMB ER 201 5
Underwater robotics:
eing held in Antwerp this year, the third annual Marine Maintenance World Expo is
where you need to be from September 29 to October 1. Make sure you have the dates
in your calendar.
Last year the World Expo had record 1,650 attendees from 70 countries, including
Russia, Korea, Austria, the USA, Belgium, the UK, Uruguay, Poland and Finland, making it the
must-see event in the marine maintenance industry calendar. Youve set the benchmark here,
remarked visitor Gaurav Dalvi, director, Katale Shipyard. Marine Maintenance World Expo is the
show the industry needs to be at.
I can now confirm that Marine
Maintenance World Expo 2015
will be even bigger and better
than the launch event, and with
numerous new and exciting
highlights, Antwerp Expo Hall 4
is where the action will take place.
World-class speakers taking
part in the conference include:
Prof. John Carlton FREng,
professor of marine engineering, City University London, UK; Jaime Tetrault, director,
aftersales, Caterpillar Marine, USA; Prof. Ioannis Georgiou, researcher/teacher, National
Technical University of Athens, Greece; Danny Shorten, lead business development specialist,
Lloyds Register, UK; and Rod McGregor, development engineer, Defense Research and
Development Canada, Canada. The full conference program starts on page 60 of this issue.
Plan your itinerary carefully as there are so many unmissable, exclusive papers being
presented during the entire show. If you haven't done so already, go online to
www.marinemaintenanceworldexpo.com to purchase your delegate pass.
In addition, a multitude of new products will be launched, which you can read about
starting on page 50. You cant afford to miss the Technology Demonstration Area (a free-toattend attraction in the exhibition hall), which is hosting some of the worlds leading suppliers
as they demonstrate their latest and next-generation products. Almost 20 such demonstrations
are taking place more information can be found on page 64.
Other highlights include the exhibition hall buffet, which will be held on Tuesday, September
29, from 4:00-6:00pm, with food served by the Marine Maintenance World Expo Glamour Girls.
A free-to-attend drinks party will also take place in the exhibition hall from 5:00-7:00pm on
Wednesday, September 30. With unlimited alcohol served by our Marine Maintenance World
Expo Glamour Girls, the party will be the networking opportunity of the year. And finally, a free
exhibition hall breakfast will be served by our Marine Maintenance World Expo Glamour Girls
from 10:30am on Thursday, October 1 for all visitors in the exhibition hall. To see the full list of
highlights, turn to page 59.
I look forward to meeting you all in Antwerp in September!
Being held in Antwerp

this year, Marine
Maintenance World
Expo is where you need
to be in September
Bunny Richards
editor
02 MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | SEPTEMBER 2015
Welcome to the
Marine Maintenance
World Expo 2015
show issue
Is a human
maintenance
and repair team a
thing of the past?
Inside next-generation
technologies and services
Engine maintenance:
Caterpillar Marine reveals

enables an engineer to
predict a component failure
30 days before it happens
The IRATA talks

about minimizing
rope technician
fatalities
SEPTEMBER 2015
Interview:
Durk-Jan Nederlof
of Damen Shiprepair
& Conversion
Editor: Bunny Richards

(bunny.richards@ukipme.com)
Production editor: Alex Bradley
Chief sub editor: Andrew Pickering
Deputy production editor: Nick Shepherd
Senior sub editor: Christine Velarde
Sub editor: Alasdair Morton
Art director: Craig Marshall
Art editor: Andrew Locke
Design contributors: Andy Bass, Louise
Adams, Anna Davie, James Sutcliffe,
Nicola Turner, Julie Welby, Ben White
Head of production and logistics:
Ian Donovan
Deputy production manager:
Lewis Hopkins
Production team: Carole Doran,
Cassie Inns, Frank Millard, Robyn Skalsky
Circulation manager: Suzie Matthews
Publication director: Mike Robinson
(mike.robinson@ukipme.com)
Sales managers: Peter Sarno, Cheryl Standley
Advertising sales: Ram Seira
CEO: Tony Robinson
Managing director: Graham Johnson
Editorial director: Anthony James
Published by
ISSN 2049-8152
Contact us at:
Marine Maintenance Technology International
Abinger House, Church Street, Dorking,
Surrey, RH4 1DF
tel: +44 1306 743744
fax: +44 1306 742525
The views expressed in the articles and
technical papers are those of the authors and
are not endorsed by the publishers. While
every care has been taken during production,
the publisher does not accept any liability for
errors that may have occurred.
Copyright 2015
Subscriptions
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ROBOTICS
Underwater repair
Man vs
machine
A number of programs are underway to develop autonomous
robots that are capable of carrying out inspections and
maintenance of ships, which could offer huge cost and efficiency
savings compared with similar work carried out by humans
by George Coupe
obots have been sent into space and

even used to perform operations on
the human body so it is probably
only a matter of time before they
are fully embraced by the very conservative
international shipping industry.
Conservative for good reason: the loss
of a single days sailing to an operator of
the giant bulk carriers that relentlessly
ply the worlds oceans can be measured
in hundreds of thousands of dollars. The
introduction of new technology naturally
introduces the risk of unexpected delays
about as welcome as pirates on the port bow.
And yet autonomous robots, capable
of carrying out inspection, maintenance
and even some repairs while a ship is still
at sea, offer huge potential cost savings
particularly in terms of improving running
efficiency and reducing the number of days
spent in dry dock. It is possible, according
to some robotics experts, that advances
made in other sectors will lead robots
capable of most maintenance and repair
tasks, both inside the hull and on the
outside, underwater.
In the next 10 years, we will see more
research and development of underwater
repair and maintenance robots, and I
believe in the next 15-20 years most of the
underwater repair and maintenance will
be performed by semi- or fully automated
robots, says Prof. Kenji Shimada, who runs
the Computational Engineering and Robotics
Laboratory (CERLAB) at Carnegie Mellon

University, in Pittsburgh.
This is similar to what has been going on
recently with the research and development
of unmanned cars and unmanned aerial
vehicles, or drones. Many upcoming
technical advances in unmanned cars and
drones will also be useful for underwater
repair and maintenance robots.
Prof. Shimada established CERLAB
in 1996; areas of research include the
optimization of robot motion, motion
planning for redundant degree of freedom
robots, and their application in product
development and medicine. It is funded by
NASA and Sandia National Labs, among
others. However, in a new departure,
CERLAB has embarked on a phase of
research in partnership with the Tsuneishi
Shipbuilding Company to develop robotic
technologies to revolutionize the shipping
industry.
One of the projects to be funded by
the US$1.6m grant from Tsuneishi is the
development of an autonomous hull-cleaning
robot system.
Hull cleaning
Most tankers and bulk carriers spend long
periods at sea, during which time they
accumulate a large amount of biofilm and
debris on their hulls. This debris increases
friction and produces resistance, which in
turn leads to increased fuel consumption.
BELOW: SIRs innovative

overlapping wheelbase
design and detachment
mechanism allows it to
successfully navigate
the internal hull
stiffener profiles
ROBOTICS
In the next 10 years, we will see more research and

development of underwater repair and maintenance
robots, and I believe in the next 15-20 years most of
the underwater repair and maintenance will be
performed by semi- or fully automated robots
Prof. Kenji Shimada, Computational Engineering and Robotics
Laboratory (CERLAB), Carnegie Mellon University, Pittsburgh.
ROBOTICS
Current methods of cleaning might only be

applied every two years, but an automated
robot capable of operating underwater
would enable the task to be performed more
regularly. This would mean cost savings,
better fuel economy and a greener planet,
says Shimada.
We have just finished the first six
months of a four-year project period. We
are developing a robotic system that is
capable of mapping biofouling of a ship
hull, and cleaning the hull. The ultimate
goal is to develop a fully autonomous
system by using an underwater vehicle
with positioning sensors, inspection
sensors, and cleaning tools.
This robotic inspection and cleaning
system will be equipped on a ship and
deployed regularly to avoid biofouling from
degrading the performance of a ship and its
fuel efficiency. Using our robotic system, we
can keep a ship healthy.
Shimada says underwater operation
presents challenges in the design of all
three essential components of the robotic
system: locomotion and manipulation,
positioning and sensing, and motion
planning and control.
For example, the robot has to sense its
position and maneuver itself under some
water flow, he says. Sometimes the water is
not clear and the visibility can be less than
a couple feet. It would also be a challenge
to come up with the optimal task sequence
and generate the most efficient cleaning
motion path.
But a robot that could regularly clean
the hull of a large bulk carrier would offer
potential cost savings of many thousands
of dollars a month.
The fuel consumption is affected heavily
by the surface condition of a ship. For
example, when a ship is parked for a week
or two, a layer of biofoul can grow between
0.5in and 1in, and this can degrade the
fuel efficiency by 5-10%. Suppose that the
monthly fuel cost of a large tanker is US$2m,
removing biofouling regularly can save
between US$100,000 and US$200,000 per
month, says Shimada. Biofouling can also
add additional stress to the engine, and in
the worst cases it may lead to a broken cam
shaft, which is very expensive to repair.
This can be avoided by keeping the ship
hull clean.
In addition to the underwater cleaning
robot, the four-year partnership with
Tsuneishi also aims to develop robotic
welders to work in confined spaces, a retrofit
sensor network, and a part tracking system
for the shipyard.
A robot that can carry out tasks in the
hard-to-reach spaces inside a ships hull
was also the focus of another prototyping
project that has recently been completed

by a team at ETH Zurich University in
Switzerland. Working in partnership with
Alstom Inspection Robotics, the team of 10
students built a prototype robot to carry out
visual inspections in the narrow and highly
constrained spaces of a ships ballast tanks,
between the outer and inner hulls.
ABOVE: A European
consortium is
developing a
six-legged repair and
maintenance robot for
conducting on-site
CNC machining in
dangerous or
hard-to-access
environments (Photo:
MiRoR)
Ship inspection
RIGHT: The SIR

prototype was
developed for Alstom
Inspection Robotics
over a period of just
nine months
The Ship Inspection Robot, SIR, is also

intended to be used while a ship is sailing
in order to reduce the time spent in dry
dock, and minimize the loss of income to
ship operators.
In a future user case, several
autonomous low-cost SIRs might constantly
estimate the ships condition and contribute
to safer operations and more efficient
maintenance, says Florian Berlinger, the
project manager on the team at ETH Zurich.
The mechanical stress of loading and
unloading, and the corrosive properties
of seawater, all take their toll on a vessels
structure. This is especially true for a
ships ballast tanks, which are filled with
seawater to compensate for load changes.
Since the ballast tanks are located deep
inside the ship, they are the most susceptible
to unseen corrosion.
Ballast tanks, however, offer some
considerable obstacles to an autonomous
robot in particular the hull stiffeners.
Alstom Inspection Robotics specializes
in developing robots for powerplant
inspection that is, pipework and other
tubular profiles. When considering a move

into the ship inspection market, it became
clear that navigating the hull stiffeners,
which typically have an I-shaped profile,
would be the main challenge.
Alstom Inspection Robotics was looking
for ideas, so they came to ETH and said they
needed a team to help develop a prototype
for such a robot. This was done as part of
a one-year project, which is one way to
conclude a Bachelors degree at ETH,
says Berlinger.
After just nine months, the
multidisciplinary team of 10 students,
ROBOTICS
RIGHT AND BELOW: The Ship

Inspection Robot (SIR), a
low-cost autonomous vehicle
developed by a team of
engineers at ETH Zurich
University
MIROR PROJECT
walking and snaking robot

capable of planning its own
movements and workload could
reduce daily ship maintenance
costs by up to 3,000
(US$4,644) per day.
The Mini-RoboMach is the
product of a four-year European
Commission-funded program
known as MiRoR. The aim of the
project was to develop a novel
miniaturized robotic machine
capable of walking and snaking
into constrained or hazardous
environments and carrying
out useful machining and
inspection tasks.
Dr Salvador Cobos-Guzman,
the MiRoR project manager,
says Mini-RoboMach will consist
of a free-leg hexapod capable
of 6-axis processing and a
snake arm capable of light
processing tasks. The robot
will also be able to operate
autonomously: navigating
and deciding on methods of
reaching a working area and
scheduling tasks. It will also
be able to protect itself in
harmful conditions.
Cobos-Guzman says his
team is now in the final stages
of putting the whole system
together hexapod, snake arm
and software.
We have reached a snakearm robot of 25DOF for
snake-in and machining tasks,
and a walking hexapod robot
for walking and machining
capabilities. These two
robots will work together
for a hybrid combination
of tasks. The next stage will
be to demonstrate the robot in
Biofouling can also add additional stress to

the engine, and in the worst cases it may
lead to a broken cam shaft, which is very
expensive to repair. This can be avoided
by keeping the ship hull clean
Prof. Kenji Shimada, Carnegie Mellon University
a variety of industrial settings,

including mock-ups of an aeroengine, nuclear reactor and an
offshore pipeline.
The objective is to perform
in-situ repair, inspection and
navigation tasks using the
snake arm and a walking hex
robot, says Cobos-Guzman.
The main technical
challenges were to incorporate
all the components of the
mechatronic system, such
as actuators, electronics and
mechanical transmissions in
a highly compact device.
The second challenge
was the design of a
mathematical model for a
hyper-redundant system for
navigation and machining.
Cobos-Guzman said
regular use of a robot such
as Mini-RoboMach to carry
out maintenance and repair
on a ship could help to
extend a vessels service
life and minimize costly
human intervention.
The autonomous
maintenance service that the
robot can provide will extend
the service life of installations
such as a ship. Ships are
built for a specified design
life, for example, 10, 20 or 25
years, without maintenance.
However, the ship service life
may be longer if effective ship
maintenance is carried out
every 2.5 years.
For example, this type of
autonomous operation can
eliminate normal operating
expenses by 2,000 to 3,000
per day.
including mechanical and electrical

engineers and industrial designers, came up
with SIR. The remotely operated robot uses
a system of magnetic wheels to traverse the
various planes and surfaces in the ballast
tank, and provides visual images to the
controller via a video link.
Clemens Clausen, who worked on
SIRs drivetrain, says the I-shape sections
presented a particular problem for the
magnetic wheels: The main challenge is the
geometry of the profiles. We are driving with
magnetic wheels and in the narrow corners
you get a kind of magnetic saturation effect,
which means the wheels do not stick very
well. You also have the issue of acceleration
and deceleration; these are additional forces
that have an effect on how well the wheels
hold to the surface.
ROBOTICS
BELOW: Inspection
robots could be used
to help to plan and
target maintenance
and repair work
Concave corners are similarly

problematic, but the team came up with an
innovative wheelbase design and a nowpatented detachment mechanism, or lever,
on the underside of the robot, to prevent it
from getting stuck.
The key feature of our innovation is the
overlapping wheelbase. The wheels are
not only very close together, but they are
overlapped. This wheel alignment enables
us to overcome profiles like I-shapes and,
together with the detachment mechanism for
concave corners, it enables us to overcome
the obstacles, says Berlinger.
The intention is that SIR would enable
operators to gather enough information
while at sea to plan more precisely and
target maintenance work, thus reducing the
time a ship spends out of the water.
A full ship inspection involves putting
the ship in dry dock and erecting scaffolding
around the outer hull so that it can be viewed
at close quarters. This costs a lot of time and
the estimates for losses of income for a ship
operator can amount to US$100,000 per day.
So that is why the idea came up to operate
an inspection robot inside the ship while it
is sailing, says Berlinger.
But could a compact inspection robot such
as SIR eventually carry out some repair work
as well? Clemens Clausen says this might be
possible in the future, but the industry is not
rushing to experiment with new technologies.
The motivation for building a small robot
rather than a big robot was actually that
the whole industry is very conservative. If
you want to make big changes, you need to
start small.
Clausen says that even when it comes
to inspection, operators are still likely to be
reluctant to trust a robot: They still want to
build the scaffolding and look at it [the hull]
with their own eyes. But maybe we can at
least enhance this process and help them to
be more precise about where they need to
build that scaffolding.
ABOVE: The
multidisciplinary team
of 10 students at Zurich
University included
mechanical and electrical
engineers and industrial
designers
Thinking about the future of these

robots, the first step will be purely visual
inspection, then maybe non-destructive
testing such as ultrasonic testing, then
maybe in the future, you might get a
bigger robot that can do minor tasks, such
as welding. The whole industry is very
conservative, and doesnt want changes
happening too quickly because it costs time
and money; they dont want to experiment,
they want to earn money.
While SIR is still officially in the
prototype phase, the ETH team is confident
Alstom Inspection Robotics will eventually
take the design forward.
Developments in robotics, particularly
in the field of intelligence driven and
autonomous machines, means the capability
to take on inspection and repair tasks in
the challenging conditions of the shipping
sector is always growing. Dr Salvador
Cobos-Guzman, a senior research fellow
at Nottingham University in the UK, says
progress made in a variety of fields could
be harnessed to produce robots that are
effective in marine environments.
There are different research lines that
can be combined in an interdisciplinary
way to produce efficient robots for marine
repair, such as material science, mechanical
design, hydraulic systems, visual servoing
controls for underwater autonomous
tasks, tele-robotic systems for underwater

activities, autonomous navigation
algorithms, artificial intelligence, and so on.
Cobos-Guzman is the project manager
for MiRoR (Miniaturized Robotic systems
for holistic in-situ Repair and maintenance
in restrained and hazardous environments
see sidebar). He says that while there
have been several advances in underwater
autonomous vehicles and the interfaces
needed to control them, there is actually a
lack of systems actually capable of carrying
out complex tasks underwater.
For example, there are hydraulic arms
with tweezers that can manipulate objects
with very poor manipulation dexterity.
Therefore, complex robotic hands or complex
end-effectors could be designed to perform
complex manipulations. The challenges are
in terms of design, that the new robots have
to support high pressures and corrosion
environments, and that the design must also
protect the internal mechatronic system.
It is possible that in the future robots
could even work together to carry out
underwater repair tasks, he says: A
collaboration of several underwater
robots with powerful robotic arms and/
or special end-effectors can be used to
repair ships or underwater structures using
techniques of artificial intelligence for
autonomous maintenance. \\
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14/07/2015 12:59
CATERPILLAR MARINE
Marine asset intelligence
Oh so
predictable
CATERPILLAR MARINE
LEFT: Caterpillars new

condition-based monitoring
system compares running
data from every system on
the vessel
Jaime Tetrault, director of product support

at Caterpillar Marine, reveals a brand-new
solution that enables an engineer to predict a
component failure 30 days before it happens
by George Coupe
he future of ship maintenance is

marine asset intelligence, says
Jaime Tetrault, director of product
support at Caterpillar Marine, who
is preparing to address the industry on the
subject at this years Marine Maintenance
World Expo in Antwerp. I believe it in my
heart, says the former marine engineer
from his office in South Carolina.
Ships these days are highly complex
systems that rely on a multiplicity of
high-tech electronics and operate within
increasingly fine tolerances. As crews get
smaller, it becomes more difficult to carry
all the skills necessary to maintain those
systems at sea.
We are moving beyond the days of
having an extremely knowledgeable chief
engineer, says Tetrault. We are still going
to need to have that role, but the problem
we run into is that the technology on board
the vessel is so specialized that you need
to have four chief engineers to try to fully
understand everything. So to overcome that,
you have to be able to export the operating
parameters, evaluate them through analytics
on shore and send the information back to
the engineer so that he can take action. The
days of simply looking at a gauge will be
gone in the future.
An effective maintenance program
for modern vessels therefore requires a
new approach that uses technology to
exploit condition-based monitoring and
maintenance to the full. This is marine asset
intelligence, in which every system on the
ship is monitored, the data is analyzed as a
whole rather than in isolation by subsystem,
standard rules of expected performance are
consulted, and then reports on maintenance
requirements are sent back to the ship.
If you were to ask most OEMs what
they would tell their customers an effective
maintenance program was, they would
answer that it was a strict adherence to the
maintenance guidelines. But I think we all
CATERPILLAR MARINE
CATERPILLAR MARINE
LEFT: Experienced reliability

engineers on shore assess
the results before they are
communicated to the chief
engineer at sea
EFFICIENCY AND SUSTAINABILITY

Maintenance service providers have
a key role to play in helping the
shipping industry improve efficiency
and sustainability.
While Caterpillar Marine contributes
to this effort in a variety of ways,
including offering customers a
remanufacturing option on most of
the parts it supplies, the principal
method is to work with customers to
make sure maintenance intervals are
extended for a vessel. For this, robust
condition-based monitoring systems
are necessary.
Caterpillars marine asset
intelligence technology has produced
some rather dramatic results in this
area, says Jaime Tetrault, highlighting
some surprisingly simple ways to
improve a vessels productivity by
more than 30%.
know that it is not realistic. In reality, if

you want to be a financially aggressive and
high-productivity operator, you tend to focus
on a combination of the OEMs standards and
some type of condition-based maintenance.
Through the years we have struggled with
that at Caterpillar, because we acknowledge
and we tell our customers that our
operation and maintenance guidelines
are conservative.
Moving with the times

However, things have changed. On April 15,
Caterpillar Marine completed the acquisition
of ESRG, a leading provider of analytics and
condition-based monitoring, principally
to the US Navy. The purchase has enabled
Caterpillar to develop a new generation
of condition-based maintenance and
prognostic technologies for the commercial
shipping sector, which instead of monitoring
the performance of individual components in
isolation, looks at the vessel as a whole.
Now we are able to offer a solution that
we call marine asset intelligence, says
Tetrault. This is where, with the customer,
we will collect data from every system
onboard a ship. We can actually predict
when a component is going to fail, up to 30
days out. This is brand new to the industry.
Its groundbreaking.
In one example, marine asset

intelligence was used to monitor the
performance of a tug while it made
multiple journeys from port out to its
sea buoy. The vessel was found to be
always sailing at 11kts, well above the
optimized fuel consumption rate. The
analysis prompted Caterpillar Marine to
ask the shipowner why it ran the tug at
that speed instead of 9knts, which would
result in a 30% fuel saving.
Do you know what the answer was?
Because it sounded good. The vibrations
were minimized and the hum of the
engine sounded better, so they ran it
at full throttle.
By using marine asset intelligence
technology, that one recommendation
saved US$2.3m for this shipping fleet
alone. There is no need to rush to the
sea buoy. You just go a little more slowly.
The data is passed through an analytics

engine on shore, the heart of which is a set
of performance rules developed and honed
by ESRG over the past 20 years. The system
takes into account a range of variables and
their relationships, and their trends over a
period of time. The trends in the data are
compared with the rules in the analytical
engine, and if there is any deviation from a
standard, the results are reviewed by one of
Caterpillar Marines subsystem specialists.
We do the analytics and then give the
results to the reliability engineer. We have
a reliability engineer for every subsystem
on the vessel for auxiliary systems,
propulsion, navigation. We even have them
for weaponry systems.
Typically these roles are fulfilled by
retired US Navy personnel who hold years
of marine engineering experience. The
reliability engineers look at the alert, check
the rule to see if there is any deviation or
anything unusual, and if they confirm the
results they hand them over to what is called
the fleet adviser.
The fleet advisers have the relationship
with the end users. They go out, and
depending on the contract, go direct to the
chief engineer, the port engineer or the
owner, depending on how the customer
wants to be communicated with.
CATERPILLAR MARINE
Crews are getting smaller and you have less time to

focus on paperwork, so you want to be able to hit
an order-now button that will take all the parts and
service demands you have and submit the order
Jaime Tetrault, director of product support at Caterpillar Marine
The rules in the analytical engine will

continue to be updated and modified to
take account of new equipment as it is
released onto the market, and further tuning
occurs during monitoring. Once we start
monitoring, we improve the rules as we go.
So if there is a fault somewhere, and we
didnt catch it early enough, we look back
at the history to determine why, and
change the limits within our rules in the
analytics engine.
The system makes recommendations
that fall into four categories: equipment
maintenance, safety, sustainability and
productivity. However, the key is to make
sure the findings are relayed quickly back
to the ship.
We recognized that if the chief engineer
on board the vessel is not the first to know,
then the system doesnt work. So we have a
mini version of the analytics on board the
vessel. This might only compare a limited
number of variables, but enough to give the
chief engineer an indication that there might
be a problem developing on board. If so a
deeper analysis is conducted on shore.
The engineer has already seen that
we might have a problem, so the data goes
ashore into a deep analytics engine that
compares multiple variables over time.
Caterpillar Marine is using the system to
monitor more than 200 vessels, the majority
of which are in service with the US Navy,
but the company is now offering the service
to its commercial customers. We talking to
all the major players right now. There isnt
anyone out there that we are not talking to.
A new type of service and support

The technology will enable Caterpillar to
offer customers an entirely new level of
service and support and even help to protect
vessels against damage from hitherto
unavoidable causes. For example, during a
recent pilot of marine asset intelligence, one
of the ships involved in the test was taking
on fuel.
One of the greatest opportunities for
risk to be introduced into a vessel is during
bunkering. The bunker barge shows up and
they hand you a nice report that shows the
quality of the fuel, but you have no ability
on the spot to check that. So, as the chief
speed against propeller speed All those

variables say we are in bunker mode, so you
switch to bunker mode to look for different
types of problems.
Optimizing the technology
ABOVE: Jaime Tetrault, director of product

support at Caterpillar Marine
engineer, you take on the fuel, cross your

fingers and head out to sea.
We had a circumstance where a vessel
was being bunkered and as soon as the fuel
began to come on board, our marine asset
intelligence technology sent us an early
warning indicator that we were having a
degradation of the fuel systems. We could
immediately predict that in seven days
we would lose all the fuel injectors and
fuel pumps on the engine. The fuel was
contaminated, so we got the chief on the
phone and told him to stop bunkering.
In that case, because the system was
monitoring the entire ship, it was able to
perform a sequence of deductions to identify
the problem. First, it recognized that the ship
was stationary and that the fuel level was
increasing in the bunker tanks.
We were also looking at the fuel system,
which was degrading very rapidly, and the
analytics made the assumption that it was
bunkering. It goes into the bunker analytics,
which checks all the other systems that
could be impacted by fuel and puts deep
monitoring on those systems. If it sees any
of them degrading, it immediately sends an
alert to the chief engineer.
If you are looking at just one variable,
such as the fuel pressure or the fuel injector
pumps, you dont know necessarily that the
vessel is bunkering. You have to look at fuel
level against geographic position, engine
Tetrault expects the technology to eventually

form the heart of an entirely new system of
ship support, based on teams of experienced
professionals capable of working with
analytics and with the ability to respond
to new problems by optimizing the
technology so that it can pick them up
sooner and more reliably.
That is the human part and is only
gained through time. You have to have been
working with analytics that have been
running over time and then as you see
issues materialize or begin to materialize or
that you have missed, you have to go back
into the analytics and create new rules.
Every time you create a new rule, ideally
you are preventing that problem from
happening again.
How that information is presented to the
crew will also develop with time. Instead of
a phone call from shore to warn of a problem
predicted to occur in two weeks, Tetrault
sees the analytics passing the information
to an onboard computerized maintenance
management system, which logs and
automatically prioritizes problems to
make sure the crew deals with the most
urgent first.
The final step is to incorporate a parts
and service logistics system, which
presents the chief engineer with an order
now button.
Crews are getting smaller and you have
less time to focus on paperwork, so you want
to be able to hit an order-now button that will
take all the parts and service demands you
have and submit the order. Then when you
pull into the next port, a service truck arrives
with the parts and an engineer comes on
board, does the work, and you dont have
to do anything except sign the service
documents at the end. I believe that is the
future of marine.
Jaime Tetrault will be speaking on marine
asset intelligence at Marine Maintenance
World Expo 2015 in Antwerp on September
29 to October 1 . \\
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SPARE PARTS
Additive manufacturing
SPARE PARTS
Print
and
deliver
Additive manufacturing could potentially innovate
maritime maintenance and enable production of
spare parts in the harbor or directly on a vessel
by Dr Andr Kieviet
SPARE PARTS
aintenance and repair are key

challenges in ship management.
The latter in particular
relies greatly on spare parts
availability. Although it is a challenge
across all industries, the shipping industry
has increased in complexity partly due to
very long equipment lifetimes as well as
having to move equipment across the globe.
The common response of the industry is
currently fourfold high spare stock levels,
increased preventive maintenance, high
transportation costs and waiting.
Additive manufacturing (AM),
colloquially known as 3D printing (3DP),
used to have limited uses, mainly in
prototyping. However over the past decade
the technology has rapidly advanced and
evolved. For example the first Airbus A350
XWB, delivered in November 2014, uses
more than 1,000 parts produced via AM
according to Stratasys, a manufacturer
of 3D printers. Part of the collaboration of
Stratasys and Airbus focused on a plastic
material called ULTEM 9085, which required
certification for fire safety as well as low
smoke toxicity. For the production of the
parts, no tools were required.
Currently the major reason for using
AM is to speed up the supply chain and
make it more flexible. This might just be
the beginning as AM is currently limited
to non-safety relevant parts, but the
aviation industry will be able to gain even
more benefits with 3DP of very complex
structures. An example might be an air flap
hinge produced by metal laser sintering
instead of sand casts (Figure 1, below).
The new design would give a 10kg weight
reduction per plane, which is 25% less than
the original design. This does not sound
like much in a shipping context, but for
an airplane, it could save 450,000 liters of
fuel over its life, or moneywise about 41m

(US$44.7m) for the total Airbus A380 fleet
built until now.
For Airbuss new A320neo, GE is
currently setting up a mass-production plant
for 3DP of nickel-alloy borescope bosses.
So in the aviation industry, AM is already
imminent for new parts, but what about
maintenance? Nowadays building new parts
via AM is giving credibility for the use of
3DP in maintenance, although experience is
limited. Currently under investigation is how
to use AM for repairs in ship maintenance.
AM technology
So what is AM? The term is relatively new.
Rapid prototyping or manufacturing, which
is widely used in many industries, has the
same underlying technology as AM but is
limited to the production of prototypes. In
contrast, AM focuses on the technology
(adding material in layers to produce a
part) and manufacturing, which goes
beyond prototyping to producing parts.
So in summary, it is fairly simple as it
is a process of joining materials layer
upon layer to make objects from 3D
model data as opposed to subtractive
manufacturing methods.
There are seven technology categories
for AM: binding jetting, direct energy
deposition, material extrusion, material
jetting, powder bed fusion (PBF), sheet
lamination, and vat photopolymerization.
They mainly differ in the way they join
the material.
One of the most common approaches
is PBF, which is based on selective laser
sintering (SLS) technology. It uses a thermal
source such as a laser to heat and fuse
small particles of material. In addition to the
thermal source, PBF requires a powder bed
and a unit to spread the powder across the
FIGURE 1: Graphic
of the conventional
design of the
assessed steel cast
bracket (far left) and
titanium bracket with
optimized topology
made using DMLS
technology (Photo:
EOS GmbH)
building area. The spreading unit is usually

a leveling roller or blade that enables very
thin layers to be built. Several materials are
available for PBF, so in addition to plastics
and metals, it can be used for materials in
powder form.
Material extrusion can also be applied
additively. Extrusion is a process where
semi-liquid materials are stored or
SPARE PARTS
Could the
marine
maintenance
industry make
more of the
opportunities
offered by AM?
The first Airbus A350 XWB, delivered in

November 2014, uses more than 1,000
parts produced via AM according to
Stratasys, a manufacturer of 3D printers
pretreated in a reservoir, pressed through a
nozzle at a constant pressure rate, and then
allowed to cure. With this process, a rod
of material could be built to any required
length and shape according to the nozzle.
As an AM technology, the extrusion process
is conducted on a layer-by-layer basis to
build the desired product. Fused deposition
modeling (FDM) uses the extrusion process
for polymers, which are pre-heated in an

internal chamber. Suitable plastic materials
such as acrylonitrile butadiene styrene
(ABS) and polycarbonate (PC) are widely
available for extrusion in AM. However
there are also other materials available for
extrusion, including concrete and rubber.
Although the terms AM and 3DP are often
used interchangeably, technologically there
is a difference. 3DP uses a regular inkjet

printer head that prints bonding material
onto powder-based raw material layer by
layer. The powder is stored on a powder bed.
The use of raw material powder is virtually
unlimited, encompassing ceramics, cermet
and plastics.
The directed energy deposition process
uses either powder or wire material as
SPARE PARTS
the feedstock. The material is melted by

a high-energy laser or electron beam. A
nozzle typically feeds the material while
the beam melts the material and deposits
it layer by layer. There are several beam
deposition systems available, differing
mainly according to the laser used (e.g. CO2
laser, YAG laser), feeding type and size of the
build chamber. The process could be used
for several materials, but is mainly used for
metallic materials.
Current drawbacks of AM
Reviewing the technology itself, there are
several drawbacks for the moment that will
FIGURE 3: Oil
reservoir cap, which
is similar to the one
on board the USS
Essex (Photo: Old
Dominion University)
also affect application in the maritime sector.

The building time is fairly slow, although
there are estimates that the average time of
10cm3 per hour will increase to 80cm3. Based
on physical constraints, laser melting of steel
powder might face limitations. The costs
at the moment are high, so an illustrative
calculation for 1cm3 of stainless steel
construction shows that costs are around
3 to 4, including materials and the
machine itself. Steel powder material is 30
times more expensive than the equivalent
steel bar. This price is expected to fall
substantially over the coming years as
industrialization of the AM industry
proceeds and building time reduces. In
addition to the commercial aspects, the
certification process and material stability
characteristics such as fatigue and fracture
strength are still challenging as material
properties vary depending on the printing
direction, for instance.
Application in the maritime sector

What are the fields of application in the
shipping industry? Major application fields
for the shipping industry are new and spare
parts, however AM could also be used in
the product development phase for tooling,
prototyping and modeling.
We also need to consider that there
are limitations according to the build area
required. For example, one major problem
in any form of laser manufacturing is that
enlarging the build area for parts increases

costs tremendously, so for now AM will
not replace or find application in major
structural steel work. There is a good chance
that shipbuilding will use AM for smaller
parts as it helps to avoid tooling for small
lot series.
As it looks today, AM has the highest
applicability in spare parts for maintenance
and repair. The market for AM could be
separated into three application fields
spare parts, intermediates and repair.
Spare and intermediates

Maintenance and repair costs are a major
part of operational vessel budgets. AM could
help to reduce these costs and improve
supply chain performance. The basic
concept is twofold. On one hand, spare parts
would be printed on demand locally, saving
transportation, storage and obsolescence.
The ship operator would simply order parts
from a print shop at the next harbor or even
print them on board. This could reduce
operating costs greatly (see sidebar on
p22). On the other hand, for critical parts
where AM could not guarantee lifetime
requirements, interim parts could be printed
that would last for a few hundred operating
hours until the original part are be delivered.
During a dry-dock in 2014, the US Navy
installed its first FDM 3D printer from
Stratasys on board the USS Essex (Figure 2,
below), an amphibious assault ship, to train
FIGURE 2: The
US Navys first
3D printer was
installed on board
the USS Essex in
2014 (Photo: US Navy)
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SPARE PARTS
ABOVE: Smaller, simpler

parts offer the greatest
opportunity for AM as a
spare parts solution
crew on CAD and 3DP, as well as checking

the feasibility of an onboard installation.
Based on its initial experience printing
items such as an oil reservoir cap (Figure
3, p20), the Navy saw the potential of AM in
bringing parts to ships more quickly and
cost-effectively. The installation of printers
on nearby military premises or on ships
would reduce inventory and transportation
costs as well as delivery time, as models for
ADDITIVE MANUFACTURING
COULD REDUCE SPARE PARTS
COSTS BY US$900M-US$1,000BN
sing AM could deliver benefits

for new-builds, as prototypes
and parts could be produced faster
and more cheaply than with other
production technologies. But what
about maintenance? As the shipping
industry is characterized by long
lifetimes for equipment, there is a
substantial spare parts industry. The
market in the EU is estimated to be
worth US$18.5bn annually, just for parts
and labor. Costs for management,
storage and obsolescence are not
included. AM could help to address the
last point, and result in major savings. A
conservative estimate for these costs is
around US$900m-US$1,000bn per year,
assuming an average of 60 days storage,
3% obsolescence and 3% transportation
costs for spares. These costs could be
addressed and theoretically reduced
to zero by AM. Realistically this is still
decades away, but it shows how AM
could create value in the shipping
industry and specifically in maintenance.
parts could be designed

or uploaded quickly. However,
based on the Navys
experience, it will still
take several years for
printers to be installed on
all its vessels.
Repair
There is currently a process
under investigation that
uses AM to repair mechanical
defects. It could be used for
defects such as splintering of old
propellers where a replacement
might be very time-consuming to
make and a spare part prohibitively
expensive or unavailable.
The basic process is to focus on
scanning the defective part and area as
a starting point for building up a 3D data
model. The 3D build will be manipulated
with the objective of preparing a model only
for the defective area. Ideally a 3D model
of the original part will exist, so model
development will be more accurate. The
drawing will now be used to manufacture
the part additively. Here it is important to
find a material match to ensure product
performance, quality and the ability to join
or assemble the new printed part.
Figure 4 (above right), shows a
simulated repair of a propeller. For the
simulation, a corner of the propeller was cut,
and the surfaces and edges of the remaining
propeller were treated. A 3D scan helped
to draw a 3D model from which to print the
missing edge. However, while the process is
theoretically possible, in practice it is very
FIGURE 4: Schematic
figure of propeller
defect repair by
additive manufacturing
challenging as a material match needs to be

given to ensure performance and to enable a
successful weld.
Particularly for old parts, the necessary
information might not be available. If a
material match can be made, modeling and
printing of the defective parts requires
a high level of accuracy and simulation,
especially in the subsequent joining
process. Further treatment and reworking
of the original and printed part are likely to
be needed, and in some trials, it took several
weeks to achieve acceptable quality.
Overall in the major applications, working
processes will in the future be better
supported by software solutions for building
3D models, material matching tables and
clear guidance on the joining process. \\
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Y LATEST
NCE AND SHIP
D TECHNOLOGY
ROPE ACCESS
Health and safety
Occupational
hazard
Being a rope access technician is a risky job. Work is ongoing
to help ensure that accidents in this area are a thing of the past
by Felicity Landon
ROPE ACCESS
ven in an increasingly high-tech

world, rope access, which might
be perceived as old fashioned and
carries a high level of safety risk,
is often the only way to carry out certain
tasks in shipyards and offshore yards,
on offshore rigs and vessels at sea or at
anchorage, and for carrying out inspection,
hull coating and other work.
Modern technology, safety and risk
training and awareness, strict adherence
to rules and regulations, and the right
equipment can all reduce the dangers;
indeed, IRATA International (the Industrial
Rope Access Trade Association) points out
that the rope access method it promotes
and for which it provides extensive training
is statistically proven to be the safest form
of working at heights. A condition of IRATA

membership is that the company must abide
by the associations strict code of practice
and undergo a formal auditing process.
However, human nature being what it is,
there can still be accidents and the safety
bulletins issued by IRATA give an idea of
how things can go wrong.
ABOVE: Safety training is

vital for rope access
technicians (Photo: Rope
Access Crane Inspection)
Accidents happen
In February 2015, a rope access supervisor
working on board a vessel in a shipyard
fortunately escaped injury when he fell
through an opening in a walkway grating
and into the water from a height of 14m an
accident caused by lack of concentration
and a split second when the man, a very
experienced rope access technician, was
ROPE ACCESS
unsecured. Investigations concluded that the

root cause was human error; the technician
had unhooked his safety line unnecessarily
to change position, a walkway grating had
been removed without proper planning,
protection or notice, the worksite was
potentially congested and not planned in an
agreed sequence, and communication was
inadequate, said the report.
Human error and lack of concentration
were also blamed for an incident on board
a drilling vessel in the same month, which
resulted in a workers finger being caught and
crushed between a lanyard and a drilling bit.
A solution to maintenance problems?

IRATA was formed in the UK in the late
1980s, to solve maintenance problems in the
offshore oil and gas industry the result of
an initiative by a number of companies that
had started using industrial rope access
techniques, to provide a safe working
environment for the industry.
The rope access technique developed
by IRATA has now come to be used in a wide
range of repair, maintenance, inspection
and access work, as it provides an unrivaled
safety record, a quick setup and dismantling
time, positive environmental benefits, and
no need for invasive access equipment or
disruption of the site, says IRATA technical
officer Justin Atkinson.
IRATA now has more than 350 member
companies around the world and has trained
more than 84,000 rope access technicians
the association directs and manages, through
its members, the training of all workers
seeking its qualifications at Levels 1, 2
and 3.
IRATA also collects employment and
working hours data from its members,
including details of any incidents, and this
data is analyzed independently to produce
an annual Work and Safety Analysis report.
The most recent report available states: The
major causes of accidents and dangerous
occurrences were human error, followed by
falling objects, being caught by tools and
equipment failures. Better communications
with site management and personnel was one
of the key areas where improvements
in safe working could be achieved, says
the report.
For IRATA, which promotes a system
of primary ropes and secondary back-up,
using a rope ladder without any safety
line would be a last resort, says Atkinson.
But this is exactly what marine pilots face
every day.
And while the dangers faced by pilots
boarding and disembarking huge ships out
at sea might seem one step removed from the
mainstream considerations of shipowning,
ABOVE AND RIGHT:

Despite clear
guidelines, pilots still
face dangers on the
high seas that would
be unthinkable in
shore-based work
BELOW: IRATAs rope
access technique
is used in a wide
range of repair,
maintenance,
inspection and
access work
(Photo: DIRA Group)
ship operating, and ship repair, this most

certainly is not the case.
Keeping vessels operational

Time is money; shipowners and operators
are under pressure to keep vessels operating
and, as a result, classification societies, flag
states and other authorities are increasingly
carrying out inspections and surveys while
the ship is at anchor or underway. Hence
the pilots access route, with the risk of
poorly designed, maintained or rigged
rope ladders, is also faced by surveyors
and others.
Aberdeen-based passenger/crew transfer
service provider McLachlan Marine Services
offers specific training courses for personnel
expected to transfer to and from vessels at
sea that could include actual ships crews,
marine systems engineers, government
representatives and emergency services,
as well as pilots.
ROPE ACCESS
PILOT LADDERS WHAT COULD BE IMPROVED?
ilot Giuseppe Raffa

says the 2012 IMO
regulations on pilot
ladders have helped to
improve safety, but still the
rules are being broken.
My personal opinion
is that the rules on the
matter are almost okay,
he says. It is the crew
that need to be trained
about the rules and
the risks associated in
In many instances, ship transfer

personnel are not professional mariners
and therefore have little or no experience of
being at sea and the associated hazards,
says the company. During a passenger
transfer at sea operation, personnel may be
expected to board a large, high-sided vessel
using a free-hanging ladder and climb to
considerable height, unsupported, while
the vessel is underway. This may take
place in the hours of darkness, in poor
weather, rough sea conditions and low
sea temperatures. This is a daunting
prospect for anyone, particularly if not
appropriately trained.
But what if the ladder you are expected
to climb is itself unsafe? The quality, safety
and use of pilots ladders has been high on
the safety agenda in recent years, with new
regulations from the IMO in 2012 and other
new guidelines and regulations currently
under consideration.
the pilot boarding and

disembarking operation.
The crew must be trained
to rig a pilot ladder and a
combination ladder in a
proper way.
Such training is not
part of the production
and business activities
of the ship, he says. It is
necessary that officers
receive adequate training
on these operations and
Giuseppe Raffa is one of 19 pilots in

the Corporazione dei Piloti dello Stretto di
Messina, providing pilotage services for
ships in excess of 16,000 grt transiting the
Messina Strait and/or calling at the ports of
Messina and Gioia Tauro. He regularly tweets
pictures of the unsafe ladders he encounters.
As a pilot myself, I cannot close my eyes
and for professional ethical reasons too, he
says. I shoot pictures as I come across the
situations, in order to publicize the issue of
continuing irregularities in arranging pilot
boarding according to the IMOs new rules.
Among the most common dangers he
encounters are the pilot ladder and/or
accommodation ladder not connected to
the ships side and allowed to hang freely
away from the ships side; the platform
too low and close to the pilot launch deck;
the accommodation gangway too steep and
in poor condition; and improper securing
of the pilot ladder to the deck but you
the regulations, and they

should then train the crew
on how to do the job.
The flag state has
to check the ability of
the crew, as well as the
devices and materials. In
this way it can check if the
boarding arrangements,
once rigged, are fully
compliant. The pilots life
is still in the hands of the
ships crew.
dont even realize this is a problem until

you are on deck.
Another important issue is the presence
of sponsons or rubbing bands on the ships
hull that do not allow the safe drawing
alongside of the pilot boat or the steps of
the pilot ladder to rest firmly against the
ships side.
As he points out, this is probably the
only work at height done without a safety
belt or fall arrest device, as other similar
shore work procedures or rules would
require simply because it is not possible
to use them.
Don Cockrill, chairman of the UK
Marine Pilots Association, also acts as an
independent maritime synergist offering
various services to the maritime industries.
He says classification societies and other
authorities are taking an increasing interest
in pilot ladders, especially as they have an
impact on the safety of their own surveyors.
They are doing more and more work that
involves boarding and leaving at sea.
Historically that work would have been done
alongside but, because of the nature of trade,
they have to do class surveys at anchor or
even underway, so their surveyors have to
use the pilot ladders.
At the beginning of 2014, Lloyds Register
issued a guidance note, based on UKM
PA and IMO discussions, warning that a
particular method of securing a pilot ladder
using simple step hook devices such as
the deck tongue or hooks did not comply
with the requirements of SOLAS Chapter V
amendments. They deemed this particular
method to be completely out of class and
unacceptable, says Cockrill.
Zero fatalities
Last year (2014) was unusual as it was the
first in many years where there were no
known fatalities among pilots boarding or
departing a ship at sea. More usually in the
recent past we have heard of half a dozen
a year, says Cockrill. Certainly, where
pilots are concerned, it is the most hazardous
ROPE ACCESS
IRATA has trained

more than 84,000
rope technicians
(Photo: Rope Access
Group)
The construction and rigging

of ladders is now covered under
SOLAS and checking of the
maintenance and construction
comes down to the flag state
Don Cockrill, chairman, UK Marine Pilots Association
part of the whole operation getting on and

off the ships.
Some of the stories of dangerous ladders
are hard to believe not least that until
the IMO revisions in 2012, the subject fell
between the lines in terms of inspections.
A few decades back, the pilot ladder was
classified as part of the shipboard safety
equipment, to be inspected by a safety
surveyor in periodic checks of lifeboats,
life rafts and other kit. However, changes
in the regulations led to a situation where
pilot ladders were not actually part of any
authoritys safety inspection regime.
One of the really important changes in
the IMO resolution 1045 is that rope ladders
are now formally back on the surveyors
checklist, says Cockrill. The construction
and rigging of ladders is now covered under
SOLAS and checking of the maintenance and
construction comes down to the flag state.
However, the technical equipment
standards for the actual materials used in
the pilots ladder are covered under ISO 799,

currently under revision.
Pilot ladders are now required to be
certificated and plated with a certificate
number. So they are quite well covered in
theory, says Cockrill. However, in practice it
still comes down to, on a daily basis, the pilot
looking at the ladder and its condition and
determining whether he can see any obvious
risks that might cause him not to want to
use it. For example, there is a requirement
that the fifth rung from the bottom has to
be a spreader fitted into the ladder, to stop
twisting. If it is not there, that immediately
tells you there is something wrong.
Actual rigging and supervision of the
ladder is a different matter entirely, because
the obligation is on the ship itself in
other words, the pilot has to put his trust
in the crew.
Rigging used to be supervised by a ships
officer but there are continuing issues in
which the ladder is not rigged in compliance
with the regulations I would suggest that

is mainly due to manpower issues on ships
and lack of experience. For example, there is
a maximum length that a pilot is required to
climb. And there are various ways the ladders
are secured something you wont know
about until you get to the top.
And materials are another concern as
in a notorious fatality that involved a brandnew ladder. A French pilot was halfway up
the ladder when it fell to pieces and he fell
to his death. The ladder suffered microbial
degradation of the rope internally, says
Cockrill. So appearance isnt everything
the structural rules were there, but the
materials used failed.
Of the ISO standard review, Cockrill says,
New materials are being used but in very
haphazard ways. Some are quite sound but
dont comply, while others are downright
strange and obviously designed by someone
who has never had to climb a rope ladder in
a gale in the middle of the night. \\
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RFA DILIGENCE
UK Royal Navy
Old
favorite
The UK Royal Navy possesses a unique
asset for the forward repair and support of
its warships in the form of the Royal Fleet
Auxiliary Diligence. What does the future
hold for this specialist ship?
by Harry Reynolds
RFA DILIGENCE
FA Diligence is a specialist ship

that carries out operational
maintenance and repair (OMAR)
and has been in service with the
British military since the beginning of the
Falkland Islands conflict in April 1982. A
spokesperson for the Royal Navy (RN)
told MMTI that Diligence is currently
docked in Liverpool and remains in the
operational cycle.
The Royal Navy is particularly sensitive
about its ships at this time in the lead-up to
the next UK Strategic Defence and Security
Review (SDSR), which is due for publication
by the end of 2015. It is obvious that the
Navy wants to retain as much of its existing
force structure and platforms as possible,
but with the government pushing for savings
in unprotected departments, of which the
Ministry of Defence is one, the axe could still
fall on Diligence.
The Navys plans
The modified ship taken

up from trade can be
seen here supporting
a US Coast Guard vessel
(Photo: Rocky Chang)
The ship is of huge benefit to the Navy in the

forward repair role and the Navy still needs
the capabilities that it provides. However, its
age could mean that a replacement vessel
or other way of providing a forward repair
capability could be found, but this is the job
of the SDSR. The requirement for a forward
repair capability remains in the naval plan
and how this capability will be provided in
the future is the subject of ongoing studies,
the RN says.
Diligence was due to retire in 2014,
but the SDSR in 2010 decided it would not
replace the ship just yet and plans to acquire
another ship were delayed until 2020. It is
possible that the SDSR in 2015 could reverse
this and either bring in a new procurement
LEFT: Diligence
has been in service
for over 30 years.
Is it time for a
replacement? On
the far left, Diligence
is alongside HMS
Montrose, an RN type
23 frigate (Photo: UK
MoD/Royal Navy)
RFA DILIGENCE
ABOVE: Members of the visit,

board, search and seizure
team from the USN cruiser
USS Gettysburg maneuver
rigid-hull inflatable boats
toward RFA Diligence (A132)
during a training exercise in
the Arabian Sea in 2011
(Photo: US Navy)
program sooner, or it could leave a capability

gap in forward repair and maintenance in the
RN out to the 2020 timeframe, which would be
very undesirable.
The latter is unlikely as the ship completed
a life-extension refit in 2012 that was carried
out at Cammell Laird in Birkenhead, and
would allow the ship to remain operational
the last SDSR in 2010 that has to be ready to

deploy anywhere at short notice. The task
group took part in exercise Cougar 2013
that visited the Mediterranean, Red Sea,
Persian Gulf, and Horn of Africa and
completed a bilateral exercise called Sea
Khanjar with the UAE.
To be a part of a deployment that included
four warships and seven support ships to
test the RNs high readiness forces shows
that Diligence is not slowing down. One of the
maintenance roles is to support submarines
and even provide a rescue service. This is
why high readiness is vital. If an incident
were to happen, the ship needs to be ready
to go at a moments notice.
However the RN would not comment on
where Diligence may deploy next. It is likely
to be far from the UK and for a long period;
this is because this is where the RN will need
its services most, not close the UK where
there are port facilities that could do the
same work.
The ship has three main roles. The
first is to be a platform for battle damage
repair while on operations. This means that
Diligence works alongside the warships,
and although not in immediate danger, it will
operate close to dangerous areas. When
Diligence is operating in a task group, the
The onboard workshops provide welding,

woodworking, GRP repair, plate cutting,
machining and pipe repair capability in the
mechanical disciplines as well as electrical repair
UK Royal Navy
until 2020. This work included the addition of

DC power, chilled water, upgrades to reverse
osmosis plants, improved water storage, and
upgrades to the evacuation systems and fire
detection and suppression systems.
The value of a ship that has been inservice for 33 years is evident. It completed
its most recent deployment as recently as last
year, and it is still providing a key service.
The RN tells MMTI that the most recent
mission lasted from May 2013 through to
October 2014 where she undertook a range of
support activities, including to ships deployed
to the [Gulf] region, with a major OMAR
exercise being conducted in this period.
Diligence was part of the RNs high
readiness task group that was formed in
prioritization of Diligence and other OMAR

assets is the remit of the group repair
coordinator, who is usually the commander
marine engineer on the flagship, the RN
spokesperson says. In the battle damage
scenario, Diligence is just one part of a
tactical process in which Diligence herself
is unlikely to be first on the scene.
Secondly, the ship must provide
third-line maintenance support that is
planned in advance but that cannot be done
in a port, as well as repairing defective
components and other damage repair with
its fleet maintenance units and forward
support units.
And thirdly, it offers services to frigates,
destroyers or minesweepers over the side,
RFA DILIGENCE
DECADES OF SUPPORT
FA Diligence has proved itself

from the day it was launched in
1981. The 10,600 metric ton ship is
112m long and 20.5m wide and was
built at Landskrona in Sweden by
resundsvarvet as an oil rig support
ship named Stena Inspector.
The UK Royal Navy had retired its
existing heavy repair ship, HMS Triumph,
six years before the Falklands War,
where it stayed in the Reserve before
going to the breakers yard just a few
months before that conflict broke out.
This meant that the RN had an urgent
requirement for a forward repair ship
and took Stena Inspector and sister ship
Stena Seaspread up from trade to do
OMAR work with the Navy taskforce in
the South Atlantic.
After the war, the RN still had the
need for ships that did OMAR so the
UK bought Inspector for 25m (US$40m)
in October 1983 and underwent a
conversion for its permanent role with
the workshops, cranes, accommodation,
storage, communications and flight
deck fitted.
This was completed in 1984, when
she was commissioned and named
RFA Diligence. Over the years, Diligence
has supported mine warfare ships in
the Gulf, helped damaged warships

involved in collisions or accidents, and
performed its role as a tender for attack
submarines (SSNs) in the South Atlantic,
to the Indian Ocean and the Far East.
The ships crowning glory was when it
was heading home when the 9/11 attacks
took place. Diligence was told to remain
on station to support two SSNs that were
deployed to the Indian Ocean to fire
Tomahawk cruise missiles at targets
in Afghanistan.
The ship was also used for
humanitarian and disaster relief work
in the aftermath of the Indian Ocean
Tsunami in December 2004. An initial
refit in 2007 at Cammell Laird worth
16m (US$25m) extended the life of
the ship by 10 years by giving it new
engines, generators and DP, as well
as improved accommodation, galley,
cranes, HVAC and structural work.
Since then, Diligence has remained
dutifully on station in the Gulf and
Far East supporting SSNs and coalition
units until returning home for the 2012
refit and awaiting a decision on its
future. At just 3.5m (US$5.5m) per
year in running costs, the ship has
represented the value for money that
the government has craved.
with the ships moored next to Diligence

for ease of access. The ship has a crew
of 38 RFA personnel, with the potential to
surge up to 152. Skilled crew members are
pulled in from the navy and the defense
equipment and support organization at the
MoD they are called Naval Party 1600 and
are maintained at high readiness. The party
can be tailored for different missions and
includes personnel who are specialists in
areas such as forward support, salvage, and
contractors for particular equipment.
The Naval Forward Repair Party

ABOVE: Diligence
can be seen here
performing its roles
acting as a sub tender
to the new attack
submarine HMS
Ambush and playing
a role as a target ship
for boarding practice
(Photo: UK MoD/Royal
Navy)
There are six marine engineers and two

systems engineers as part of the Naval
Forward Repair Party that is embarked when
Diligence is required to provide forward repair
capability. A range of portable specialist test
equipment is carried for use of the embarked
Royal Navy Forward Repair Party, the
spokesperson says.
The RN said that the engineers are
certified SCTW95 and have duties and roles
as per Merchant Manning Scales. The Forward
Repair Party mirrors Royal Navy skill sets
with additional specialist skills provided for
personnel in these roles.
According to the RN, the ship has several
facilities that allow it to complete its forward
repair role. The onboard workshops provide
RFA DILIGENCE
LEFT AND BELOW:

The Type 22 frigate
HMS Cornwall
alongside Diligence
in 2010 in the Middle
East theater, where it
can utilize its OMAR
workshops to keep
the warship on station
(Photo: UK MoD/Royal
Navy)
In sea states F3, dynamic positioning

enables a ship to capture disabled units,
move them to an area of shelter, and
maintain station. Four anchors allow
multipoint mooring in lieu of DP
UK Royal Navy
welding, woodworking, GRP repair, plate

cutting, machining and pipe repair capability
in the mechanical disciplines as well as
electrical repair, the RN spokesperson says.
Diligence has three 440V/60Hz electrical
power supply connections. It can store fresh
water, F76 diesel fuel, F44 aviation fuel, steam
at 3,000kg/hr of saturated steam at 7 bar,
high and low pressure air, and receptors for
grey and black water.
The ship has cranes available that can lift
up to 40 metric tons and a 7 metric ton crane
for general purpose lifting. The workshops
can repair and construct machine parts and
shell plating, as well as offer other types of
engineering assistance.
RFA Diligence provides electrical power,
fuel and water to ships and submarines
berthed alongside, the RN states, and
topside there is the provision of chilled
air, fenders for ship and sub-berthing.
These upgrades were added during
the refit in 2012 and the fenders have allowed
Diligence to support the RNs new Astute-
class submarines, which are larger than the

older Trafalgar-class that Diligence has been
used to supporting.
The ability to support additional personnel
on board is due to its accommodation and
hotel service, which means it can take
on people from a ship or submarine it is
supporting. It also has a helicopter deck
positioned on top of the bridge that is large
enough to hold a CH-47 Chinook. The hull is
also strong enough to withstand high levels
of ice, making it a very versatile ship that can
operate in any environmental conditions.
Because of all these facilities, the ship
can undertake a variety of roles other than
its main battle damage repair and forward
maintenance jobs. It also has a diving
capability for repairs in shallow waters
and supporting a submarines towed array
operations and maintenance requirements,
and provides a secure berth for the RNs
attack submarines on deployment.
It can do the latter by using its bow and
azimuth thrusters in a dynamic positioning
(DP) system to hold itself in place automatically

to within 50cm in winds of up to Force 5.
In sea states F3, DP enables a ship to
capture disabled units, move them to an area
of shelter, and maintain station. Four anchors
allow multipoint mooring in lieu of DP, the
Navy spokesperson says.
For self-defense, the ship is fitted with two
GAM-BO1 20mm cannons, 7.62mm machine
guns and four Mk44 miniguns.
Whether or not the UK intendeds to
preserve an OMAR capability in the RFA
is something for the SDSR to decide. The
MoDs Expeditionary Logistics and Support
Capability branch will have done work on this
over the past few years, with all concepts and
costs being examined.
Although an aging ship, Diligence is still
very capable and deserves to live out the
rest of its service life and be replaced
with a ship that has an even better suite of
maintenance capabilities. Whatever does
come next, either sooner or later, it will be
a hard act to follow. \\
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THE ART OF ROTATION
GIBRALTAR
Repair and maintenance
Location, M
location,
location...
Nestled between the Mediterranean and the

Atlantic, Gibraltar port is located perfectly as a
one-stop maintenance shop for ships looking
to refuel, but how does it ensure it keeps up
with demand?
by Felicity Landon
ore than 70,000 ships make

their way through the Strait of
Gibraltar every year and, given
the strategic location of The Rock
at the gateway between the Mediterranean
and the Atlantic, its no surprise that this tiny
British Overseas Territory is well established
as a center of marine excellence.
It starts with bunkers low-priced,
VAT-free fuel is the key, and Gibraltar is the
Mediterraneans leading bunker port. Port
CEO Commodore Bob Sanguinetti likens
Gibraltar to a motorway service station,
where cars and trucks call in primarily
to refuel, but their drivers might also take
the opportunity to top up the oil and water,
check the tire pressures, get rid of any trash,
and buy some food and drink.
Major players in this one-stop shop are
Gibdock, providing repair, maintenance and
conversion services in its three dry docks
and sheltered deep water.
Gibdock can accommodate up to nine
vessels at a time, and its regular callers
include ferries, cruise ships, superyachts,
container ships, tankers, dredgers, military
vessels and, increasingly, a wide variety
of offshore vessels. A series of major
investments has included new facilities that
are expected to be in demand particularly
from the offshore sector.
The year 2015 promises to be one of
action for Gibdock, with the business outlook
positive and several exciting initiatives
coming online, says Richard Beards,
managing director at Gibdock. There are
developments that will enhance the facilities,
strengthen Gibdocks appeal as an employer,
and help grow industry talent for the future.
The yard has already seen its usual high
levels of seasonal ferry business this year,
along with a number of more substantial
upgrade projects in this sector, he says. And
despite the impact that low oil prices have
had on the offshore sector, he says there is
no indication that this will have a negative
effect on Gibdocks business in 2015.
New beginnings
In June, Gibdock officially opened its new
500,000 (US$782,000) Pad 1, a specialized
area for land-based fabrication projects.
The 2,940m 2 pad with a load-bearing
workspace of 12 metric tons per square
meter was purpose-designed and built
to support a growing range of large and
complex projects coming to the yard. It
GIBRALTAR
In June, Gibdock officially

opened its new 500,000
(US$ 782,000) Pad 1, a
specialized area for landbased fabrication projects
GIBRALTAR
is alongside the 435m-long South Mole

waterfront, which has an 11m-depth
alongside, and includes a loadout quay with
substantial cranage available.
Pad 1 is a versatile facility with many
applications, says Beards. Its convenient
location, alongside our panamax dock,
provides the ability to prefabricate
substantial sections of a project and
assemble specialist equipment prior to a
vessels arrival.
By optimizing the downtime of a vessel
throughout the project installation, we are
able to maximize efficiency and deliver this
benefit on to our customers.
Gibdock expects to use the facility,
for example, for retrofitting exhaust gas
cleaning scrubbers and installing ballast
water systems. Pad 1 can also accommodate
conversion projects where smaller

fabrication is required at the yard. Smaller
sections can be developed in Gibdocks onsite 8,000m2 workshop and assembled on
Pad 1, so that sections can be transferred
into position in a single lift.
Pad 1 is also aimed at the offshore sector.
Gibdock has been handling an increasing
number of dry dockings and conversions of
DSVs, PSVs and seismic, cable and pipelaying vessels, and the facility will provide
support in larger projects with high amounts
of fabrication work.
It will also be important in supporting
fabrication work for the wider oil and gas
industry requirements, as well as for nonfloating structures.
This is a natural progression for
Gibdock, in support of seismic conversion
works for spooling of streamers, as

well as other general seismic projects,
says Beards.
Gibdock has already seen a significant
reduction in vessel downtime thanks to the
enhanced capacity for prefabrication and
plant assembly that Pad 1 offers, he says.
Pad 1 will also be important in Gibdocks
development as an OEM storage facility
Caterpillar has already signed up as the
first supplier to partner the yard in this
new venture.
Other investments have included
installing a reverse osmosis plant to
produce industrial water for washing ships,
re-roofing the main workshop, installing
new crane rails in dry docks 2 and 3, and
overhauling the main pumps and dock gates
in the yard.
Pad 1 is a versatile facility with many applications.

Its convenient location, alongside our panamax
dock, provides the ability to prefabricate
substantial sections of a project and assemble
specialist equipment prior to a vessels arrival
Richard Beards, managing director, Gibdock
GIBRALTAR
New contracts
Among the notable contracts completed at
Gibdock this year has been the repair of the
Danish-owned, 4,776dwt chemical tanker
Wisby Argan, which had suffered damage to
the port side in a collision. Ten metric tons
of steel was needed to renew the damaged
section of the bow area, and other work
included minor steel works to the ballast
tanks, and an overhaul of the main engine,
turbochargers and coolers. The hull
was washed, blasted and painted, and
tailshaft clearances and seal bonding were
completed. Sacrificial and cathodic
anodes were replaced, pressure valves
were dismounted and overhauled, and the
forward windlass winch was disconnected
and overhauled.
Loading testing of all of the vessels
lifting equipment was carried out, including
cranes and lifeboats, and the electrical
systems were tested, along with other
inspections. The Wisby Argan was at the
yard for a total of 12 days.
The arrival of the 420 TEU containership
Xpress Monte Rosa marked the start of
one of the largest jobs carried out by
Gibdock in recent months. A nine-week
program of repairs and upgrades was
completed in advance of the vessel going
on charter to Maersk Lines Mediterranean
feeder network. Gibdock operations director
John Taylor describes this project as a good
LEFT: Solstad
Offshores
construction
support vessel
Normand Pacific
came to Gibdock
for its first
special survey
BELOW:
Refueling at The
Rock
LNG BUNKERING THE WAY FORWARD

Gibraltars position as the
premier bunkering port in the
Mediterranean looks likely to
be consolidated following an
announcement about proposals
for a liquefied natural gas (LNG)
storage and bunkering facility.
The Gibraltar government
and Lloyds Register have
reached an agreement to start
scoping requirements for an
independent safety report on
the planned dual-fuel power
station and LNG storage and
bunkering.
The agreement was
announced following a meeting
between the chief minister,
Fabian Picardo, and Lloyds
Register chairman Thomas
Thune Andersen, at LRs
headquarters in London.
The meeting was also
attended by the port CEO, Bob
Sanguinetti, and followed a
technical meeting between the
two parties.
Both sides agreed that LNG
bunkering will be an important
activity for Gibraltar as an
international port over the
next decade, they said in a
joint statement.
Andersen says, Our

independence and impartiality
place us in a strong position to
advise on this project to bring
cleaner air and LNG bunkering
opportunities to Gibraltar.
The overall health benefits of
reductions in local air emissions
that are hazardous to health
are important ambitions. The
replacement of heavy fuel oil
or distillate-fueled generators
by gas generating capacity
could provide a significant
improvement in local
air quality.
Gibraltars status as top
bunkering port was underlined
earlier this year when the
International Bunker Industry
Association held its regional
forum there.
Sanguinetti emphasized
that consolidating Gibraltar as
the Mediterraneans leading
bunker port is important for
the whole, wider maritime
cluster. Through bunkering,
we want to make sure we
continue to provide the full
range of marine services as a
center of maritime excellence,
he says.
GIBRALTAR
The mild weather conditions we enjoy

enable us to do painting in January,
for example
Richard Beards, managing director, Gibdock
old-fashioned ship repair. A large damaged
area on the bulbous bow was renewed, tank
top areas were restored, and ballast tanks
were repaired. The work also included the
repair of cell guides and renewal of areas
of main deck and bulkheads. Ballast and
fuel tank ventilation channels were
renewed, and 42m of new ventilation pipes
were installed.
In the dry dock, the vessel was blasted
and painted. The propeller hub was removed
and transported to the manufacturers
workshop, and the vessels sea valves and
anchor chains were renewed and repaired.
An important part of the project was the
fabrication and installation of new fuel lines
to enable the conversion of the vessel to
low-sulfur fuel, and other work was carried
out on hydraulic blast valves, the hatch
cover system, further pipework, and the
accommodation ladders.
In early summer, the Normand Pacific,

a 5,000dwt construction support vessel,
arrived at Gibdock for its first special
survey. This marked the yards continuing
relationship with the Norwegian operator
Solstad Offshore, which has had a number
of its specialist offshore vessels repaired at
Gibdock over recent years.
The 122m-long Normand Pacific, built in
2010, underwent a three-week program of
works at Gibdock two weeks in dry dock
and one week alongside. The vessel had
been operating off west Africa, but was to
be deployed to offshore Mexico a classic
example of Gibraltar benefiting from its
strategic location on the crossroads of the
main shipping lanes.
Beards says, Gibdock was ideally
located to carry out a special survey
and pre-contract repair and maintenance
work. Solstad Offshore was able to redeploy
BELOW: Gibraltar remains the Mediterraneans premier bunkering port
this valuable asset with limited deviation,

and hence lower costs.
Gibdocks scope of works included
servicing the vessels two Schottel propulsion
thrusters; along with three Brunvoll tunnel
thrusters and a Brunvoll retractable azimuth
thrusters unit, they were dismantled in the
dock and then moved to the yards workshops
for extensive overhaul. The servicing was
carried out by manufacturer technicians, with
Gibdocks support.
Gibdock also assisted MacGregor service
engineers with the overhaul of the vessels
200 metric ton lift capacity offshore crane.
This was in many ways the most demanding
aspect of the project, as it involved
removing three out of the four hydraulic
boom cylinders, each of which weighed 8
metric tons, and transporting them to the
workshop, where they were stripped down
and overhauled, says Gibdock ship repair
manager Paul Cano. We then returned
them to the ship, lifted up the boom and
refitted the cylinders in place, while other
works on the crane and surrounding area
were ongoing.
Ideal location
Location and weather are two of Gibdocks
great advantages. The yard attracts cruise
ships and superyachts repositioning between
the Mediterranean and the Caribbean,
offshore vessels working off west Africa, and
ferries on local routes. And the mild weather
conditions we enjoy enable us to do painting
in January, for example, when this would
not be possible in colder, damper regions,
says Beards.
Gibdock is also investing significantly in
skills and training. A four-year apprenticeship
scheme run in partnership with the Gibraltar
government takes the youngsters through a
wide range of skills, while working toward
NVQ qualifications. A new intake of six
apprentices started earlier this year; 10 are
due to complete the program during 2015. \\
Machine fluid.
So many dirty little secrets.
Spectro Scientific lubrication oil analysis instruments

allow you to more quickly and accurately predict and avoid
machine failure by seeing what others cant. Maximize uptime
with better informed maintenance decisions. To learn more,
visit us at spectrosci.com
SPE-0019_Marine Maintenance Tech.indd 1
4/22/14 3:41 PM
WRTSIL
Engine maintenance
Center stage
WRTSIL
Wrtsil shares its future vision for engine

maintenance, and opens the doors to its Propulsion
Test Centre in Tuusula, Finland
by James Hunt
LEFT: Wrtsils
smaller mediumspeed engines have
a clean design and
offer ease of access
for simpler and
quicker planned
maintenance
and repair
ship is an asset comprising a very

large and wide-ranging number of
components and systems that must
work together properly for optimal
performance and safety, and to maximize
operating profit. If a vessel breaks down
for any reason, it is hardly going to achieve
these aims, so its essential to prevent any
failures that might cause a breakdown at sea.
A Lloyds Register survey of marine main
propulsion engines worldwide found that
very large low-speed, direct-drive,
two-stroke engines totalled 5,025 units
with an average age of 6.1 years, for which
6,130 defects were reported, 18% of which
were for turbochargers. Piston defects
comprised 10% of the total, with crankshaft,
connecting rod and liner defects being 8%,
7% and 9% respectively.
According to the same survey, a
population of 11,093 four-stroke engines
with an average age of 5.93 years showed
a total of 10,238 defects connecting rods
(21%), crankshafts (16%), pistons (11%)
and turbochargers (9%), but liner and fuel
system defects were also notable. These
engines though still large are smaller and
lighter than two-stroke direct drive engines,
so are more amenable, perhaps, to being
repaired at sea.
The ideal is to optimize a ships (or fleets)

operation so that repairs except those
carried out under planned maintenance
are never necessary. There are various
ways of helping to achieve this, usually
through careful monitoring and diagnostics
of all equipment, together with planned
maintenance schedules that should be
adhered to wherever possible.
Today, though, some companies go
further. With main engines, auxiliary
engines and propulsion units of various
kinds, Wrtsil, for example, now makes
full use of the asset performance
optimization technique.
Helping to avoid unplanned repairs

Wrtsil sees the future as switching
from maintenance and servicing to more
comprehensive optimization of customers
businesses, based on a consolidated
approach toward the entire asset. The only
constant is change, and Wrtsil describes
the factors driving this as: equipment
complexity; overhaul period extensions;
shipboard/shoreside engineering needs;
OEMs moving from supply to a service-based
role; increasing regulatory framework;
enhanced internet and machine data
communications; a move from traditional
RIGHT: Wrtsils
Propulsion Test
Centre in Tuusula
complements the
Vaasa engine test
facility, which offers
improved main
engine planned
maintenance
periods, making
engines easier to
repair
WRTSIL
engineering to optimization and problem

solving; and operational cost management
becoming a critical success factor.
Asset performance optimization enables
business growth through maximized uptime
and more efficient use of capacity, says AriPekka Saarikangas, Wrtsils director, asset
performance optimization. The technical
enabler behind performance optimization
concepts is a single digital ecosystem, which
integrates data from different sources into
one consolidated solution.
Machinery items are surveyed
periodically, either at the special survey
when operating an engine survey (ES)

regime or when 20% of surveyable items
are reviewed each year of the five-year
cycle. This is continuous survey
of machinery (CSM).
Wrtsil makes this happen through
its remote service centers. All information
in a shipboard CSM system is transferred
to these centers in real time, as long as
the vessel has the necessary bandwidth.
Wrtsils service engineers and experts
can then assess the condition of the vessels
propulsion system at any time. This helps to
avoid expensive unplanned repairs.
Asset performance optimization

enables business growth through
maximized uptime and more efficient
use of capacity
Ari-Pekka Saarikangas, asset performance optimization, Wrtsil
Manage an entire fleet

The companys asset performance
optimization concepts are designed to
optimize, for example, an installations
energy efficiency, or even the
managementof an entire fleet. This can be
achieved by integrating advanced dynamic
voyage planning, ship efficiency advisory
services and energy analysis, as well as
extensive condition monitoring ofthe main
equipment into one consolidated solution.
Wrtsil has provided a roadmap for
asset performance optimization. This means
that condition monitoring and manual
dynamic maintenance planning is now
available forengines and propulsion units,
with predictive services being mainly for
propulsion equipment. The data acquisition
platform is already available for measuring
whole ship or powerplant performance.
Fleet management information is
available via Wrtsils online portal
for benchmarking. In addition, asset
performance optimization services can help
calculate the optimal performance of the ship
MAIN IMAGE: Wrtsil and

ABB Turbo Systems jointly
developed a program for a
new application of
two-stage turbocharging on
large diesel engines
ABOVE: Inside Wrtsils CBM Centre in Vaasa, Finland.

All information in a ships shipboard CSM system is
transferred 24/7 to this Centre in real time
or powerplant, as well as help customers

optimize their business performance (top
line) based on environmental factors, asset
data, cargo data, grid data, business data
and plans by providing adjustment or
automatic advisories.
Furthermore all equipment or installationbased condition and performance data is
held in the same data cloud.
The role of test facilities

In part, such techniques have been
facilitated and developed through the
testing of equipment in the companys
engine and propulsion unit test facilities,
in two locations in Finland.
By focusing on the initial stages of
the development process and by using
simulation, virtual testing and validation,
Wrtsil is able to reduce the lead time
for new solutions without compromising
reliability and safety.
Wrtsil has its largest engine test
facility in Vaasa on the west coast of Finland
where, among other projects, two-stage
turbocharging for large diesel engines was
developed jointly with ABB. In addition
in November 2013, the company opened
its Propulsion Test Centre in Tuusula, in
southern Finland. The facility is used for
functional and endurance testing, with an
emphasis on mechanical power transfer.
One aim is to reduce operating costs through
lower maintenance expenses. The work
WRTSIL
RIGHT: An engineer inspects a

Wrtsil medium-speed four-stroke
marine propulsion engine
carried out should help reduce the need for

unplanned maintenance and repair through
extended reliability.
The Propulsion Test Centre can
accommodate thrusters up to slightly above
2MW in power. The main components are a
frequency converter with an electric motor
and generator, a specially designed gearbox
and a hydraulic loading system. Including
all required auxiliary systems, such as
cooling, controls and lubrication, the center
runs tests on a 24/7 basis.
The extensive list of benefits offered
include the ability to stretch the limits of
current propulsion products and validate
future products and new technologies prior
to market introduction. This includes the
introduction of cost-efficient components,
new environmentally acceptable lubricants
and new propulsion diagnostic techniques.
This investment in a full-scale test
facility for propulsion products is one of
the key elements in our strategy to support
and assist our customers to lower operating
costs through higher propulsion efficiency
and lower maintenance expenses, explains
Jaakko Eskola, Wrtsils president of ship
power and senior executive vice president
at the 2013 opening of the Propulsion
Test Centre. Having a technology
development center enables us to
provide the best possible technical support
for the propulsion needs of the entire
marine sector.
Long experience and testing

Wrtsils big Vaasa engine test facility is
used for improving main engine planned
maintenance periods and making engines
easier to repair, adds Saarikangas. We
focus on an engines quality and reliability,
as well as efficiency, so the test facility is
not only part of this process but is really the
validation of it.
In fact the process starts at the design
stage to meet best practices. We use our long
experience in manufacturing, testing and
running engines in many vessels to design
in planned maintenance schedules and
dynamic maintenance plans (DMP).
A DMP is a flexible maintenance
schedule that extends maintenance intervals
and reduces spare parts use. Our latest
engines are serviced only when needed,
which reduces costs greatly. Maintenance
is then carried out according to actual
need, based on the CBM reports, visual
inspections, oil and fuel analyses, other real
WRTSIL
time operational information, plus regular

meetings with customers.
DMPs ensure up-to-date reporting and
regular risk assessments, reduce maintenance
costs and downtime, and allow the use of
existing technology and Wrtsils large
database. They can be customized to meet
the exact needs of individual shipowners,
says Saarikangas. Its experience, design
and validation through testing.
Saarikangas gives an example of how
this might work in practice. Planned
maintenance might be scheduled for July,
but the customer aims to dock in September.
Wrtsil can dynamically adjust maintenance
schedules accordingly.
The company achieves this through its
eight remote service centers across the world,
which receive the data from the monitored
ships. In this way, the vessels are audited
to provide baselines from which suitable
dynamic maintenance decisions can be made
to benefit shipowners.
What monitoring technologies does
Wrtsil consider to offer most value with
regard to CBM? Its not so much new
hardware as better analytics that helps us to
optimize the total holistic asset performance
of the vessel, including the power management
and automation systems, responds
Saarikangas. But first we have to collect the
relevant data from all the ships equipment,
not just the engines.
ABOVE; The inspection covers are off and

the engineer inspects other crucial parts of
a Wrtsil medium-speed four-stroke marine
propulsion engine, including in this case
the camshaft
BELOW: Inside Wrtsils CBM Centre in
Vaasa, Finland. All information in a ships
shipboard CSM system is transferred 24/7
to this Centre in real time
A DMP is a flexible maintenance schedule

that extends maintenance intervals and
reduces spare parts use
Ari-Pekka Saarikangas, asset performance optimization, Wrtsil
So in the analytics we also take into

account external factors, such as the weather,
fuel characteristics and spatial data. This
way we can advise captains and shipowners
to avoid certain weather patterns that would
detract from optimum vessel operation,
wasting fuel and putting a strain on systems.
So this technique can also help to reduce
maintenance costs.
I emphasize that we always look at total
ship performance in terms of optimizing
the asset. Its a balance between engine
performance, reliability and the vessel
meeting its cargo-delivery obligations.
There are also certain ship operational
profiles and conditions such as slow
steaming that adversely engine performance
in terms of the maintenance cycles.
Saarikangas explains further: A ship
may, for example, be run at optimum speed
for maximum engine fuel efficiency, but this
is not necessarily the most cost-efficient way
for the shipowner, who may prefer a reduced
speed to minimize fuel consumption directly.
This can have maintenance implications.
However, most equipment is optimized to
run at a higher speed, so as always a balance
must be achieved.
The future
Saarikangas explains that in Wrtsils
view the future for improving planned
maintenance and repair of main propulsion
engines and turbochargers, lies in
developing further data gathering, analytics
and machine learning, and in how the
company and its client shipowners, their
captains and ship engineers, use the
information to their advantage. \\
ND
ME A
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SE CO E MARIN
A
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SEE U TENANC ROM
MAIN TWERP F BER
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29TH T OF OC D
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TO 0 5 AT STA
201 065
2
CMS
Clever Marine Services Ltd
CMS Reasonable pricing for fast and professional solutions
Clever Marine Services Ltd
CMS Ltd was founded in 2009 with the aim

SERVICES
to provide shipowners, shipmanagers and
Overhaul + Maintenance of auxiliary + main engines
other companies in the marine industry
Reasonable UT
pricing
professional
fast and
wall thiknessfor
measurement
(class approved)
with an alternative, pricely predictable,
Reasonable pricing for fast and professional
fast and professionalsolutions
option to the costly
NDT Services Class approved (LPI, MPI & UT) solutions
manufacturers and consultancy services.
Superintendency
We are currently employing eight steady
Pre-purchase and condition survey
employees and have a large pool of experienced
engineers, enginefitters, welders, turners,
Insurance surveys (member of IIMS)
painters and sandblasters to source from.
ISM/ISPS/ILO consultancy and service
CONTACT
Cpt. Sven Fromm
Managing Director
+49 (0)15224444479
email: svenf@clevermarine.com
Mrs Lena Ruoff

Technical Assistant & Sales Manager,
+49 (0)1725492064
Email: lenar@clevermarine.com
www.clevermarine.com
Fuel, Lube and Hydraulic Oil
Lube Oil Inline Monitoring

Portable Test Kits
On-site Analysis Equipment
Sampling Devices and Containers
Ultrasonic Cleaning
HUMIDITY
3
M/E
A/E
HYDRAULIC
Martechnic GmbH
Adlerhorst 4 D-22459 Hamburg Phone: +49(40) 853 128-0 Fax: +49(40) 853 128-16
e-mail: info@martechnic.com www.martechnic.com
Anzeige_Humidity_183x115_0615.indd 1
01.07.15 15:02
MARINE MAINTENANCE WORLD EXPO 2015
September 29 October 1 Antwerp, Belgium
WORLD EXPO 2015
New location
and new technologies!

Marine Maintenance World Expo, taking place
at Belgiums Antwerp Expo this September, is
Europes only show dedicated to highlighting
brand-new marine maintenance technologies
by Bunny Richards
arine Maintenance World Expo,

which takes place in Antwerp,
Belgium, on September 29 to
October 1, is the best place
to get up-close and personal with the
very latest technology developments,
concepts and solutions that are shaping
this industry. This global industry event will
feature exhibitors from countries including
Germany, Sweden, France, USA, UK, Poland
and Spain. Furthermore, there will be a
world-class conference (see full program
on page 60). Held in hall 4 at Antwerp
Expo, the show will welcome all the leading
technology providers in the industry. With
numerous product launches and tools being
showcased, the expo hall is the place to be.
Looking for an alternative method for
measuring water in oil on site? Then be
sure to visit stand 3060, where Martechnic
will present its patented infrared sensor
technology. In need of a tool to monitor
onboard equipment? SDT has developed its

OnLine4US technology, enabling online
monitoring of onboard equipment using
ultrasound. Need help with the removal of
coatings, corrosion, scale and filler? Check
out Rustibus new handheld R25 Miniblaster,
perfect for work on small spots, hard to
reach places, or along welds.
Fleet maintenance managers, operations
directors, managing directors, shipowners/
operators, and dry dock and shipyard
owners and operators will all be traveling
from around the globe to keep abreast of
the latest products in the industry see the
following pages for further highlights.
Finally, dont miss all the free-to-attend
parties, lunches and breakfasts over the
three days, which all attendees are invited
to. To find out more, see page 53.
To register for your free pass or
book your conference pass, visit: www.
marinemaintenanceworldexpo.com.
CONFERENCE
PROGRAM
Dont miss the Marine
Maintenance Technology
Conference, a pay-toattend exclusive program
dedicated solely to vessel
maintenance techniques,
concepts and case studies
Over 50 experts will take to the stage,
with presentations covering everything
from condition-based maintenance to
hull-inspection techniques and oil-condition
monitoring. See p60 for a quick guide to
whats on offer.
R
E 60 FO
G
A
P
E
E
S
OGRAM
FULL PR ATES
AND R

FREE TO ATTEND EXHIBITION
REGISTER NOW!
WWW.MARINEMAINTENANCEWORLDEXPO.COM
reasons why you need to visit Marine

Maintenance World Expo 2015
n See more companies display the latest maintenance
and repair technology tools, spare parts and systems
than at any other European show
n Make new contacts and network with other marine
professionals responsible for maintaining and repairing
ships, marine and offshore assets, equipment and
technology
n Participate in the Marine Maintenance World Expo
conference where 50+ speakers will present neverbefore heard papers on topics such as data-driven
maintenance, fleet maintenance and operations; life

extension and asset management; and ship repair
operations and technologies. (25% discount available
to shipowners, fleet operators and ship repair yards)
n Join in the Open Technology Forum for free!
n Reduce operating costs, reduce down time, and
increase operational efficiency through improved
maintenance and repair technologies and techniques
www.marinemaintenanceworldexpo.com
TS
H
G
I
L
H
G
I
H
N
EXHIBITIO
WORLD EXPO 2015
Tank lining system
Sensor technology
C
-NEW
BRAND ION
SOLUT
hemco International will

showcase a solvent-free,
wet- and-rust tolerant
marine tank lining system that
can be used for the following
tank applications: sea water
ballast, potable water, crude and
refined oil, cargo, gray/black
water, mud/brine and sewage.
Approved by NSF (potable
water applications), Lloyds and
IMO, this unique coating system
comprises two revolutionary
coatings: Epo-chem RS 500P
solvent-free, wet- and rusttolerant epoxy primer, and
Epo-chem RA 500M solventfree, wet-tolerant glassflake
epoxy topcoat.
This innovative system has
been used extensively for
over 15 years with complete
success across all industries,
including marine, offshore,
industrial, petrochemical and
power generation.
Stand 4085
BOOK YOUR SEAT NOW!
his year at Marine

Maintenance World Expo,
Martechnic will be focusing
on monitoring water in oil on-site
Technical progress has seen
the development of various
methods for measuring water in
oil on-site, and debate continues
about which method or approach
is most appropriate. One
approach would be the patented
infrared sensor technology
from Martechnic for constant
quantitative measurement of
water contamination in oil. Water

is detected at the molecular
level, which constitutes direct
measurement of the exact water
content, regardless in which
state it is present saturated,
emulsified or free.
Martechnic also offers
traditional humidity sensor
technology, which measures
the relative humidity of oil and
displays the saturation level of
water in oil providing a simple
means to detect sudden water
ingress. The combination of
measuring principles ensures
a suitable approach for almost
all applications and a broader
range of solutions than has so
far been available.
Stand 3060
Tuesday, September 29, 11:00am
What are the ongoing challenges of data

collection, analysis and decision making?
Too often users decide to collect all available
data and quickly become overwhelmed
with the quantity of data and storage issues,
collection frequency and prioritization of
processing tasks for condition assessment.
The strategic challenge for potential users
of smart technologies is to carefully define
program goals and then determine the data
necessary to collect to achieve those goals.
Tell me what you

will be discussing
at this years Marine
Maintenance World
Expo Conference.
Our presentation
will discuss how
smart technologies
are being used
to enhance equipment data collection
processes from being equipment-specific
features for collecting data for operation
optimization to a system-based approach
to use the data to enhance system
performance, and in some cases, use
the data not only to predict equipment
reliability, but the whole systems
reliability as well.
How is the industry benefiting from new

smart technologies?
Operators using service representatives to
manually collect condition-monitoring data
onboard are realizing that a shorter interval
between measurements is beneficial in
identifying equipment degradation. Too often
the representatives visits are infrequent,
resulting in machinery degradation
beginning shortly after a satisfactory reading
and progressing to a failure prior to the next
visit. These measurements can be taken
by the crew or by installation of automated
equipment and transmitted to a data center
for analysis and reporting to the vessel.
Companies that identify areas of operational
improvement collect the appropriate data and
use it to assess equipment and system health
SPEAKER SPOTLIGHT
Robert
Conachey
Senior principal engineer, corporate asset

performance management department,
American Bureau of Shipping
benefit by performing maintenance at the

appropriate time, avoiding costly equipment
failures and downtime, and achieving
correspondingly improved system reliability.
Classification societies are updating their
survey requirements to align surveys so as
not to disrupt vessel operations.
How do you see data collection changing
in the next 10 years?
Several trends are in progress at this
time. Most equipment is controlled by a
microprocessor whose firmware can be
updated by its manufacturer via the internet
and its operational characteristics transmitted
back to its manufacturer for monitoring. It
is likely that equipment reliability data will
be readily available from manufacturers for
those seeking to procure equipment based on
reliability or for those seeking to benchmark
their equipment operations. More companies
will adopt various data collection strategies
to improve their vessel operations when they
realize that their competitors have improved
their operational efficiency by adopting
this technology. Research is currently
underway to address the effects of multiple
degradations, which individually have no
effect on equipment function but contribute
to overall system performance degradation.

FREE-TO-ATTEND EXHIBITION REGISTER NOW!
BOOK YOUR SEAT NOW!

SPEAKER SPOTLIGHT
CT
PRODU
H
C
N
LAU
Peter Gresty
Manager QHSE and training equipment
resources manager, EM&I, UK
Wednesday, September 30, 10:05am
What is the subject of your presentation?
The presentation looks at a pilot project carried out by EM&I
in which we conducted an alternative Underwater Inspection
In Lieu of Drydocking (UWILD) with minimal intervention
by divers, while on station and with minimal interruption to
operations. This was achieved by conducting almost all the
inspection from inside the vessels hull and only using a mini
stabilized ROV for a very quick fly past.
Handheld miniblaster
new handheld tool

from Rustibus, the R25
Miniblaster, will be
displayed at the companys
stand. The tool has been
designed to achieve a profile
surface of approximately 50m
with a surface cleanliness
similar to St 3. It can be used
on steel, non-ferrous metals,
plastic, epoxy coatings and
rubber to create an anchor
profile at a speed of about
100cm2 per minute.
The machine impacts the
surface, scrapes away the
superficial materials, exposing

the bare metal. Being handheld,
the machine is intended for use
on small spots, hard to reach
places and along welds.
The R25 Miniblaster will be
the first to provide a different
surface profile from the chain
drum in the Rustibus family,
and with this new addition the
company is better equipped to
satisfy the marine maintenance
needs of its clients.
Stand 4020
ALSO AT THE EXPO:

Exhibit hall buffet: Tuesday, September 29, 4:006:00pm. Take the weight off your feet and enjoy free
food for all exhibitors and visitors, served by the
Marine Maintenance World Expo Glamour Girls.
Exhibit hall drinks party: Wednesday, September 30,
5:30-7:00pm at the presentation area. The perfect
opportunity to mix and network with people who do
what you do maintain and repair vessels. Served by
the Marine Maintenance World Expo Glamour Girls.
Exhibit hall breakfast: Thursday, October 1, from
10:30-11:30am. A great opportunity to network with
more industry-leading companies than at any other
European show.
Tell us more about the trial of the diverless system you carried
out in Brazil, and the main challenges.
The pilot project for ODIN Alternative UWILD was conducted
on an FPSO located in the Espirito Santo Field offshore Brazil,
the actual operations for the project consisted of three phases.
First, a structural inspection of the required sections of the hull
covering all requirements of the UWILD but from inside the hull
using standard and advanced NDT techniques; this included
sea chests and stub pipes leading to isolation valves. Second,
an inspection of critical isolation valves using inspection ports
positioned through a hot tapping system. Third, detailed visual
inspections using ODIN camera insertion techniques developed
and patented by EM&I and a mini stabilized ROV flypast to
satisfy the class requirement for checking appurtenances such
as bilge keels, sea chest grills, rudder and propeller.
What will the benefits be of using this system and how will it
change the underwater inspection sector of the industry?
There are several advantages of this alternative UWILD
approach, including:
Reduced use of divers, thereby improving the safety of
operations;
Budget certainty as the system is minimally weather
dependent. The ROV flypast, which is weather dependent, can
be conducted at any time during the overall inspection;
The quality of results and inspection data is far superior than
anything ever produced for a UWILD previously;
The ability to trend data from UWILD to UWILD and therefore
conduct risk-based analysis because the inspections are
repeatable;
The inspection port installation is a one-off event for each
isolation valve and future inspections will use the inspection
ports previously installed.
How do you see the underwater inspection sector changing in
the next 10 years?
We are looking at the possibility of using the ODIN ports for
cleaning or even for the insertion of bladders to block piping
to enable valves to be replaced on station. The HITS JIP is
encouraging other developments, including methods for
inspecting confined entry spaces without human entry, and
methods for inspection of cargo tank bottom structures without
having to remove hydrocarbon residues.

WORLD EXPO 2015
NEW
H
LAUNC
Perfect partner for

Baltic repairs
hip repair yard Nauta is

one of Polands leading
shipyards, and will
showcase its expertise in
building hulls and vessels, ship
repair and classification. The
shipyard offers full inspection
of civilian craft, as well as
repairs and rebuilding of
military vessels. The shipyard
has also been busy carrying
out, on a larger and larger
scale, orders to produce
offshore steel structures.
Located in Gydnia, Poland,
Nauta is an ideal place for
new-building activity and

repairs of the largest vessels
operating in the Baltic region,
with good sea and road access.
Customers can choose between
379 x 70m and 240 x 40m
graving dry docks, as well as
four floating docks, including
one with a 12,000 metric ton
capacity, capable
of handling 210m-long vessels.
Two slipways provide further
ease of access.
Stand 4115
Wireless vibration
sensor
irst-time exhibitor I-Care

has created a patented
spectral wireless vibration
sensor called Wi-Care. This
system is completely plug-andplay and will ensure you know
at any moment the health of
your equipment.
Wi-Care monitor vibration
and temperature sensor is
started by simply and quickly
removing the tab from the
sensor. This activates a magnetic
BOOK YOUR SEAT ONLINE NOW!

switch that directly powers

the Wi-Care.
Once the monitor is turned
on, the network organizes itself
to provide your data. In order
to save the battery when the
system is not in use (due to
transportation or long period
of production stop), you can
easily put the tab back and stop
transmission. No reconfiguration
or settings are needed to restart
the system. Just remove the tab
again and let the Wi-Care collect
data for you.
Stand 5040
SPEAKER SPOTLIGHT
Danny Shorten
Lead business development specialist, maintenance
management, Lloyds Register Marine
Tuesday, September 29, 2:50pm
Tell us about your presentation.
This presentation will review the current
state-of-the-art in data-driven survey
procedures, providing delegates with a
comprehensive view of best practice and
technologies available, as well as attempting
to look forward to what data-driven survey
might offer in the future.
How has data-driven survey procedures
helped the maintenance of vessels?
A minority of the worlds fleet has been
using condition data to drive survey needs

by assuring ongoing suitability for further
service, alerting when conditions are
unexpected and providing the necessary
confidence for the chief engineer to credit
each item for survey.
What are some of the problems that you
hope will be solved using data-driven
survey procedures?
Developing levels of assurance based
upon detailed knowledge of the state of
a machine will ultimately render the

physical invasive survey redundant.
Meanwhile our knowledge of developing
conditions, which if left unattended, would
lead to functional failure, will allow the
shipowner to optimize in-service periods
and maximize return on investment while
remaining compliant and competitive.
In the future, how will data-driven
surveys change?
The management of survey process
will remain, as it is clear that the need
for independent verification and expert
support will continue, However decisions
may well be made remotely and a body
of expertise brought to bear on the
process instead of relying on an
individual expert.
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WORLD EXPO 2015
SPEAKER SPOTLIGHT
NEW
Kevin Brunn
Director, clients and markets,
maritime software, DNV-GL
Tuesday, September 29, 2:25pm
Low-hazard descaler
xhibitor HITEK works

very closely with its sister
company HITEK-nology
Solutions Limited (HSL), both
of which will be showcasing
a revolutionary low-hazard
descaler, which is already
supplied to the UK and French
Navy. The descaler rapidly

dissolves all water scale and
lime, and also it removes mud,
rust and other non-soluble
sedimentation deposits safely
and effectively.
The companies also offer a
bespoke range of services that
use vapor phased corrosion
inhibitors (VpCI), offering
environmentally friendly
solutions. The treatment itself
can be delivered in a variety
of ways depending on the
task and the requirements
of the customer.
Stand 4090
Leak stopper range
BCON will showcase

an additional Stop
Leak product range.
The Stop Leak additive
supplier is celebrating its 10 th
anniversary in the marine
market by introducing a
complete Bio Stop Leak
additive range.
By adding a Bio line of Stop
Leak additives to its existing
mineral oil line, ABCON can
now help all shipowners to
eliminate the major problems
that a leakage can cause.
T
T DEBU
C
U
D
O
PR
The ABCON solution is very

simple. Within 2-20 hours, the
leakage is fully eliminated,
or in the case of major
leakages, brought down to an
acceptable level. The filling
operation can be done by
crew on board. The filling rate
is 2-10% of system capacity
depending on the application.
The Stop Leak additive
range consists of 12 products
covering a variety of
applications. In addition the
ABCON 6 anti-wear additives
can reduce wear.
Stand 5045
Tell us more about your presentation.

The presentation will address how shipping companies can deal
with the challenges of improving data management how to get
more reliable/higher-quality data; how to make better use of
data in trending and analysis while reducing manual effort; how
to make fleet data more available throughout the organization
for all stakeholders; and exploring more synergies with class
regarding fleet data.
What are the benefits of using fleet management systems?
A fleet management system is a highly important tool that
ship managers employ to help them do their job. Like any
tool, it needs to be well tailored to the job being performed.
Using the right tools enables you to accomplish more, with
better accuracy, using less effort. This means that it is easier
to perform the tasks, the quality of information collected
increases, and you have a much better basis (increased
transparency) to use information comprehensively over
the life of the ship to reduce costs.
What are the maintenance challenges for shipowners and
operators, in dealing with this amount of data?
Some of the challenges include enabling the crew to perform
their jobs better making the right information available
and providing adequate guidance; increasing the quality of
information reported by crew back to the office; being able to
better manage large amounts of data, making it more accessible
and transparent, and being able to draw conclusions from it;
and using existing data and information more intelligently for
strategic decision making.
How and why do you see these systems changing in the
next 10 years?
Fleet management systems will become even more integrated
with respect to tasks and workflows to be performed by
crew and office staff in all aspects of ship management and
operations, but also to provide more integration with other
(even external) stakeholders with whom information needs to
be exchanged. Technologically the trend will most likely move
toward more similarities between business applications and
leisure/personal applications, using similar technologies and
usability concepts.
25% CONFERENCE
PASS DISCOUNT
for shipowners, fleet operators

and ship repair yards
see website for more details

Machinery mounting
solutions
xaktAlign Group will

be displaying its
machinery mounting
solutions. These solutions
are a combination of stateof-the-art chocking products
and services.
The company is also a

distributor for RotaChock
adjustable steel chocks,
Loctite Fixmaster Marine
epoxy and Continental
rubber and steel products.
Furthermore it delivers
IME
FIRST-T
OR!
EXHIBIT
flexible couplings, resilient

mounting systems and all
kinds of mounting products.
ExaktAlign provides the
following services globally:
engineering of chocking
plans and propeller shaft
(bearing load) calculations
with optimizing; laser-based
measurements such as
alignment (including cardan
shaft), line bore, flatness,
straightness and 3D;
mounting of any kind
of machinery (gears,
engines, alternators, motors,
steering gears, etc); and
on-site machining and
propeller repair (including
delivery of new blades and
FPP propellers).
Stand 1105
BOOK YOUR SEAT NOW!
Online
monitoring
of onboard
equipment
NEW
DT has developed the OnLine4US

technology, enabling online
monitoring of onboard equipment
using ultrasound. To learn more about its
ultrasonic solutions and how this easily
accessible ultrasound technology can lift
your onboard maintenance program to a
higher level, visitors should stop by the
companys stand.
Stand 2075
Tell us more about your presentation.

Since the focus on reliability and lifetime
costs of ship equipment has increased
in recent years, the need for condition
monitoring systems has also grown. My
presentation will include methods for
thruster monitoring, starting with the
sensors, resulting in measurement reports
or recommendations for condition-based
maintenance. The presentation will contain
a review of BruCon CMS, a dedicated
condition monitoring system for thrusters
for maneuvering and propulsion supplied
by Brunvoll AS.
What are the benefits of using thruster
condition monitoring systems and can
you give me an example of recent work
that has been carried out?
The purpose of BruCon CMS is to keep the
shipowners and vessel crew informed of
the condition of the thrusters by providing
measurement reports with trend analyses,
statistics, operating conditions and
recommendations for condition-based
maintenance and to avoid unplanned
maintenance work. There are several
benefits for the customer when using
the BruCon CMS, including: reduction
in cost and downtime through preventive
maintenance triggered by the condition
monitoring system; prevention of
vessel off-hire caused by breakdown
in the thruster; recommendations for
SPEAKER SPOTLIGHT
Ole Magnus Hjellset

Project manager condition monitoring, Brunvoll AS
Wednesday, September 30, 11:25am
preventive maintenance based on the
measurement data; staying informed of the
thrusters condition though quarterly or
half-yearly reports; and access to Brunvolls
thruster expertise.
How is the way personnel are monitoring
the condition of thrusters changing
through the use of these systems?
To get the best quality in the condition
monitoring system we depend on the
involvement of the vessels crew. The crew
is not directly involved in the collection of
data, but may contribute with information
regarding other factors that are not
monitored by the logger system. The
shipowner or crew members may also
make corrective actions in thruster
operation based on the reports from the
condition monitoring system. The BruCon
CMS is connected to the BruCon thruster
control system, and some of the findings
such as alarms with extended description

are presented there.
How do you see condition monitoring
systems changing over the next 10 years?
Over the next 10 years we believe that
condition monitoring systems will be
even more integrated into the thruster
control system and administrative vessel
support system than they are today. The
system will be able to predict maintenance
demands without interference from
experts. Furthermore, transmission of data
from the vessels for central storage will
be easier due to improved and cheaper
solutions for satellite communication. Also
increased numbers of vessels with condition
monitoring systems will give shipowners,
manufacturers and others big data benefits
when designing, building, operating or
performing service on vessels, including
thruster systems.

Cleaning products and equipment
t the Clever Marine Services (CMS)

stand, visitors will be able to see IBS
Scherers new cleaning products,
brand-new to CMSs range of services.
IBS offers cleaning products and cleaning
equipment for mechanical spare parts,
ranging from degreasers and special
cleaners, to wash automats for parts up
to several hundred kilograms in weight.
CMSs services also include maintenance
NEW
and overhaul of all kinds and makes of

diesel machinery, supply of spare parts
and specialist tools for diesel machinery,
superintendent and project management,
IACS Class approved ultrasonic thickness
measurement, non-destructive testing,
research, consultancy, and headhunting
of marine and offshore experts.
BOOK YOUR SEAT NOW!
Stand 2065
SPEAKER SPOTLIGHT
25% CONFERENCE
PASS DISCOUNT
for shipowners, fleet operators

and ship repair yards
see website for more details
Front loader machines
etalas Cleaning Systems

standard range of
front loader machines
has been redesigned and
further improved, and will be
showcased at the World Expo.
The focus on the redesign has
been on energy saving and
process improvement, but also
on ergonomics and styling. The
result is the MMD series, with
machines in a range of sizes.
Metalas machines are
frequently used in marine repair
and maintenance workshops for

applications such as cleaning,
degreasing, phosphating,
rinsing and paint stripping, and
present a safe and user-friendly
alternative to harmful solvents.
Machines from Metalass new
product range include automatic
rotary spray washers, multistage
surface treatment systems and
diptank systems.
Stand 1095
UCT
D PROD
E
V
O
R
IMP
RANGE
Dr Andr
Kieviet
Professor for supply chain
management, Leuphana Universitt
Wednesday, September 30, 4:10pm
What will you be highlighting in your presentation?
The presentation gives an overview of the current state-of-theart in 3D printing or more accurately, additive manufacturing.
It will show how additive manufacturing could help to reduce
stockkeeping and speed up sourcing of spares. Although, ship
repair is not the forerunner here, I will give an overview of some
applications fields and ongoing tests.
What are the growing challenges of ensuring that spare parts
are available around the clock?
The maritime industry faces increased complexity in the spare
parts business caused by longer equipment lifetimes, increased
equipment use and the traditional problems of moving equipment
around the globe and reduced layover times in harbors. The
common answers to the questions are high spare stock levels,
increased preventive maintenance, high expediting costs and,
in the worst case, having to wait.
How do additive manufacturing technologies benefit
ship repair?
That is fairly easy. In the future, additive manufacturing will
deliver a benefit to ship repair through three major applications
fields. Spares could be printed on demand, so it would reduce or
abolish the need to keep spares in stock. Partially it could also be
possible, especially for mechanical defects, to print a defective
area of, for example, a propeller and weld it to avoid replacing the
whole part. And a third option would be to print interim parts that
do not have the life of the original part but would run for a couple
of hundred hours until the original part arrives.
How are shipowners affected financially and what can they do
to decrease this problem?
As the shipping industry is characterized by equipment with
long lifetimes, there is a large spare parts industry behind it.
The EU estimates the spare parts market to be worth US$18.5bn
just for parts and labor. Costs for managing, storing and
obsolesce are not taken into account. Additive manufacturing
could help to address the latter and result in major savings. We
made conservative estimations that the costs for this are around
US$0.9-1bn per year. Theoretically these costs could be reduced
to zero. This is still decades in the future, but it shows
the potential.

WORLD EXPO 2015
Theres so much to see at Marine Maintenance World Expo that its worth
setting aside at least two days to take it all in. As well as having more
vessel maintenance and repair technologies, tools and services on show
than anywhere else in the world, theres also a conference with over 50
leading speakers discussing the hottest topics of the year
The show is open Tuesday, September 29 to Thursday, October 1 (see www.marinemaintenanceworldexpo.com for opening times).
Day 1
Day 2
Day 3
TUESDAY, SEPTEMBER 29
HIGHLIGHTS
WEDNESDAY, SEPTEMBER 30
HIGHLIGHTS
THURSDAY, OCTOBER 1
HIGHLIGHTS
>> Exhibition opened by our Marine

Maintenance World Expo Glamour Girls
at 10.30am
>> Dont miss the free exhibit-hall buffet
for all from 4:00pm to 6:00pm, a great
networking opportunity for all visitors
and exhibitors
>> Tuesdays conference keynote speakers
include Prof. John Carlton FREng, professor
of marine engineering, City University
London, UK; Magnus Karlsson, energy and
performance specialist, Stolt Tankers BV,
Netherlands; Karol Wierzbicki, product
manager, maritime software, DNV-GL,
Germany; and Danny Shorten, lead business
development specialist, Lloyds Register, UK
>> As well as the keynote speakers,
Tuesdays conference features a
comprehensive, unmissable session
on techniques and challenges of data
driven maintenance
>> At 1:30pm theres also a must-attend
lunchtime workshop, with some of the
leading names in the business, on how to
optimize your maintenance management
>> The exhibition opens from 10.30am

until 7:00pm
>> Theres a free-to-attend Drinks Party
from 5:30pm to 7:00pm. Taking place
in the exhibition hall itself and with
unlimited alcohol served by our Marine
Maintenance World Expo Glamour Girls
for all participants, the party will be the
networking opportunity of the year
>> Among the conference highlights on
Wednesday are a paper on fleet maintenance
and operations, from condition monitoring
of thruster systems to diverless underwater
inspection, by Peter Gresty, manager
QHSE and training equipment resources
manager, EM&I, UK; a presentation on
optimized thickness measurement survey
in FPSO generation with Ivan Santos de
Lima, naval architect, SBM Offshore, Brazil;
and Dr Andr Kieviet, professor for supply
chain management, Leuphana Universitt,
Germany, discusses additive manufacturing
printing spare parts on demand.
>> The last day of the exhibition and

conference, and possibly the best. The
show opens at 10.30am and doesnt close
until 5:00pm
>> A free exhibit-hall breakfast will be
served by our Marine Maintenance World
Expo Glamour Girls from 10:30am for all
visitors in the exhibition hall
>> Conference topics cover life extension
and asset management, and ship repair
operations and technologies. Headline
speakers include Gautam Puri, vice president
marketing and business development,
advanced offerings, Rolls-Royce Marine
Services, Singapore; Jaime Tetrault, director,
aftersales, Caterpillar Marine, USA; Tarit
Mehta, associate director, Planet Blue
Marine, United Arab Emirates; Dr Alejandro
Fernandez Munoz, project engineer,
Royal Roos BV, Netherlands; and Mohamed
Salem Hemid, unit head marine preservation,
Heavy Engineering Industries and
Shipbuilding Co, Kuwait
The full conference program can be seen on the next page plan
your itinerary carefully as there are so many unmissable, exclusive
papers being presented during the entire show
See the website for the full exhibitor list. Visit the show to discover
new technologies and make new contacts
WORLD EXPO 2015
FULL CONFERENCE PROGRAM
PRICES START FROM JUST 2450
50+ speakers presenting must-see papers!

This years show features the best conference ever held that is dedicated to vessel
maintenance and repair technologies, spare parts, concepts, case studies and
techniques! Papers are being presented by some of the most
days of
LUS - three
P
influential and innovative leading industry experts.
s in our
presentation
Topics under discussion
Life extension
Asset management and reliability
Structural maintenance
Contracts management
Fleet operations
Corrosion maintenance
Underwater inspection
Human factors
DAY 1 Tuesday, September 29
9:10am - 12:40pm - Keynote

presentations
Moderator - Danny Shorten, lead business

development specialist, maintenance
management, Lloyds Register Marine, UK
9:10am - Issues leading to and the

prevention of shafting system failures
Prof. John Carlton FREng, professor of
marine engineering, City University London,
UK
This presentation will look at the common and
some of the less common issues that lead to
shafting system failures, and review the actions
and methods required to prevent the failures.
9:35am - Implementing an advanced hull

integrity management system
Karol Wierzbicki, product manager, maritime
software, DNV-GL, Germany
This presentation will guide delegates through
the process of implementing an advanced
hull integrity, inspection, monitoring and
management system. It will outline the benefits
to vessel and fleet owners, particularly in terms
of cost.
10:00am - Ship performance and energy

audits
Magnus Karlsson, energy and performance
specialist, Stolt Tankers BV, Netherlands
The presentation will offer examples of energy
Smart maintenance
Data-driven decision support
Remote management
Online monitoring
Shipowners and operators forum
Shipyards and repair forum
Logistics and inventory spare-parts
management
FREE
chnology
dedicated Te
n Area!
Presentatio
ls
See page 6 4
for detai
25% CONFERENCE
PASS DISCOUNT
for shipowners and
ship repair yards!
See website for details
savings and performance improvement during

performance and energy audits on board ships.
The areas of examples in fuel savings and
performance improvements are: diesel engines
optimization, cylinder oil consumption, hull and
propeller efficiency, oil-fired boiler optimization,
steam production and consumption, fuel
treatment and equipment utilization. All areas
will be represented by real examples from ships
in service. There are many improvements with
regard to fuel savings and performance that can
be achieved on the existing equipment on board.
11:50am - Business performance

improvement by means of an integrated
ship-management system
10:30 - 11:00am - Break
12:40 - 2:00pm - Lunch
11:00am - The next generation of EAM,

maintenance and classification programs
Robert Conachey, senior principal engineer,
corporate asset performance management
department, ABS, USA
Developing smart technologies are opening the
door to new pathways in data collection, analysis
and decision making. Classification and regulatory
bodies will have to embrace the application of
these methods. The end goal is to reduce nonproductive time associated with classification
surveys, while improving the overall efficiency.
11:25am - Presentation by Damen Shipyards

Group
Speaker to be announced, Damen Shipyards
Group, Netherlands
This presentation will provide a keynote
perspective from Damen Shipyards Group.
Ivan Renette, application portfolio manager,

Exmar Ship Management, Belgium
This presentation will discuss condition-based
maintenance implementation, streamlining of
operations, and tighter integration of people,
systems and processes.
12:15pm - Presentation By Bureau Veritas

Speaker to be announced, France
1:00 - 1:50pm - Lunchtime

workshop
How to optimize your maintenance
management
Danny Shorten, lead business
2:00 - 5:30pm - Data-driven

maintenance
Moderator - Prof. John Carlton FREng,
professor of marine engineering, City
University London, UK
BOOK YOUR DELEGATE PASS: FULL CONFERENCE DETAILS ONLINE!

2:00pm - Data-driven decision support

Chris Rijsdijk, senior lecturer, Hogeschool
Zeeland, Netherlands
Although much attention has been given to the
composition of maintenance scorecards, they
are often not very well equipped for statistical
inferences. This presentation details some
practical tricks to transform a maintenance
scorecard into a tool for data-driven decision
support. Some realistic examples from a fleet
manager will be given to illustrate the core ideas.
2:25pm - Making more of your fleet data

Kevin Brunn, director, clients and markets,
maritime software, DNV-GL, Germany
As the demand for fleet management systems
increases, so does the amount of data they
generate. This presentation will look at the
maintenance issues for shipowners and
operators in dealing with that data and how they
can make the most of it.
2:50pm - Data-driven survey procedures

now and in the future
Danny Shorten, lead business development
specialist, maintenance management,
Lloyds Register Marine, UK
This presentation will review the current stateof-the-art in data-driven survey procedures,
providing delegates with a comprehensive view
of the best practice and technologies available,
as well as attempting to look forward to what
data-driven surveys might offer in the future.
3:15pm - Real-time data challenges in

marine maintenance
Dr Ajay Asok Kumar, principal surveyor,
ClassNK, UK
This presentation will outline the challenges and
opportunities facing the global marine industry
with regard to the use of real-time data for
performance and maintenance management.
3:40 - 4:10pm - Break

4:10pm - Turning sensor data into tailormade maintenance information
Dan Veen, senior business developer, TNO
Maritime and Offshore, Netherlands
The use of sensor technology for conditionbased marine maintenance has been steadily
increasing in the last few years and is expected
to grow even more in the years to come. The
sensors can produce staggering amounts of
data, but data is not what we need; we need
information. Not only that: different parties
with different functions often need different
information derived from the very same data.
This presentation will look at a new project,
AnySenseConnect, which aims to provide
an open standard for data transmission from

sensors, which will enable different users to have
tailor-made information served to them.
4:35pm - Application of performance

modeling in major programs
Paul Morgan, information control account
manager, Babcock International, UK
The presentation focuses on the development
and the practical application of a complex
model of a complex problem in a complex
solution and information environment. It focuses
on how the model has, is and will be used to
support informed decisions about support,
maintenance and supply chain in the context of
fleet availability, while compensating for variable
solution and information maturity and richness.
DAY 2 Wednesday, September 30
9:10am - 12:40pm - Fleet

maintenance and operations
9:10am - Online remote thruster monitoring

techniques
Wim Boertjes, manager, marine and
offshore, Pruftechnik, Belgium
Condition monitoring with vibration
measurements may not be the only predictive
technology available, but it certainly is the
most appropriate one when it comes to the
diagnosis of rotating equipment, because the
measurement results show up to component
level what the malfunction is and which
machine item is damaged. With this information,
managers and chief engineers are able to carry
out suitable maintenance actions in order to
avoid unnecessary downtime or consequential
damage. This presentation will discuss an
implementation case based on thruster
monitoring on board Pieter Schelte, the largest
vessel ever constructed.
9:35am - Responsible cargo tank cleaning

Guy Johnson, director, L&I Maritime, UK
The wall wash inspection is an integral part of
cargo handling operations on board tankers
today, and has seemingly become entrenched
in the chemical tanker industry, with commercial
interests relying on the successful outcome of
this inspection technique that, at best, is random
and subjective, and at worst, has no guarantee
a chemical cargo can be loaded without risk of
contamination. Indeed, the value of the wall wash
has to be seriously questioned when measured
against the price of achieving satisfactory
results, if one considers the negative impact on

the personal safety of the vessels crews and
the third-party cargo surveyors (appointed by
commercial interests to ensure compliance) and
the very real environmental impacts, which are
always at the forefront of the shipping business.
Nordic Tankers, in cooperation with L&I Maritime
(UK), has identified and implemented a viable
alternative to the wall wash inspection, which
actually provides a far more detailed picture
regarding the cleanliness of the cargo tanks/
lines system. But changing perceptions in a
notoriously conservative business, despite the
positive influence on safety and the environment,
appears to be the most challenging obstacle that
still needs to be overcome.
10:00am - Diverless underwater inspection

of floating production assets
Peter Gresty, manager QHSE and training
equipment resources manager, EM&I, UK
The HITS Joint Industry Project identified the
issue of underwater inspections as the primary
challenge to the floating offshore industry (FOI)
and encouraged the industry to seek new
ways of inspecting the underwater elements of
FOIs with minimal use of diver and work class
ROVs. This presentation describes how the
challenge was taken up by EM&I, with ABS and
flag state encouragement, and explains how
the ODIN diverless UWILD system has been
trialed successfully on an FPSO in Brazil. The
case history demonstrates that ODIN delivered
quantifiable POB reduction, increased safety and
other benefits.
10:30 - 11:00am - Break

11:00am - The value of marine maintenance
contracts to fleet operations
John Fletcher, global service manager,
Northrop Grumman Sperry Marine, UK
Financial accountability and the ability to run
a profitable maritime business are key for all
owners/fleet operators. Marine maintenance
contracts ensure timely maintenance
programs for vessels, with predictable annual
costs, alleviating administrative workloads
while increasing fleet operational time. This
presentation will outline how shipowners and
operators can use them to best effect
11:25am - Condition monitoring of thruster

systems for maneuvering and propulsion
Ole Magnus Hjellset, project manager
condition monitoring, Brunvoll AS, Norway
Since the focus on reliability and lifetime costs of
ship equipment has increased in recent years,
the need for condition monitoring systems
has also grown. This presentation will include

PRICES START FROM JUST 2450
WORLD EXPO 2015

methods for thruster monitoring, starting with
the sensors, resulting in measurement reports
or recommendations for condition-based
maintenance. The experience and skilled
personnel that Brunvoll holds ensure that the
proper state parameters are measured and taken
into consideration for thruster monitoring and
decision-making. Providing condition monitoring
systems demands skilled personnel for analysis
and reporting.
11:50am - Measuring critical geometries

through thick coatings: DRDC developments
in NDE for Canadian submarine pressurehull maintenance (TBC)
Rod McGregor, development engineer,
Defence Research and Development
Canada, Canada
The structural design of a submarine pressure-hull
demands a circularity tolerance that is critical to
allow the vessel to safely achieve objective dive
depth. Throughout the vessels life, circularity is
routinely measured during maintenance intervals
to ensure no unacceptable deviation has been
induced by in-service hydrostatic deformation,
collision, corrosion, or weld distortion. For
the Victoria Class fleet of the Royal Canadian
Navy, this has recently required costly and
time-consuming removal and replacement of
a thick layer of anechoic cladding to expose
the surface for line-of-site laser measurement
systems. Defence Research and Development
Canada (DRDC) has subsequently developed
metrology devices to allow future hull-surface
geometric inspections without cladding removal
and resulting risk of compromising the corrosion
protection provided by the replacement
anechoic cladding system. Both hull circularity
and topological damage characterizations are
possible using Lift-off Pulsed Eddy Current
(LPEC) technology. A recent field trial of LPEC has
demonstrated significant time and cost savings
with acceptable data accuracy. Also described
are other DRDC NDE developments supporting
pressure-hull maintenance.
12:15pm - Damage detection in large

composite-material ship structures
Prof. Ioannis Georgiou, researcher/teacher,
National Technical University of Athens,
Greece
This presentation will discuss new findings
regarding damage detection in large compositematerial ship structures, and damage detection
in local critical regions formed by joints. The
findings discussed will also be presented at the
10th International Workshop on Structural Health
Monitoring at Stanford University in September.
12:40 - 2:00pm- Lunch
SEE PAGE 64 FOR DETAILS
1:00 - 1:50pm - Lunchtime

workshop
How Exmar Shipmanagement

digitalized its inventory
management system
2:00 - 5:30pm - Fleet

maintenance and operations
2:00pm - Micro-emulsion technology tools

to reduce maintenance and save fuel
Tuvia Berger, marketing manager, Mec Green Energy Engineering, Israel
Asphaltenes are a major source of soot. Both
create maintenance work to clean them from
the tanks, purifiers, fuel systems, engine,
turbochargers, boilers and stacks. Moreover,
soot increases fire risks and reduces economic
efficiency. Micro-emulsion technology will
demolish the asphaltenes to fuel and also
eliminate the soot. It will reduce fuel consumption
by 5-9%, NOx and SOx by 15-20%, and CO and
soot by 60-70%.
2:25pm - Fleet maintenance management

the importance of multi-technical
integration
Leandro Aversa, maintenance manager,
Wilson Sons, Brazil
The Wilson Sons tug fleet, about 65 units in
Brazil, is experienced in the implementation
of new maintenance management systems.
Since 2012, the maintenance department
has prepared a guide declaring how the
maintenance process should flow and the
responsibility of every stakeholder. Based
on these principles, working on the SAP/PM
platform, the process is based on preventive
maintenance, which is recommended by
maintenance-time period plans; inspection
procedures by crew; and predictive
maintenance, such as vibration analysis,
thermography inspection and oil analysis.
All this information is discussed at a weekly
planning meeting, and implemented based on
existing resources and available time.
2:50pm - Optimized thickness measurement

survey in FPSO Generation 3
Ivan Santos de Lima, naval architect, SBM
Offshore, Brazil
Nowadays, FPSO Generation 3s are converted
using VLCC double-hull tankers as a base
hull, which can present obstacles in the survey
sequence and the recording of results. An
important step forward is to create an optimized
survey flowchart and consequently a helpful

results table.
3:15pm - Minimizing the life cost of ships

Omur Karatas, general manager, Ortech
Marine Inc, Turkey
Engine life cost has an unpredictable effect
on shipowners earnings. This unpredictability
has been a reason for the bankruptcy of many
shipowners, especially the owners of small
ships. The solution is planned and predictive
maintenance. By using a specialized method with
planned maintenance, the life cost decreases
remarkably. The method is based on spare parts,
time overhauling and time maintenance. This
method will have a major impact on the marine
industry.
3:40 - 4:10pm - Break

4:10pm - Additive manufacturing print
your spares on demand
Dr Andr Kieviet, professor for supply
chain management, Leuphana Universitt,
Germany
Printing spares on the spot would overcome the
shipowners, manufacturers and ship chandlers
challenge of having the right spares in the right
place. With additive manufacturing, spare parts
could be printed when needed. This presentation
will provide an overview of the available additive
manufacturing technologies; review the
application fields and their benefits in ship repair;
and analyze the challenges in technology, class
and safety requirements, as well as intellectual
capital. The presentation will also look at additive
manufacturing for ship repair and its financial
impact for shipowners.
4:35pm - Insights on efficient spare-parts

handling
Alex Trincado, commercial director, EMS
Seven Seas, Spain
EMS Seven Seas acts as a general ship
supplier in more than 600 ports worldwide, and
has 19 offices on four continents. It therefore
has the chance to see the day-to-day events
and challenges that happen in the maritime
consumables supply industry, including spare
parts, and how they impact customers and the
efficiency of operations. Based on its experience,
EMS Seven Seas will share some insights,
advice, tips and ideas on how to optimize and
improve spare-parts management maintenance
and repairs.
5:00pm - Who will maintain the old ships?

Claes Moberg, fleet manager, Marine Supply
AS, Norway
Conferences always address the most modern
equipment and ships operators forget that another

world still exists. My chief engineer certificate is

from 1975 in those days we studied the most
modern technics of the time, and I am still basically
working with the same ships. The problem is that
my generation retire, but there are still thousands
of ships built with old equipment that soldier
on. Owners try to get more years out of them,
but replacement equipment does not exist any
more. Neither do the makers specialists or the
superintendents. So who will perform services and
where can we find spare parts?
DAY 3 Thursday, October 1
9:10am - 12:40pm - Life

extension and asset
management
9:10am - New horizons in asset reliability for

Aberdeen offshore marine operator
Antony Barnes, operations manager, PCMS
Engineering, UK
James Bradford, general manager, GulfMark
Offshore, UK
Marine transport companies are leveraging asset
reliability strategies and technology to help them
meet demands for consistent service. Traditionally,
companies have not put much effort into asset
management programs, instead relying on
preventative maintenance approaches to
pre-empt unplanned downtime. The approach can
be expensive and not always effective. In order to
achieve consistent service, an Aberdeen-based
PSV fleet operator, GulfMark Offshore, has worked
very closely with PCMS Engineering during the past
five years to understand how well its assets are
performing, what physical condition they are in, and
when the correct level of maintenance is required.
9:35am - Greater performance from existing

equipment at minimum cost
Gautam Puri, vice president marketing and
business development, advanced offerings,
Rolls-Royce Marine Services, Singapore
This presentation will describe the benefits of using
maintenance services. Rolls-Royce Marine provides
an aftermarket contract called SAFE. This is focused
around the core pillars of safety, availability (reliability),
functionality and efficiency. The presentation will
outline some of the key aspects such as the need for
a global network of service centers and workshops.
It will demonstrate how shipowners can benefit from
them to reduce downtime, increase operational
efficiency, reduce operational costs, and ensure
repairs are carried out quickly and cost effectively.
25% CONFERENCE
PASS DISCOUNT
for ship owners and
ship repair yards!
See website for details
10:00am - Caterpillar Marines Asset
Intelligence Services delivering increased
ROI
P Jaime Tetrault, director, aftersales,
Caterpillar Marine, USA
P Jaime Tetrault, director of aftersales for
Caterpillar Marine, will discuss Caterpillar Asset
Intelligence and its new technology and expert
services to enable customers to increase ROI
for their entire vessel. Asset Intelligence enables
customers to increase the ROI of their vessels
and equipment by improving how maintenance
is conducted, identifying potential problems prior
to failure, reducing downtime failures, improving
the efficiency of individual equipment as well as
the vessel, and improving the overall operations
and productivity of the vessel. The presentation
will cover two pilot projects that Caterpillar has
conducted, and the owners realized value.
10:30 - 11:00am - Break

11:00am - Condition monitoring: global
challenges
Tarit Mehta, associate director, Planet Blue
Marine, United Arab Emirates
In order to comply with Tier II NOx regulations
and the recent Energy Efficiency Design Index
(EEDI) guidelines, engine manufacturers have
amended their engine designs. Consequently,
cold corrosion in these engines is more likely to
occur due to liner operation temperatures below
the acid dew point. To enable effective slowspeed operation, older engines are modified to
optimize fuel consumption. These engines now
suffer similar problems due to operation at lower
temperatures. Monitoring of the iron content
in the cylinder drain oil, and the launching of
remedial actions in good time, can help to avoid
cold corrosion and unnecessary abrasive wear in
the cylinder liner.
11:25am - Lifetime extension for offshore

units
Dr Alejandro Fernandez Munoz, project
engineer, Royal Roos BV, Netherlands
Offshore units are expensive assets subjected to
severe environmental conditions and cyclic loads
during long periods of service while at sea. It is of
vital importance to keep the units compliant with
classification rules and client expectations. Two
approaches must be followed to reach this goal:

firstly, monitoring during service identification/
inspection of hot-spot areas, monitoring of cracks
(fatigue), structural fatigue improvement; and
secondly, repair and maintenance scope of work
determination and execution at sea or dry dock.
11:50am - The ultrasonic experience: case

studies on using ultrasounds on board
Walter Vervloesem, manager marine
applications, SDT International, Belgium
After many years, the marine industry is discovering
the benefits of using ultrasound monitoring for
running an efficient ship. Ultrasound versatility, and
the ability to detect friction, impact and turbulent
flow-related defects, allows for the monitoring
of a wide variety of rotating as well as nonrotating equipment on board, and contributes to
operational reliability and availability. The benefits
of using ultrasounds have been confirmed during
several years of testing and trials. Revealing and
interesting case studies will be presented to raise
awareness of the potential of ultrasounds as a
novel condition-monitoring technique.
12:15pm - Manage your maintenance

remotely! Wake up your sensors!
Pierre Colon, product director, I-care,
Belgium
I-care is proud to introduce the Wi-care spectral
vibration and temperature wireless transmitter.
Thanks to more than 10 years of industrial
experience in condition monitoring, Wi-care
has been designed to accurately, safely and
cost-effectively monitor spectrum vibration and
temperature in hard-to-reach locations and
extreme conditions. Wi-care, 100% designed and
built by I-care, will provide an alternative solution
to manual data collection or temporary online
monitoring. Wi-care offers the highest diagnosis
capabilities and reduces non-value-added costs of
mounting, cabling and travel expenses.
12:40 - 2:00pm - Lunch
1:00 - 1:50pm Lunchtime

workshop
Lloyds Register Marine - The use of

Big Data for marine maintenance
2:00 - 5:00pm - Ship repair

operations and technologies
WORLD EXPO 2015

2:00pm - Maintenance, refit and service as

requirements for a shipyard
2:50pm - What is the value of my avoidable

downtime?
4:35pm - Corrosion maintenance on marine

vessel structures
Geerd Breffka, head of refit and repair

department, Lrssen Werft, Germany
Present-day requirements for a shipyard no
longer simply consist of the delivery of a vessel
or a batch of vessels. Today, customers expect
a much broader approach that offers holistic
solutions. Services such as maintenance, refits
and spare-parts delivery substantially contribute
to achieving a long lifetime of the platform so
that, for example, upgrades become feasible.
This presentation will also cover the demands
made on the yard regarding design, construction
and logistic services for the operation of navy
vessels or yachts.
Maarten Jeronimus, managing director,

Goltens Rotterdam, Netherlands
This presentation will review case studies
outlining various types of repair, and how in each
instance owners and operators can minimize the
downtime of the asset.
Mohamed Salem Hemid, unit head marine

preservation, Heavy Engineering Industries
& Shipbuilding Co, Kuwait
Corrosion is one of the significant factors
to affect the structure integrity of vessels.
Controlling its impact will extend the life of vessel
structures. Constant exposure to saltwater,
high humidity, salt-loaded air, and temperature
extremes is the main cause of vessel corrosion.
Corrosion control starts with proper inspection
and monitoring of vessel structures susceptible
to corrosion. A proper maintenance plan
should be laid out to preserve the corrosion
control measures carried out on the vessel.
It is important to schedule inspection of the
areas prone to corrosion, as well having proper
monitoring.
2:25pm - Creating a state-of-the-art

ship repair facility: Lindenau Werfts
transformation.
Bernd Wittorf, director repair/refit, Lindenau
Werft, Germany
To deal with the challenges from the changing
markets, Lindenau Werft has undergone a
transformation from a new-build facility with a
small amount of repair activity, to a full repair
facility. Embedded in a group of shipyards working
very closely together, Lindenau has become the
single point of contact for all commercial repair
and refit activities in the group. There are obviously
a number of challenges to be addressed,
including internal integration and interaction with
the other entities, in particular with regard to
manpower and project teams, and marketing of
the new focus and visibility within the market.
3:15pm - How ship repair facilities can

utilize 3D modeling to maximum effect
Paul Burrows, EMEA business manager
HDS, Leica Geosystems, UK
Errikos Skassis, CEO, Mtrica, SA, Greece
This presentation will show how accurate 3D
scanning can be used effectively by ship repair
yards to plan and execute repair work, retrofits
and refits, to maximum effect. Accurate 3D
models created by scanning allow engineers to
reduce costs and time and, in turn, enable ship
repair yards to increase throughput, efficiency
and profits.
3:40 - 4:10pm - Break

4:10pm - 3D documentation in marine
maintenance and ship repair
Matthias Kinet, 3D documentation manager,
Faro Benelux, Netherlands
In naval architecture and marine engineering, 3D
documentation is used to help design, construct
and install various onboard systems. It provides
designers and planners with a helpful tool for
collecting accurate documentation to create 3D
models of the actual vessel configuration.
*This program may be subject to change
CONFERENCE RATES
Including coffee breaks, lunch
voucher and conference
proceedings
- Three-day pass 850
- Two-day pass 750
- Specialist conference stream
pass (valid for one day) 450
Technology Presentation Area

Another star attraction at the Expo is the free-to-attend Technology Presentation Area, where
visitors can view presentations of the technologies behind the products and services on display at
the show. The demonstration area is designed to give visitors first-hand experience of the solutions
presented to gain a better understanding of their value and potential application.
Presentations include:
Day 1
Paul Burrows, EMEA business
manager high-defintion survey, Leica
Geosystems, UK
Wim Boertjes, manager BU offshore &
marine, Pruftechnik NV, Belgium
Peter Schramm, managing director,
MetaLine Surface Protection GmbH,
Germany
Pierre Colon, product director, I-care,

Belgium
Staf Harteel, CEO, Harsonic
ultrasound devices, Belgium
Mathias Kinet, 3D documentation
business manager, FARO Benelux,
Netherlands
Day 3
Day 2
Katrien Verhecken, sales manager,

Safety Science BVBA, Belgium
Frank Herholdt, managing director,

Martechnic GmbH, Germany
Criel Gerald, operations manager,

Navitec, Belgium
Robert Jansen, sales director, WIWA

Wilhelm Wagner GmbH & Co KG,
Germany
Mark Wells, EFD Induction AS,
Norway
Paul Meijaard, product specialist,
Hytorc BVBA, Belgium
Mark Cresswell, operations director,
Hitek Electronic Materials, UK
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Underwater
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Is a human s:
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and repairnce
thing of th team a
e past?
Inside ne
xttechnologie generation
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The IRATA
talk
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Engine main
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Ma
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NDT/UTM SOLUTIONS
Eco-friendly maintenance
A green way
of thinking
With a growing demand for ecologically friendly workshops, engineering,
and survey and NDT/UTM solutions, a new maintenance concept for
state-of-the-art equipped and moveable workshop facilities for remote
locations might be just what the industry needs
Sven Fromm, Clever Marine Services
o achieve the goals set in the EU

2020 initiative including growth of
sustainable energy sources (offshore
wind and tidal power), mapping of
the complete European seabed and building
of the European Marine Observations & Data
network (EMODnet) there is a substantial
requirement for special vessels such as
research vessels, patrol boats and wind
and tidal craft installers. Cargo carriers,
ferries, crew boats and cruise liners all
need eco-friendly and flexible solutions for
the required service and maintenance of
these vessels.
Additionally, these services and
maintenance solutions also need to be
economically sustainable to ensure that
owners and managers, as well as the service
providers, can participate and converse to
improve the environment and economy in
equal parts, as set out in the EU Green Paper
(the agenda that creates an ecologically
friendly maritime and offshore industry
as well as aims to reach at least 20% of
energy supply from renewable energies).
The move to ecologically friendly methods
and industries is necessary but it is also a
chance to create a modern and sustainable
marine service industry with secure jobs
and great business opportunities.
All assets in the marine and offshore
industry represent substantial investments
Three-year
review of the
different elements
of the strategy
Initial assessment
objectives, targets
and indicators
2012 (+6 years)
2018 2021
GES 2020
Implementation
of the
Marine Strategy
Monitoring
programs
2014
2016
ABOVE: Illustration
of good emvironmental
status (GES) 2020
BELOW: Rendering
of a typical research
vessel
Programs
of measures
2015
as well as great responsibility, so downtime

must be kept to a minimum, unnecessary
fuel consumption and emissions must
be prevented, and any required repair
or maintenance must be fast and flexible
as well as environmentally friendly, high
quality and sustainably priced. For the fleets
and groups of the aforementioned vessels,
it would be ideal if the shipyard/workshop
could come to them. This alone is not a new
idea but combined with green technologies,

state-of-the-art engineering, cleaning and
maintenance, as well as measurement and
test facilities, the only thing that cannot be
done is dry docking the vessel on-site.
Today there are already solutions on
the market that can bring the shipyard to
the vessels. Already available is a mobile
engineering and mechanical workshop that
creates a 100-500m2 air-conditioned, wi-fi
NDT/UTM SOLUTIONS
LEFT: IBS Scherer

supplies a variety
of workshop spray
cleaners
connected and double-floored fully equipped

workshop that can be transported in four 20ft
containers and built up in under five days in
any location that has some sort of cold water
and electricity supply.
The workshops double flooring and black
water tank help ensure that no pollution can
enter the environment. It is also equipped
with state-of-the-art tools and equipment
to enable high-quality engineering and
mechanical work in the most efficient manner.
These mobile workshop facilities can also
operate at cruise and ferry terminals without
being an eyesore or source of pollution.
These workshops, in conjunction with
skilled and highly motivated personnel,
modern mechanical and engineering tools
and the full array of NDT and UTM testing
equipment, are able to conduct almost any
kind of repair that can be carried out afloat.
It should be a routine matter to ensure that
repair and maintenance work is carried out in
an environmentally friendly manner, and the
BELOW: IBS Scherers

parts cleaning machine
same care should be taken when choosing

the correct supplier, products
and processes.
One of the major sources of pollution or
ecologically harmful substances in ship
repair and maintenance are the cleaning
materials and solvents used. The industry is
used to collecting oily rags, used solvents,
oils and so on, and disposing of them in an
ecologically friendly manner, but this creates
extra cost and requires another truck, boat
or barge being dispatched to collect such
materials. And this vehicle also uses fuel,
lubricants and cleaning materials. Therefore
smart solutions, such as the parts cleaning
devices and cleaners from the German

company IBS Scherer, are what is needed. IBS
Scherer manufactures manual and automated
parts cleaning devices that are all equipped
with drip trays and recollection facilities
for the used cleaner, and supplies cleaning
solvents that are made purely from recycled
liquids. The company offers its cleaning
liquids within the EU in such a way that their
collection and disposal of used material is
free-of-charge.
The company also manufactures and
recycles all its products in Germany, which
is a natural development of its ecologically
friendly ethos. \\
ABOVE: IBS Scherers
technical sprays each has
a different cleaning
purpose for example IBS
Safety Cleaner Tornado
is used for industrial
cleaning (e.g. brake
cleaners)
Free reader inquiry service

Clever Marine Services
To learn more about this advertiser, visit
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Reader inquiry no. 101
INTERVIEW
TSC Inspection Systems
Permission to
non-destruct
TSC Inspection Systems Chris Walters talks about the companys plans for
growth and how its unique ACFM technology is helping advance marine
and offshore safety
Bunny Richards, Marine Maintenance Technology International
hris Walters is chief executive

officer at TSC Inspection Systems, a
company specializing in advanced
non-destructive testing technology,
with applications primarily in the marine and
offshore oil and gas sectors.
A chartered engineer and naval architect,
Walters has held senior positions over a
12-year period with the Lloyds Register
Group, where he was the director of marine
operations and senior vice president of
oil and gas certification, gaining extensive
international business experience, including
five years in Asia, where he was responsible
for operations in Japan, Taiwan and the
Philippines. Prior to joining Lloyds Register,
Walters spent 10 years in the P&O Group,
where he became general manager of Three
Quays Marine Services Ltd, a group subsidiary
involved in ship design and construction.
He is a fellow of both the Royal Institution of
Naval Architects and the Institute of Marine
Engineering, Science & Technology. He is
a trustee and council member at the Royal
National Lifeboat Institution (RNLI), the UK
charity that saves lives and prevents the loss
of life at sea and on inshore waterways.
underwater weld inspection. ACFM was first

trialled in the North Sea in 1991 and is now
adopted around the world as an alternative
to conventional weld inspection methods
such as Magnetic Particle Inspection (MPI).
It is used above and below water and
offers many advantages over conventional
inspection methods.
How long has TSC Inspection been offering

alternating current field measurement
(ACFM) technology? And what is the work/
research behind it?
TSC was established in 1984 by a group
of lecturers and professors working in the
mechanical engineering department at
University College London. TSC started
working on the development of ACFM in
1987 and was fortunate to obtain support
from several major oil companies to develop
these ideas into a practical tool, originally for
Tell me about some of the benefits that

clients have gained by using ACFM
technology.
Clients benefit by not having to clean the
inspection areas to bare metal. Rust and
any protective coatings can remain, saving
considerable cleaning and preparation time.
In addition, signal strength is proportional to
defect depth, so there is no chance of missing
a major defect and minor surface scratches
can be ignored. The technique also has a very
simple scanning pattern and no interpretation
Why do you think ACFM technology has

been so successful?
From the outset ACFM was designed to
be used in hostile environments and was
designed specifically to minimize reliance on
the operator. In addition to crack detection,
ACFM also provides information on the
severity of the defect in terms of length and
depth. This is vital information when deciding
what to do about the defect. When you add the
ability to inspect without disturbing paint and
protective coatings, ACFM also offers major
cost and time benefits.
The technique has a proven track record,
backed up by independent verification,
which has led to its acceptance by major
certification bodies such as Lloyd's Register,
ABS, DNV-GL and others.
is required from the person deploying the

probe, for example a diver or rope-access
technician. These factors also mean ACFM
is well suited to remote subsea diverless
deployment and the current challenges are in
developing methods of inspecting complicated
subsea structural geometries.
How different is it to use your technology
above and below water?
The ACFM technology is fundamentally the
same, apart from the obvious environmental
protection. The above-water instruments are
standalone battery-powered units, whereas
the subsea units are connected to the surface
for power and communications. The abovewater instruments can be used by one person
moving the probe while watching the data
screen. Underwater inspection is done with
an inspector on the surface, while the probe is
delivered by diver or remote operated vehicle.
What work does TSC Inspection do offshore?
And how does this differ?
TSC offers a complete ACFM service to its
clients. We are the developers and sole
manufacturers of ACFM technology and it
is currently the only technology we offer.
The needs of new and existing customers
INTERVIEW
FAR LEFT: Although

primarily used for
above-water
inspection projects,
with the use of
underwater probes,
the ACFM AMIGO
instrument can also be
used for shallow-water
inspections
LEFT: The ACFM
MagCrawler
inspecting a weld
OPPOSITE PAGE
BOTTOM: (L-R) Damiain
Brown, Fugro TSMs
inspection manager is
with Paul Watkins (TSC
business development
director) and Chris
Walters in Australia at
the signing of a
two-year agreement for
diver-deployed ACFM
We are seeing moves toward deskilling

inspections and increasing demand for
automated deployment
Chris Walters, TSC Inspection Systems
vary worldwide and we adapt to meet them.
Our operations are run from our recently
established Aberdeen and Singapore facilities,
with support from our technical center at
our Milton Keynes headquarters. We supply
equipment for sale or rent and also offer
specialist inspection services where we
mobilize our experienced operators and
engineers together with the equipment. We
also offer custom engineered solutions, usually
involving remote deployment of scanners and
crawlers by ROV.
What steps is TSC Inspection taking to
ensure that it is always one step ahead in
this ever-changing industry? What challenges
do you face?
Success is achieved through a powerful
combination of our technology and our people.
We are continually developing our systems,
procedures and skills to ensure we meet the
challenges set by our customers. We have a
strong in-house R&D function working with
our local operations teams to understand the
changing needs of our customers. Our support
services include training, competency testing,
procedure development and data analysis. We
have an agile team, ready to deploy anywhere
in the world at short notice, as is the nature
of offshore and onshore inspection in the
current climate.
What are TSC Inspection's plans for growth

over the next five to 10 years?
Over the past 25 years TSCs ACFM technology
has played a major role in ensuring safety and
structural integrity worldwide, especially in
the offshore oil and gas sector. Over the next
five to 10 years I expect that positive impact to
increase substantially, using new products to
break into new areas where the reliability of
critical infrastructure is key to public safety.
With the strong support of our investors,
we are at the beginning of a very exciting
journey for TSC. In the past 18 months we have
more than doubled our staff numbers and
established teams close to our customers in
key centers such as Aberdeen and Singapore,
with other offices planned. There is now
a tremendous opportunity to expand our
international operations and further support
our customers with their subsea and onshore
inspection campaigns. Growth will come from
increased recognition of the benefits of ACFM,
especially from remote diverless inspection
and ROV deployment.
How do you see the way vessels are
maintained changing in the next 20 years?
We are seeing moves toward deskilling
inspections and increasing demand for
automated deployment. These are being
driven by the desire to inspect outside the
normal shutdown periods, together with the

stated aims of minimizing risk to personnel
in hostile environments. We have responded
to these opportunities as they arise, and will
continue to do so.
In some industries there is an emerging
demand to inspect more frequently, and in
remote locations, making it difficult to have
an experienced inspector always available. To
overcome this, ACFM systems are now being
offered where the initial interpretation of the
data is done automatically against predefined
reporting criteria essentially an automated
pass/fail report for the person on the front
line, but with all data available for subsequent
review when an operator becomes available.
In another application we have been asked
to develop a solution for weld inspection
at elevated temperatures to enable plant to
be inspected while on-line; this led to the
development of a high-temperature probe
capable of operating at 500C.
Of course some sectors are also seeing a
move away from inspection toward monitoring,
where sensors are permanently installed. We
have solutions available and it is now possible
to permanently install an array of ACFM
sensors at a critical location to enable regular
monitoring without intervention.
We cant predict how inspection will change
over the next 20 years, but we do believe we
are in strong position to rise to the challenges
and deliver ongoing ACFM solutions for the
evaluation of in-service weld integrity. \\

TSC Inspection System
8754 & 8786: general pic of yachts at shipyard

do not think this needs any caption.
ULTRASOUNDS
Cruise ships and yachts
Get with the program

What is the best solution for maintaining cruise vessels and yachts to
ensure that these vessels are never out of action? SDT International
explains why ultrasound monitoring programs are the way forward
Walter Vervloesem, SDT
n order to find out if there are specific

ultrasound applications and solutions
for yachts and cruise vessels, the
ultrasound threefold mantra impact,
friction and turbulent flow should be kept
in mind.
Cruise vessels
The cruise industry is ever-evolving and
enjoys the benefit of rising popularity.
Cruise vessels nowadays are more like
balcony laden floating condominiums with
extensive attractions and hotel, catering
and leisure facilities. The success of a
cruise heavily depends on the wining and
dining experience as well as leisure and
pleasure amenities for young and old.
Size and complexity, tight schedules and
short periods in drydock make maintenance
and repairs of main/critical and secondary
equipment on cruise vessels a challenge.
With safety and sailing features being
taken for granted (and related equipment
already being monitored with the more
traditional techniques such as vibration,
thermography and oil analysis), it is,
however, worthwhile to see how ultrasound
can help cruise companies guarantee
guests a time of your life experience.
Ultrasound enables the assessment
of the health of shipborne machinery
and equipment, and by using dedicated
software, ultrasound data can be analyzed
and maintenance documented. Also, the
possibilities presented and advantages of
on-line ultrasound monitoring should not be
overlooked. For cruise vessels, sailing from
A to B is not the only priority and issues
such as comfort, attractions, health and
hygiene also rank high on the priority list.
Therefore, breakdown of equipment such
as galley stoves, A/C, fresh and sanitary
Various shell doors, required to be weather and/or

watertight, can easily be tested with ultrasound,
regardless of painting works being in progress
ABOVE: Testing of watertight door with

ultrasound on board cruise vessel
water systems (including boilers and heat

exchangers), transformers, sewage systems
and FFE & LSA on cruise vessels can be
a disaster and lead to high claims and
emergency situations.
From a leisure point of view, the
unavailability of tenders/landing crafts (for
Arctic/Antarctic cruises), stabilizers, spas,
hot tubs, indoor and outdoor swimming
pools, stages/lighting in theaters or
skating rinks, due to the breakdown
of equipment, will also scuttle guests

expectations and should be avoided.
Ultrasound enables monitoring of much
of the driving and supporting equipment
for these amenities, and provides
instantaneous information for the discovery
of problems in an infant stage (well before
they can be picked up by other techniques)
making it worthwhile to have an ultrasound
tester in the maintenance staffs toolboxes.
From past experience SDT knows that this
will enable the extension of in-service life
and maintenance intervals, enhance safety
and guarantee maximum availability of the
amenities on board.
Among items that can be checked
with ultrasound are lighting systems,
transformers, electric motors, rotating
equipment, gears (e.g. Azipod drives) and
greasing issues, steam systems (steam
traps, condensers/heat exchangers) and
hydraulic/pneumatic equipment (valves,
piping, flanged connections). Finally, one
of the most important issues on board any
cruise vessel (again clear and no

need for caption)
ULTRASOUNDS
LEFT: Testing the

electrical switchboard
with ultrasound on
board of a mega-yacht
ship is tightness and survivability. All

openings that need to be tight (watertight/
weathertight doors, windows, bullseyes,
cable transits) can be tested with
ultrasound and the results documented in
a fraction of a second thanks to integrated
and dedicated software.
While many of these applications have
already proved their worth on conventional
vessels for the main and auxiliary
equipment, ultrasound allow leisure and
pleasure-related amenities on board cruise
vessels to be checked and the attention
they deserve in a cheap, quick and easy
way, adding enormously to the ships safety,
maintenance planning and guests comfort
and vacation experience.
BELOW: Testing
tightness of a transom
door on a mega-yacht
Yacht industry
In the yachting industry there are two
different markets the owning market
(where owners use their yacht for their own
pleasure and entertaining guests) and the
charter market. In both cases, yachts have to
be in top running order.
Superyachts and mega-yachts are very
expensive to buy and maintain. They are
extremely well equipped and some have very
high-tech and advanced equipment on board
that adds to their luxurious appearance,
the comfort of passengers and the prestige
of the owner. They also carry additional
equipment such as tenders, Zodiacs, jet skis
and submarines, all of which also require
maintenance and service. Maintenance and
repairs (both mechanical and cosmetic) are
a challenge on board yachts, due to there
being few technical staff on board and with
possibilities for overhaul and repairs being
uncertain (depending on when guests or
owners will be on board).
Furthermore, and due to extremely
expensive finishing materials and design
features, opening up or removing of walls,
Using ultrasound offers yacht repair
yards many advantages
ceilings, etc for repairs entails serious risk of

damage and requires careful consideration
and planning.
As on normal commercial vessels,
yachts might benefit from an ultrasoundbased condition monitoring program where,
in addition to the propulsion and power
generating machinery, the equipment
that supports the amenities and leisure
arrangements can be checked in a quick,
cheap and efficient manner.
The biggest advantage is that with a
well implemented ultrasound monitoring
program, machinery can easily be trended
and early warning signs of upcoming
failures recognized. This enables efficient
maintenance and planning of repairs.
When found at an early stage, simple
maintenance or corrective actions (such
as correct greasing and small adjustments)

will in many cases be sufficient to solve the
problem, extend in-service life and do away
with the need to open up or dismantle fragile
and expensive furniture, ceilings and floors,
giving more time for maintenance and repair
of items that are higher on the priority list.
Ultrasound is a clean, non-destructive
and easy to use technology, and therefore
ideal to be used on board yachts. Feedback
from leading yacht building and repair
yards confirms that ultrasound is extremely
helpful for commissioning tests with
furniture, carpets, etc, that are already in
place (e.g. testing of small hatches, doors,
ramps, windows, cable penetrations, etc).
Furthermore it also avoids possible disputes
(e.g. arguments about weathertightness
after refitting garage or transom doors after
servicing) and documents that various (main
and secondary) equipment has been tested
with satisfactory results.
Conclusion
Expectations are high in the cruise and yacht
industries and there is no room for error.
The use of ultrasound may facilitate the
work of technical staff and help them to plan
maintenance tasks and make well-considered
decisions. A properly implemented ultrasonic
maintenance plan will help technical
managers and personnel on board to ensure
reliability and availability of equipment and
amenities that are of crucial importance
to meet the high expectations of customers
and guests. \\

SDT

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INSPECTIONS
Hull integrity management
Damage limitation
Shipowners are dependent on reliable and user-friendly systems for
hull integrity management, but if you dont know what to look for
during an inspection, and how to evaluate what you find, the value of
the inspection may be limited
Rolf G S Buen, DNV GL
hipowners are currently in need

of more qualified and experienced
personnel to carry out proper tank
inspections. Better planning of
maintenance is needed, as is improved
documentation of the condition of hulls for
external parties.
The challenges facing inspectors are
numerous. For example, take the enormous
area that must be inspected on a double-hull
VLCC oil tanker. The area of just one fore
peak tank or one side water ballast tank is
approximately comparable to the area of
two international soccer fields. The area of
the tanks of a complete VLCC is comparable
to approximately 32 football fields. It is, of
course, a challenge to cover all this during
an inspection due to time limits, so it is
essential to know where to look and what
to look for. The understanding of the flow of
forces in the structure to identify hot spots is
also essential, as well as understanding the
consequences of damage now or in the near
future, including the impact this will have
on a business. In order for the crew to
carry out the inspections, they must be
properly trained.
International certification body and
classification society DNV GL runs hull
structure courses, covering many areas
of hull inspection. Where should I look
and what should I look for? Is the coating
good, fair or poor? Where am I likely to find
cracks? How are the loads taken up by
the structure? What is the consequence
of a crack in this detail? How do I report
this damage?
This knowledge will improve the quality
of inspections, enabling you to carry
them out more efficiently and evaluate
hull damage when you see it. Learning
more about hull inspection will also allow
you to organize uniform hull inspections
throughout your fleet that give consistent
reporting of the condition and findings.
These inspections will facilitate onshore
LEFT: Cherry picker

from bulk cargo hold
Survey Simulator
BELOW: The deck
view on DNV GLs
Survey Simulator
decision making based on improved

knowledge of the condition of your fleet.
Hot spots
When the crew is able to pay special
attention to hot spots and historical findings
from sister vessels prior to an inspection,
the likelihood of focusing on the right areas
increases considerably. The latest version
of the ShipManager Hull software includes
features that enable them to do this as the
crew and onshore staff can define and

visualize hot spots in the model. Findings on
a vessel can also be visualized in models of
the sister vessels, which enables the crew to
perform more targeted special inspections
for follow-up. The results from thickness
measurements can also be visualized both
on board and on shore to provide more input
for the inspectors.
Training using 3D simulation

With the technological advances in the
industry, crew training might not incur
as many costs today as it would have
done just a few years ago. Inspection
skills and technical assessments for ship
surveyors still require a long and thorough
training process in order to prepare for the
variety of conditions they will experience.
Such a learning process can take years.
Each trainee must be supervised by an
experienced colleague acting as a tutor.
It can, at times, be very difficult to find a
sufficient number of good tutors to train
surveyors in the traditional way. This
INSPECTIONS
BELOW LEFT: Areas of attention weld connection in ShipManager Hull

BELOW RIGHT: Sister vessel analysis in ShipManager Hull
BOTTOM LEFT: Survey requirements displayed in Survey Simulator
BOTTOM RIGHT: Rafting in Survey Simulator
training is also dependent on access to

vessels of a certain type at a specific time
and location. For example, to get training
on specific ship type, the trainee must
be physically present, which normally
involves high travel costs. Even if a vessel is
scheduled for an inspection, it is not known
at the outset if there are any deficiencies
or findings that would have been valuable
from a learning point of view. No one can
foresee what will be discovered during a
survey or inspection, but some problems
are more common than others. Some
damages are typical for a certain type of
vessel of a specific age. On the other hand,
there are also defects that are extremely
rare, occurring only under very specific
circumstances. An individual surveyor
might not ever see such a case in their entire
working career, making it highly unlikely
that a trainee will ever see it during handson training.
This is where the advantages of new
teaching methods are seen. DNV GLs Survey
Simulator software is one such method.
The Survey Simulator is a photo-realistic
3D training environment that helps teach
the staff of owners and operators how to
carry out technical inspections. It assists
ship operators in improving and measuring
their staff competencies in order to achieve
incident-free operations and high standards

of technical ship management.
Training scenarios
The Survey Simulator was created to
introduce young surveyors to their work and
make the learning process more efficient,
attractive, practical and less costly. However,
there are many other areas where the tool
can be successfully used. The training
scenarios are based on very realistic models
that can be ship-specific, where attention
to every detail enables the trainee to really
grasp the role of an inspector. It creates the
possibility of simulating many types
of inspection.
It can, for example, provide a solution
for use for professionals who need to know
everything about the vessel before they step
on board. The simulator can also establish
an interactive collaboration workspace for
individuals working upon the same problem
at a distance enabling them to meet on
board the ship in a shared virtual reality.
Providing a new way of presenting the
hull and pinpointing important spots,
the simulator can help to remove language/
space/experience barriers. It is an excellent
solution for use during experience exchange
seminars. Surveyors at different locations
across the world can run selected training
scenarios and discuss how to properly

handle difficult problems in presented
cases. Examples of both typical damage
and rare damage can be easily transferred
to the virtual models and included in
training scenarios.
Survey Simulator overcomes obstacles
such as lack of vessels (or installations)
to survey, lack of training examples, lack
of time to perform the training on the
available vessel and difficult access to
inspection areas.
Supplemental training using Survey
Simulator software gives trainees the
opportunity to use different virtual tools
such as torches, sprays, cameras, palmtops
and computers. The Survey Simulator has
an option of prompting built-in knowledge.
Several available options allow training
scenarios to be adapted to the level of a
trainee. It is also possible to select and
visualize various vessel parameters, such
as age, coating condition, level of difficulty
and survey scope.
A proactive approach to hull
management (inspection/condition
monitoring, maintenance and repairs) is
vital if shipowners are to manage the risk
of unforeseen repairs. Significant savings
can be made on technical operating costs
and total cost of ownership by implementing
a management system that focuses on hull
inspection and maintenance, while building
internal expertise, attending courses, and
also using a virtual reality ship inspection
training tool. \\

DNV GL
FOULING
Preventive maintenance
Antifouling on trial
Wagenborg Passagiersdiensten ran a one-year experiment to find a
cost-effective, ecologically friendly way to prevent fouling of box coolers
Pieter Dibbits, Wagenborg Passagiersdiensten
agenborg Passagiersdiensten
contacted Harsonic to run a
trial of one of its box cooling
systems on board the ferry
Sier. Harsonic is the manufacturer of an
ecological solution to counter fouling on box
cooler systems, without chemicals or metals
such as copper anodes (ICAF).
To treat the box cooler systems with
Harsonic, there is no need to penetrate the
sea chest because Harsonic installs the
transducers directly on the metal parts on
the outside of the sea chest.
At first Wagenborg Passagiersdiensten
was very skeptical, because it had heard
a lot about ultrasound systems that did
not perform as promised, but the people of
Harsonic explained that ultrasound is just
one of the features in the companys devices.
The main feature is the HS technique,
which is unique and was developed by the
companys own engineers. Wagenborg

Passagiersdiensten decided to compare
the box coolers on the starboard and port
sides for one year. It used conventional
copper anodes on the starboard side and the
Harsonic system on the port side to compare
the difference, if any.
Harsonic did the installation on the port
side in January 2014. The system can be
easily installed even when the ship is in
the water, saving money on dry docking.
Wagenborg Passagiersdiensten only needed
to provide a continuous 220V connection.
As it was a trial, Harsonic left the
devices in place for one year. Wagenborg
Passagiersdiensten was very satisfied with
the service and the professional follow-up
that the Harsonic team provided.
In the year since the installation, the ferry
has been in dry dock three times for various
reasons. During the trial there were several
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BOTTOM: Harsonic
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The results of the trial were satisfactory and

Wagenborg decided to protect all the MS
Siers sea chests with the Harsonic system.
Even though the company only had one
years experience, it found that the Harsonic
system works well against fouling on box
coolers and is a low-maintenance, ecofriendly, cost-effective alternative. \\
OPPOSITE PAGE TOP:

Since the experiment,
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improvements of the system carried out by

the Harsonic team.
Wagenborg Passagiersdiensten noticed
some differences between the sea chest
treated by Harsonic and the one treated
with the conventional copper system. The
Harsonic system performed well and didnt
use costly copper.
The company wanted to compare the
two systems for a whole year, but in every
season it noticed that the Harsonic system
was doing a better job at preventing
fouling. As Wagenborg is always looking
for sustainable solutions, it compared every
aspect of the Harsonic devices with the
copper anodes. The Harsonic devices have
an extra advantage in their extremely low
consumption (6W per transducer). Moreover
it is Wagenborgs strategy to contribute to a
healthier environment, especially when the
ecological solution is budget-friendly as well.
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Harsonic
SHIP REPAIR
Service packages
Flexible cooperation
With 40 dry docks and 1,500 mobile employees,
Damen Shiprepair & Conversion is embracing new
challenges while ensuring its services remain
cost-effective
Ben Littler, Damen Shipyards Group
he past year has seen Damen

Shiprepair & Conversion group (DSC)
take on a variety of projects and
embrace challenges. No day is like
the one before and the intricacy of how to
tackle individual projects remains dynamic
and motivating. While docking more ships
remains a central objective contributing to
90% of DSCs contracts, there is a growing
emphasis on the formation of specialized
teams. With 40 dry docks and a pool of 1,500
mobile employees, the opportunities for
conversion projects are increasing while
DSC is simultaneously becoming more costeffective and increasing market share. A few
of DSCs recent projects demonstrate how
this strategy is being applied.
Expanding the service package

Why restrict our services when we have the
opportunity to be a total service provider
responsible for design, purchasing and
construction? This was a question DSC
posed while sourcing the upgrade of the
floating production, storage and offloading
(FPSO) unit Petrojarl 1. The FPSO will be
used as an early production system (EPS)
unit at the Atlanta field, in the Santos Basin
off Brazil. Sourcing an offshore project

of this caliber requires a distinct client
approach, careful tender strategy and close
cooperation with partners, all of which were
spearheaded by Offshore and Conversion
a special task force within DSC.
Potential discrepancies with regard to
responsibility for integrating the new deck
with the hull can occur, as owners are
typically accountable for the changes on the
process deck. Offshore and Conversion set
out to streamline this approach and source
partners with a similar vision, specialized
in process decks. This led to partnerships
with Frames to carry out the design and
fabrication of the new topside skids and
with Nevesbu for the marine and topside
integration engineering.
The strategy was presented and well
received by Teekay, the owner of Petrojarl I.
Subsequent months of negotiations led to an
agreement being signed on December 8, 2014,
and the vessel arrived in Damen Shiprepair
Rotterdam (DSR) in January 2015.
Comprehensive design and engineering
management was carried out, adhering
to the stringent standards of the offshore
sector. Drawing on the expertise acquired
SHIP REPAIR
MAIN: Global 1200 and Petrojarl I

at Damen Shiprepair Rotterdam
BELOW LEFT: Durk-Jan Nederlof,
managing director, Damen
Shiprepair & Conversion group
SHIP REPAIR
LEFT: MSC Magnifica Damen
Shiprepair Rotterdam
BELOW: Magellan Damen
Shiprepair Amsterdam
during previous oil and gas projects, such

as the FPSO Gryphon A, provided a huge
advantage for DSR.
Upon arrival, inspections and 3D
measurements commenced, followed by
a dry-dock period and installation of the
new process deck. The upgrade consists of
the engineering, procurement of maritime
and process equipment, manufacturing,
construction, corrosion protection, coating,
and the testing and commissioning of the
new systems. Further upgrades include
overhauling the marine and maritime
sections and reclassifying them, a
customizing and integrating process system
on the process deck and changes to comply
with Brazilian laws and regulations.
Managing director of DSC Durk-Jan
Nederlof attributes available capacity to the
close collaboration of project teams. The
project teams we have in place at all our
yards are extremely flexible and stand ready
to collaborate with our clients project teams
whenever necessary. Depending on the
scale of a project, we are also able to quickly
assemble a large team tailored to the specific
requirements of the work in hand.
The Petrojarl 1 project is a perfect
example of this type of cooperation and
sees DSC project managers working closely
with those of Teekay. This project signifies
a large step in DSCs development to a fullservice conversion group, not only in the
partnerships formed, but also in further
development in the project management
organization, creating a foundation for
future major offshore projects.
Systematic approach
DSC was also awarded a contract for a
major upgrade to the deep-water rigid-pipe
S-lay and heavy-lift vessel Global 1200.
Originally the scope of the work on the
Technip-owned vessel was unclear when the
vessel docked at DSR in January 2015. DSRs
project management and HSEQ organization
were faced with a significant increase
in the planned scope of work adding up
to four times the original contract value.
This called for a systematic approach. The

upgrade was split into three sections. First,
dry-docking for special periodical survey
and various maintenance repair jobs, next
the modifications to upgrade the vessels DP
capability, and finally various pipelaying
equipment upgrades for future projects.
Despite the amount of work to be completed,
the modifications to the Global 1200 were
finished by the original deadline.
Cruise control and completion

DSC applied a similar philosophy to the
cruise market as was witnessed during
the cruise ship Magellans five-week
maintenance stopover in Damen Shiprepair
Amsterdam (DSA). Cruise ship owners
sometimes need to bring with them their own
specialist subcontractors, says Nederlof.
We have a lot of experience in this type of
collaboration and are able to accommodate
the clients wishes, working with their
contractors to ensure that all work is carried
out smoothly and on schedule.
Built in 1985 for Carnival Cruise Lines,
the Magellan is part of the Global Maritime
Group and has recently joined the fleet of the
British operator Cruise & Maritime Voyages
(CMV). For two weeks the 222m vessel was
positioned in DSAs 250m dock where a
wide range of maintenance was conducted,
including removing the 16 lifeboats and
taking them ashore for servicing, plus
standard docking tasks including polishing
the propellers, surveying the tail shaft,
checking rudder clearances, and cleaning
the sea chests, anodes and chain lockers.
Timing was of the essence. With a full
cruise program in place, there was no room
for delay. Precise project management and
close cooperation between the vessels
management, shipyard and crew enabled
the project to be completed on time, clearly
showcasing Damens adaptability to the
cruise liner sector.
Certain projects also bring with
them logistical challenges from a safety
perspective. Following a 17-day dry-docking,
the cruise ship MSC Magnifica left DSR on
schedule at the end of 2014. Built in 2010, the

Magnifica is 293m long and has a capacity
of more than 2,500 passengers. The ships
800-strong crew remained on board for
the duration of the work, which required
additional safety checks to be in place as
crew members disembarked to enter the city.
The cooperation between the Magnificas
crew and DSRs personnel was flawless and
together this challenge was overcome. The
rudders were the main focus of the work,
with DSRs on-site machine shop proving
instrumental in ensuring that the rudder
renewal remained on schedule. Magnifica
was also completely cleaned and painted
and had 47 tons of steel replaced before
beginning her next cruise.
DSC has docked six cruise ships in
the Netherlands over the past year. An
upcoming project in the fall of 2015 will see
the cruise liner Norwegian Epic undergo
maintenance at Damen Shiprepair Brest
(DSB). During a planned three-week
period, work will focus on various technical
aspects as well as the refurbishing of
passenger facilities.
One step ahead

DSC strives to continue to facilitate largescale projects next to normal ship repair and
maintenance work and cooperate with new
and existing suppliers. Our business model
continues to focus on an entire package of
engineering, purchasing and construction
services, resulting in reduced time and
costs, says Nederlof. Project management
teams are being mobilized and strengthened,
and so are further strategic partnerships
with suppliers. Upcoming developments
are to take this knowledge and expertise
global, with subcontracting agreements in
piping, machining and steel construction
already established. \\

Damen Shiprepair & Conversion
AIRLESS 270
The next generation airless equipment
www.wiwa.com
Visit us at the Marine Maintenance World Expo 2015 Stand 1125
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PARTS CLEANING
Eco-friendly equipment
Clean sweep
A new, versatile eco-friendly machine-parts cleaning
range means that operators can make an appropriate
choice depending on the size and nature of the job in hand
Rien van Sliedregt , Metalas Cleaning Systems
very cleaning task is different and

calls for a specific approach. The
choice of cleaning method for a
particular machine is ultimately
determined by analysis of the components,
the process of which the treatment must
be part of and the desired result in terms
of cost-effectiveness.
But its not only technical and economic
considerations that need to be taken into
account. Implementing a solution starts with
selecting the right machine. Across a wide
range of cleaning technologies, the aqueous
cleaning of parts is one of the most proven
concepts. Automatic rotary parts washers
are an efficient and cost-effective solution
using environmentally friendly, waterdiluted solvent-free solutions. Cleaning with
a mixture of water and a cleaning agent
is becoming more widely applicable and
is economically beneficial. Another major
advantage is that these agents are much less
harmful to the environment than solvents.
Fully automatic and sealed aqueous systems
are guaranteed to have a positive impact on
your overall process, product quality and
efficiency, and allow for clean delivery of

any components that need careful handling.
Horizontal spray cleaning machines

Of the different models that are suitable for
typical maintenance and repair workshops,
the most used and proven machines are
horizontal spray cleaning machines. The
components rotate along the horizontal axis
and are surrounded by spray pipes. The
cleaning agent is sprayed onto the moving
components. Within this concept there are
two models: firstly, the top-loader model,
where the machine is loaded via a lid at the
top of the machine. This machine is used
in environments where incidental or interstage cleaning of smaller parts is required.
The treatment consists of a single process
step. And secondly, the front-loader model,
where the machine is loaded via a door at
the front of the machine. This machine is
used in environments where large and heavy
components are treated on a regular basis.
In most cases, the machine has a single
liquid tank and the treatment consists of
a single process step.
Multi-tank process machines

The multi-tank process machine is a frontloader model, but has two or more liquid
tanks. This machine is used in cases
where components must undergo multiple
subsequent treatments. For example, paint
stripping, where a component must be
rinsed with water after removing the paint.
Both process steps take place inside the
same cabinet, which is both time efficient
and economic.
Diptank systems
The diptank principal is based on the
vertical oscillation of components in a bath
filled with a cleaning liquid a process
known as agitation. The advantage of
a diptank is that the components are
completely submerged. Areas that are
difficult to reach will therefore always come
into contact with the cleaning agent. If so
desired, components can also be dipped
in and out of the liquid during the process
by varying the height of the agitation.
This draining intensifies the effect of the
cleaning. Should a multiple cleaning process
be desired, multiple baths/reservoirs may be
configured in a process line.
PARTS CLEANING
RIGHT: Metalas MMD-Solo

1650 with drop-down door
BELOW: Metalas
MDT Diptank
OPPOSITE PAGE TOP:
Metalas MDT1002C Dip-tank,
fully stainless steel and
pneumatically operated
OPPOSITE PAGE MIDDLE:
Metalas MMD-1650 Single
Tank Front Loader, fully
stainless steel
OPPOSITE PAGE, BOTTOM:
ICM-11600 Ultra Sonic Tank
Ultrasonic cleaning systems

Ultrasonic cleaning is a solution for complex
components that need to be cleaned in
hard to reach areas, or for the removal of
persistent stains such as carbon deposits.
A liquid is agitated by a transducer with an
extremely high frequency, which creates
small bubbles that subsequently implode
(cavitation). The force that is released
removes contamination from surfaces and
the cleaning can be optimized by means
of oscillation.
Corporate social responsibility

People, planet and profit are the core values
of corporate social responsibility. Aqueous
parts cleaning fits into this triad. Automatic
cleaning with machines that use water-based
cleaning agents can be a part of a companys
corporate social responsibility or CSR
policy. Aqueous spray washing machines
are specifically crafted to use water in
combination with suitable, environmentally
friendly cleaning agents (planet).
There are also specific advantages in
terms of energy efficiency (planet, profit),
increasing operating lifetime of detergents
(profit) and emission reduction (people,
planet). Aqueous parts cleaning helps to

increase the sustainability of processes.
Simply replacing a solvent-based cleaning
process with a water-based cleaning agent
system, for example, is a huge step in the
right direction.
Using automated machines with
water-based cleaning agents also has
a positive effect on working conditions
(people). Reducing physical strain and

cutting down on hazardous and noxious
vapors are clear examples. \\

Metalas Cleaning Systems
INFRARED ANALYZER
Measuring lubricant
Handheld oil lab

A new handheld spectrometer designed to measure lubricant condition
and water contamination accurately and consistently could save
shipowners and operators both time and money
Dan Walsh, Spectro Scientific
ith depressed freight rates and

over-capacity of shipping on
lucrative trade routes, most
shipping companies across
the world are now practicing slow steaming
operations. Operating the main two-stroke
engines at 40-60% of their nominal output
results in dramatically lower fuel costs but
with a high risk of cylinder cold corrosion
if lubrication is not carefully managed.
Adding to the complexity is the recent
expansion of low sulfur emission control
areas (SECA) on the most profitable trade
routes, requiring ship operators to switch
over to low-sulfur fuels in these zones. These
business and operational variations are
driving shipowners and operators to look for
technologies that can keep pace with change
and provide more insight to the engine
lubrication conditions.
Wrtsil and other engine manufacturers
stress the need for more regular piston
underside inspections and the need to
measure the residual base number (BN)
frequently to optimize cylinder feed rates
and avoid cold corrosion. The Wrtsil
Two-stroke Services Team (Winterthur,
Switzerland) recently released a new
technical bulletin, RT-161, with updated
requirements concerning cylinder
lubrication management and new guidelines
on shipboard condition monitoring in the
current operating climate.
Ship operators such as Wallem Ship
Management (Hamburg, Germany) deal
with this challenging business and its
environment and are employing new tools to
monitor the changing lubrication conditions
on board. The goal is simple find ways to
maintain and improve ship reliability, while
keeping costs under control.
Implementation of ultra-low-sulfur
fuels changed most engine manufacturers
recommendations concerning engine
performance parameters, as well as
cylinder lubrication and corrosion control
techniques, says Tomasz Placzek, technical

superintendent for Wallem. Today, operators
are more focused on daily monitoring of
drained oil piston undersides and from
stuffing boxes. Measuring base number
together with other parameters helps to
define cylinder lubrication actual feed
rate and inlet base number of the lubricant
in use.
Cylinder oil remains expensive and
applying the right amount at the right time is
the ship operators goal. In todays market,
prices of new cylinder oil can range from
US$1,300 to US$2,500 per metric ton. A ship
powered with a 12-cylinder engine may easily
consume 300 metric tons of cylinder lube oil
per annum. Over-lubrication (a conservative
approach to prevent cylinder corrosion
and scuffing) can cost ship managers and
owners more than US$100,000 per year, per
ship, in lubricant costs a number that can
be trimmed with closer BN monitoring to
calibrated feed rates.
Current challenges
Most ship operators rely on lube supplier
INSERT: The M/V Belo

Horizonte, owned by AO
Schiffahrt, uses the
FluidScan to optimize the
cost of cylinder lubrication
and control premature wear
onshore laboratories for their oil analysis

needs. The results are naturally time
delayed, so it is difficult to change cylinder
lubrication feed rates based on a data
point taken 10 or more days in the past.
Some shipowners and operators looking
for an onboard result have invested in a
manual chemical shaker kit method. These
systems are time-consuming and involve
a number of hazardous chemicals, leading
ship operators to use them sparingly, which
defeats the advantage of frequent onboard
BN measurement. Due to an average testing
time between 3 and 10 minutes, varying
accuracy, and chemical handling, ship
operators have sought a better alternative.
Whats more, the consumable costs add up
over time.
A new approach
The FluidScan infrared analyzer is a
handheld spectrometer designed to measure
lubricant condition and water contamination
accurately and consistently without the
need for solvents or hazardous materials.
It measures the oil absorbance spectrum
INFRARED ANALYZER
in the mid-IR range. Instead of using FTIR

technology, which is more widely used
in oil analysis laboratories, a diffraction
grating-based optic with detector array is
used for better portability and durability. An
innovative application-specific chemometric
calibration is applied on the raw IR spectrum
to obtain oil condition information such as
oxidation, nitration, sulfation, anti-wear
additive, total acid number (TAN), BN, water,
glycol contamination and soot. A patented
flip-top cell uses one drop of oil, takes less
than one minute, and does not require any
chemicals or solvents to clean. The analyzer
also has an onboard database with asset
information and preset alarm limits utilizing
a traffic light system so that maintenance
personnel can make immediate decisions
right after the measurement. An early marine
fleet operator of the device was the US Navy
marine logistics arm the Military Sealift
Command TAK-E (roll-on roll-off) class of
supply ships and the time savings and
improved results led them to acquire the
system across the fleet.
BELOW: The FluidScan Q1200

IR analyzer provides a quick,
accurate measurement of
lubricant condition without
the need for solvents or
hazardous materials

BELOW LEFT: Operators
drawing daily cylinder lube
oil samples from piston
underside drain
INSERT: Operator testing
for BN in the ship office.
Results are quick and easy
Practical experience
The Wallem Group is one of the worlds
largest and most experienced providers
of maritime solutions. Managing over 400
vessels, Wallem Ship Management seeks
out opportunities to trim costs on behalf
of its clients and this led the Hamburg
office fleet manager to investigate the
FluidScan technology. Wallem proposed
the use of FluidScan on the 229m (751ft)
M/V Belo Horizonte (IMO 9605645), a bulk
carrier owned by Verwaltungsgesellschaft
Alexander Oetker Schifffahrt in Hamburg.
The M/V Belo Horizonte was working the
Brazil-Shanghai trade route in 2014. Use
of Spectro FluidScan has already proven
that daily monitoring of drained cylinder oil
condition is the only remedy to optimize the
cost of cylinder lubrication without risk of
premature wear of cylinder liners and piston
rings says Placzek. We collect samples
from each cylinder on a daily basis for
analysis on board. The number of samples
that must be tested on board adds up
quickly, considering most bulk carriers have
five or six cylinder engines. In general, with
approximately 200 days at sea annually, the
bulk carrier is taking 1,000 to 1,200 analyses
of lubricant samples.
The BN of drain oil from each
engine cylinder is reported daily to the
ships technical personnel for feed-rate
optimization procedures. Maintenance staff
keep records on board of other parameters
besides the BN; FluidScans datalogging
feature makes this easy to achieve. The
TAN and water content of the oil from the
stern tube and system oil are measured
and tracked. Samples collected from

storage tanks containing fresh lubricants
are tested, as are analyzed samples
of circulation oil used for mixing with
additives. All this testing is possible because
of the versatility of the tool and the built-in
oil application libraries.
The Wallem team was impressed by
the speed of the system as well as its
repeatability. Although the time taken
up for daily analyses is an attractive
benefit of using the device, the accuracy
of measurement is the most important
benefit. Based on our observations, BN
measurements with commonly used shaker
methods provide higher results of 3-5 BN
numbers that are not sufficient for corrosion
control and premature wear of engine
components, notes Placzek. The FluidScan
produces results that are comparable with
oil analysis results received from shorebased, professional laboratories.
Onboard monitoring
The benefit of immediate results can really
influence how the crew manages potential
lubrication-related problems that lead to a
disruption of normal operations. A recent
example occurred on the Belo Horizonte.
Frequent analysis of the main engine
crankcase oil collected for adjusting the
Blending on Board (BOB) system indicated
higher water content, as well as unexpected
BN results for the system oil. A quick
onboard inspection revealed there was a
problem in a cylinder stuffing box area and
this was immediately addressed.
Ease-of-use and maintenance

The device is equipped with intuitive, clear
operation procedures that operators on
board the vessel implemented correctly to
conduct the oil analyses, without the need
for training.
Placzek was particularly impressed that
the unit can be fixed remotely in many cases.
A problem requiring a software upgrade
was rectified by technical personnel on
board the vessel; landing ashore for repair
was not required.
Summary
The shipping market is slowly recovering
from the global recession; however lowering
maintenance costs will remain a top priority
for shipowners aiming to secure long-term
profits. The reduction of cylinder lubrication
costs with increased overhaul intervals,
together with the extension of the service
life of engine components, are key targets in
every budget calculation and maintenance
plan. The FluidScan Q1200, tested on board
a Wallem-managed bulk carrier, proved to
be a reliable and accurate tool for oil
analysis, safe for the crews daily use, and
available 24/7 without the past delivery
problems nor the reagents/solvents used
for the traditional measurements/analyses
carried out on the vessel. \\

Spectro Scientific
ASK THE EXPERT
Danny Shorten
Well lubricated
With strict new regulations in place, the need for operators to
understand exactly what is meant by biodegradable is more
vital than ever when dealing with lubricants
Danny Shorten, Lloyds Register Marine
he problem with Environmentally

Acceptable Lubricants (EALs) is frankly
nothing to do with the lubricants at all.
The problem is with the societal rules
that say its okay to speak in half-truths and
use misdirection.
The owners dont want EALs because they
see no benefit for them. Oil companies see
it as an opportunity to sell niche products
at higher margins. Especially excited are the
smaller specialist firms who normally dont
get access to the major players but know they
can compete on a level playing field. But its
not at all level and not all companies are as
concerned about technical performance as
they are also busy trying to sell what they
have, rather than develop products that both
meet the regulations and are technically
robust in operation for each given application.
The world of biodegradable

The world of the EAL is actually well defined
(albeit a bit complicated to the layman),
but the term biodegradable is rather
poorly understood.
Take uranium technically speaking it is
degradable as it will in time become benign
from a radioactive perspective, but this will
take many thousands of years. On the other
hand, milk, which is altogether benign and
in everyday use, biodegrades in days and as

a result become of little use. Other materials
degrade as a result of biodegradation in ways
that can be measured. Mineral oil, for instance,
will biodegrade in the standard OECD 28day test for biodegradability by about 25%,
whereas truly useful oils will demonstrate
biodegradability in the same test by values in
excess of 85%.
Also, biodegradability in itself is not
always desirable if one emptied a drum of
readily biodegradable milk into a fish pond,
the demand for oxygen will likely result in
insufficient oxygen being present to sustain
the fish.
What the discerning shipping company
should recognize is that the EAL problem
may well be an opportunity in disguise. It may
offer a chance to reduce costs. Because fully
saturated synthetic esters (the better ones for
EAL applications) can often sustain greater
sump lives as they are more robust in regard
to oxidation, they are often better lubricants
under boundary conditions reducing wear.
They should, of course, be fully compliant with
EPA VGP requirements, which means they may
be a candidate for rationalization of grades
reducing the number of products on board.
However, a cautionary note for machinery
designers: ensure that all required features
of lubrication are met by the chosen

lubricant product. Do not recommend solely
based upon the requirement for simple
viscometric equivalence.
About the author

Danny Shorten is lead business development
specialist, maintenance management at Lloyds
Register Marine, UK. Shorten will be presenting
at the 2015 Marine Maintenance World Expo
Conference in Antwerp, Belgium.
INDEX TO ADVERTISERS
ABCON AS............................................................................................ 31
Atlantida Cleaning and Repair in Water SL.................................. 43
Clever Marine Services Ltd.............................................................. 49
CorDEX Instruments Ltd..................................... Inside Front Cover
Damen Shipyards Group................................................................... 55
DEN-JET Marine Pte Ltd.................................................................... 31
DNV GL Group....................................................................................... 3
Electric & Hybrid Marine World Expo 2016................................. 82
Harsonic ultrasound devices........................................................... 15
Helmut Fischer GmbH Institut fur
Elektronik und Messtechnik.........................Outside Back Cover
MMTI Online Reader Inquiry Service............................... 65, 77, 81

Marine Maintenance World Expo 2015.......................21, 23, 24, 72
Martechnic GmbH............................................................................... 49
Metalas Cleaning Systems BV......................................................... 55
Rustibus NV......................................................................................... 65
SCHENCK RoTec GmbH.................................................................... 37
SDT International sa-nv..................................................................... 37
SKF Marine Industry Service Centre................Inside Back Cover
Spectro Scientific................................................................................ 43
TSC Inspection Systems...................................................................... 9
WIWA Wilhelm Wagner GmbH & Co KG........................................ 81
ShaftDesigner
shaft alignment and
vibration calculation software
Detect and prevent alignment problems and harmful

vibrations in any propulsion design
3D modelling and shaft alignment calculations

Whirling/lateral, axial and torsional vibrations
Ice impact transient torsional vibration feature
Following IACS standards and class rules
www.shaftdesigner.com | shaftdesigner@skf.com
The Power of Knowledge Engineering

SKF is a registered trademark of the SKF Group. | SKF Group 2015
Protective Coatings Measurement in Harsh Environments

Quick, handy, standard-compliant:
measurements in demanding conditions
One source for quick and easy measurement of Surface Profile, Coating Thickness
and Holiday Detection. The process of applying and maintaining protective
coatings on pipelines, ships, bridges, off-shore equipment, wind turbines, shipping
containers, cranes, steel structures and other assemblies can be monitored and
accurately measured to international standards with the robust and versatile FISCHER
Visualisation of defined
measurement locations
range of handheld instruments.

Precise coating thickness measurement in accordance with IMO-PSPC,
SSPC-PA2 and many other requirements
A wide range of probes to meat even the most demanding tasks: coarse
Testing of protective
coatings on bridges
Surface profile measurement of abrasive blasted clean surfaces

Easy data transfer and individual report generation with intuitive
Applying paint requires

controlled conditions
FISCHER DataCenter Software

Safe, high voltage holiday detection of protective coatings according to NACE,
ASTM and other standards
www.helmut-fischer.com
Coating Thickness
surfaces or coatings up to 100 mm
Material Analysis
Microhardness
Marine Maintenance_Korrosionsschutz_215x275_Image_GB_2015.indd 1
Material Testing
08.06.15 12:10

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T HE OFFICIA L P UB L I C AT I O N O F M AR I NE M A I N TE N A N CE WO R LD E XPO | SE PT 2 9 OCT 1, 2 0 15, AN T WERP, BELGI UM

M A R I NE M A I NT E NA NC E T EC HNOLOGY INT E R NAT IONAL

UKIP Media & Events Ltd

Caterpillar Marine reveals

Patented, United Kingdom patent

Built-in RFID tag reader

ATEX & IECEx Certified

FOR MORE INFORMATION ON

ATEX and IECEx Certified

04 Underwater repair and

With several autonomous robot

10 Interview: Caterpillar Marine

Additive manufacturing could

How is the Industrial Rope

32 The UK Royal Navy

Does RFA Diligence hold the key

The one-stop shop for refueling

Offering customers cost-effective

A versatile eco-friendly cleaning

Take a look at some of the

A new maintenance concept for

Chris Walters, chief executive

User-friendly and reliable

A new handheld spectrometer

88 Ask the expert

Ensure that your cruise vessels

74 Hull integrity management

With strict new regulations in

when dealing with

REGISTER ONLINE TO RECEIVE THE NEXT ISSUE FREE!

MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | SEPTEMBER 2015 01

T HE OFFICIA L PU BLICAT ION OF M A R I N E M A I N T EN A N C E WOR L D E X P O | S EP 2 9 OCT 1, 20 15, AN T W ERP, B ELGIUM

M A RINE M A INT ENA NC E T EC H NOLOGY INT ERNAT IONA L

S EPT EMB ER 201 5

Being held in Antwerp

02 MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | SEPTEMBER 2015

UKIP Media & Events Ltd

Caterpillar Marine reveals

The IRATA talks

Editor: Bunny Richards

PROVE THAT YOUR

Smarter hull integrity management with ShipManagerTM

Proof to external parties that proper management systems

Our maritime software for shipping is used by 300 shipping companies on

Sign up for a demonstration:

SAFER, SMARTER, GREENER

obots have been sent into space and

Laboratory (CERLAB) at Carnegie Mellon

04 MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | SEPTEMBER 2015

BELOW: SIRs innovative

In the next 10 years, we will see more research and

MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | SEPTEMBER 2015 05

Current methods of cleaning might only be

project that has recently been completed

RIGHT: The SIR

The Ship Inspection Robot, SIR, is also

06 MARINE MAINTENANCE TECHNOLOGY INTERNATIONAL | SEPTEMBER 2015

tubular profiles. When considering a move

RIGHT AND BELOW: The Ship

walking and snaking robot

Biofouling can also add additional stress to

a variety of industrial settings,

including mechanical and electrical