Regulations

Rolls-Royce has signed a Memorandum of Understanding (MOU) with the Ministry for Economic Affairs, Labour and Energy Brandenburg (MWAE) and the Federal Ministry for Economic Affairs and Energy (BMWi) to advance the research and development of hybrid-electric propulsion systems for the next generation of aviation in Brandenburg.   The partners agreed on the establishment of development, testing and production facilities, creating an industrial eco-system for hybrid-electric aviation propulsion systems in Dahlewitz and the Lusatia region that’s globally unique. The project will be supported by funding from the Structural Strengthening Act, the federal government's aeronautics research programme and other state funds. Operating facility to expand research Within the new programme Rolls-Royce Deutschland opens an operating facility in Cottbus and plans to expand its research and development capabilities in Dahlewitz. The company is leading the way on one of the world’s most comprehensive hybrid-electric aerospace development and integration programmes for a wide range of applications, including technologies for small gas turbines. Investment Rolls-Royce Deutschland aims to make significant investments for the development project in Brandenburg With a horizon until 2027 and accompanied by positive funding decisions, Rolls-Royce Deutschland aims to make significant investments for the development project in Brandenburg, securing about 50 highly skilled jobs in the region already in 2021. The corresponding work will be split between the Dahlewitz site and the new facility, which will be based at the Center for Hybrid Electric Systems Cottbus (CHESCO) of Brandenburg University of Technology Cottbus-Senftenberg. The technical management of the projects will be in Dahlewitz, while a high proportion of work for the development project will be carried out in Cottbus with support from Dahlewitz and from our world class electrical design teams based in Bavaria. Net zero by 2050 Rob Watson, Director Rolls-Royce Electrical, said, “The race to net zero in aviation is both vitally important and one of the most extreme technological challenges there is. The long term and increasing support of the German Government for aerospace technology is a crucial enabler for Rolls-Royce to meet our commitments to sustainable power and net zero by 2050." "Building on the advanced capabilities of our electrical team in Bavaria, the establishment of development, testing and production facilities in Dahlewitz and the Lusatia region will enable Rolls-Royce to deliver hybrid-electric propulsion systems for the next generation of aviation.” Industrial ecosystem Dr. Joerg Au, Engineering Director Rolls-Royce Deutschland, said, "We are looking forward to working with other partners to build a globally unique industrial ecosystem for low-emission, hybrid-electric aviation propulsion systems here in Brandenburg. The work done by our team in Germany will enable a new class of quieter and cleaner air transport and our Dahlewitz site - one of the centres for the further development of hybrid propulsion systems in our company - will thus be further strengthened." Expand R&D of hybrid-electric systems Rolls‑Royce wants to expand the research and development of hybrid-electric systems in Brandenburg "Rolls-Royce is not only one of the most important players in the aviation industry, but the company also sets the pace for the transformation process of the industry. It makes us proud that Rolls‑Royce wants to expand the research and development of hybrid-electric systems for the next generation of aviation here in Brandenburg. This is once again an impressive commitment to Brandenburg as a business location," explained Hendrik Fischer, State Secretary in the Ministry of Economic Affairs, Labour and Energy of Brandenburg, at the signing of the memorandum of understanding. Fischer continued, "I am particularly pleased that Rolls-Royce, in addition to expanding its research & development capacities in Dahlewitz, also opens a presence in Cottbus and work closely with partners from the region. This is an important contribution to the structural development in Lusatia. At the same time, Rolls-Royce's commitment will help Brandenburg to further raise its profile as an important region for the mobility of the future. The state government is therefore happy to support the company with all the means at its disposal." Technology of the future Thomas Jarzombek, Federal Government Coordinator of German Aerospace Policy, on the occasion of the signing said, "I am delighted that research and development for the aviation of the future is being expanded here in Lusatia. Hybrid-electric propulsion systems are the technology of the future for environmentally friendly aviation and the Federal Government has provided significant support for this settlement." "In a joint effort by industry, the DLR and the Fraunhofer-Gesellschaft, a supra-regional research cluster is being created in Cottbus, which will take the developed technical principles of hybrid-electric flight and apply them consistently. This benefits not only Lusatia, but Germany as a whole as an aviation location.” Adding news partners Rolls-Royce Deutschland will involve existing and new partners from the Lusatia region to a large extent in the work for the development project and continue the ongoing search for industrial partners. The Brandenburg University of Technology Cottbus-Senftenberg (BTU), the German Aerospace Centre (DLR) and Fraunhofer-Gesellschaft are scientific partners of the project. Electrification of flight is an important part of Rolls-Royce’s sustainability strategy and supports the aim to contribute to a net zero carbon future by 2050. The Rolls-Royce Electrical teams in the UK, Germany, Hungary, Norway, Singapore and the US are working on several projects to develop sustainable, efficient and quieter technology for aviation, marine, land and industrial applications.

MAN Energy Solutions has announced that its portfolio of two-stroke, dual-fuel engines have accumulated more than two million operating hours in total, running on LNG, methanol, ethane and LPG. The news comes on the back of the 470 engines the company has received orders for – with over 185 already in service – and all running on the aforementioned alternative fuels.   Bjarne Foldager, Senior Vice President and Head of Low-Speed, MAN Energy Solutions, said, “This significant milestone owes everything to us providing the solutions demanded by the market and stands as a testament to our leadership in this vital, marine segment. Our strategy offers a clear path to decarbonisation and it is evident that the increasing adoption of dual-fuel technology has become an irreversible trend.” Dual-fuel journey MAN Energy Solutions’ dual-fuel journey began in 2011 with a full-scale test of a ME-GI (-Gas Injection) engine at its Research Centre Copenhagen, followed by the first delivery in 2014. The first engine tests of the ME-LGI (-Liquid Gas Injection) platform began in 2015, followed by the first sea trial for the ME-LGIM (methanol) engine in 2016. Development of an ethane (ME-LGIE) unit followed in 2016 with sea trials already in 2017. Currently, 12 ME-LGIP (propane) vessels are in service, while a MAN-B&W ammonia-fueled engine is due to enter the market by 2024. Reliable and mature technology The seamless switching between fuels ensures that the engines can easily adapt to fuels Peter Quaade, Head of Dual Fuel Engine Group – Two-Stroke Operations – MAN Energy Solutions, said, “New technologies bring design and service-related challenges, which – in the case of our dual-fuel portfolio – we have carefully identified and resolved throughout the last decade." "As a result, this is reliable, mature technology that has achieved exceptionally high running times of more than 95% on alternative fuels, pointing to the high reliability of dual-fuel operation. Furthermore, their seamless switching between fuels, elimination of fuel-slip, and use of the Diesel combustion principle ensure that these engines can easily adapt to run on whatever fuels the industry may prefer in the future.” Irreversible trend In respect to decarbonisation, MAN Energy Solutions notes recent reports of European politicians intending to recruit banks to help combat climate change by steering capital away from polluters. Under this scenario, banks would have to inform the ECB (European Central Bank) how their portfolios might evolve in the long-term with the ECB already has made clear that it will gradually start to treat climate as it would any other risk. Similarly, the Global Maritime Forum is currently drafting an equivalent of its Poseidon Principles scheme for marine insurers based on a system measuring alignment with IMO decarbonisation targets. This would focus on the safe and sustainable use of new marine fuels and feature a lifecycle assessment approach to greenhouse gas emissions.

BAE Systems, Inc. will continue providing lifecycle sustainment, integration, and engineering services to support U.S. aircraft carriers after being selected for a five-year, $68.5 million indefinite-delivery, indefinite-quantity contract.   Under the Air Traffic Control and Landing Systems (ATC&LS) Engineering Products & Technical Services (EPTS) contract awarded earlier this year, BAE Systems will leverage decades of program history to develop, produce, equip, test, evaluate, sustain, and update the AN/SPN-46(V) Automatic Carrier Landing System. Safety of critical landing systems “With this win, BAE Systems retains a key air traffic control contract that we have held since 1973 to provide industry-leading systems integration capabilities and solutions that ensure the safety of critical carrier-based landing systems,” said Lisa Hand, Vice President and General Manager of BAE Systems’ Integrated Defense Solutions business. Improved reliability BAE Systems’ technicians deploy around the world to support the warfighter. The company’s employees utilise established and proven methods as well as their systems engineering and software development expertise to sustain these critical landing systems.   The company’s work results in improved hardware reliability, system precision, minimal downtime through onsite and remote technical assistance, and a certified landing system.

Danfoss is looking forward to the possibility of meeting people live at Europort 2021, November 2-5th in Ahoy Rotterdam. The sustainability in the marine industry is at full speed. Not least because legislators, but also customers, are urging to sail cleaner and more efficiently. Danfoss supports the sector with its well-known sensors and by providing its standard frequency converters with new software to perform all facets of electrical energy conversion. By applying specific software the user can use the same drive as a so-called DC-DC converter to charge and discharge batteries and to convert a varying battery voltage into a stable DC voltage or vice versa. VACON® NXP Grid Converter The Danfoss VACON® NXP Grid Converter, recently awarded with the exclusive Solar Impulse Efficient Solution Label, provides an alternative source of power for ships in port, which plays a key role in reducing fuel consumption, improving efficiency, and thus reaching emission targets (carbon, nitrogen, and sulfur). By sourcing electrical power from the on-shore electricity grid via a set of cables, ships no longer have to rely on their auxiliary diesel engines to generate electrical power for communications, lighting, and other onboard equipment. Application Development Centre VACON NXP DCGuard™ enables fast disconnection and full selectivity between DC grids for all VACON NXP drives The Application Development Centre in Gorinchem offers expert support and state-of-the-art test facilities for your business. Danfoss has a high power test bench for testing the panel up to one MW as well as an application test bench for testing and verification of a complete drive system. Danfoss is committed to creating a sustainable, competitive future for the marine industry. Danfoss VACON NXP DCGuard™ enables fast disconnection and full selectivity between DC grids for all VACON NXP drives. Utilising DC grids rather than AC grids enables power distribution with lower power losses. Danfoss VACON DCGuard protects the surrounding equipment, ensuring uninterrupted operation. Pressure and temperature sensors Danfoss pressure and temperature sensors enable vital monitoring and control around the ship. It sees the engine as the heart of a ship and the components are the pulse. A pulse that is vital for monitoring and controlling pressure and temperature around the ship – all to ensure a smooth operation. Danfoss offers a wide range of innovative and reliable components, which make the equipment, run smarter, faster, and more efficiently. The new products include a DST P40M titanium pressure transmitter for seawater as well as the new DST P30M Smart sensor with digital possibilities.

This acquisition strengthens A.P. Moller - Maersk’s e-commerce Logistics products suite in line with its strategic business transformation. "With B2C Europe, we are closing the circle around our e-commerce logistics expansion. Our logistics product line-up growth continues to support our long-term plans to help customers sell through any sales channel, deliver in any way, and manage their supply chains seamlessly." "This year, by adding Visible SCM, HUUB and now B2C Europe´s capabilities we set out the foundation to upscale our platform and e-commerce skills globally, building product returns cycle´s defining B2C supply chain success," said Vincent Clerc, Executive Vice President and CEO of Ocean & Logistics, A.P. Moller – Maersk. Offering Europe-wide last-mile rates B2C provides table expertise and skills to enable Maersk´s customers to take full control of their supply chains The acquisition of B2C Europe will enable Maersk to offer Europe-wide last-mile rates to customers in Europe, North America and China through one simplified interface. B2C Europe will bring an asset-light delivery product that uses technical integrations to collect parcels at its customers warehouses and inject them into all important European carrier networks. "We look very much forward to the journey ahead. We put on the table expertise and skills which will enable Maersk´s customers to take full control and drive flexibility into their B2C supply chains," said José Vega Vázquez, B2C Europe´s CEO. Company's contribution The company’s offering consists of labelling services, pick-ups, sorting parcels, linehaul and injection into the last mile delivery network of 100+ connected carriers across Europe, including full returns logistics mainly covering 35 European countries. B2C Europe is operationally present in four key European e-commerce countries (Netherlands, France, United Kingdom, and Spain), and has offices in China. Transaction value The value of the transaction is USD 86m post IFRS 16 which corresponds to an EV/EBITDA of 11x reflecting the strong growth outlook and synergies. Based on the 2021-forecast the revenue is estimated to be around USD 140m and with a post- IFRS 16 EBITDA of around USD 8m reflecting a margin of 5.7pct. In the course of 2021, Maersk has expanded its e-commerce footprint with the acquisition of the US-based logistics company Visible MSC in mid-August and five weeks after the acquisition of the Portuguese cloud-based logistics start-up, HUUB.

Rolls-Royce's new mtu engines, new mtu ship automation system, and new mtu Go! tool for remote service has well and truly future-proofed the high-speed catamaran Avemar Dos run by Spanish operator Balearia. Four new-generation mtu 20V1163 M84 units replaced the previous 1163 units, taking the vessel to a new level of ecological soundness. Fuel consumption – and with it CO2 emissions – are 8% lower than with the previous propulsion system. Furthermore, the new Series 1163 units deliver the same power output, but with a 33% reduction in nitrogen oxide emissions, thereby meeting the requirements of the IMO Tier II emissions standard.  mtu ship automation The ferry's automation system has also been renewed: the mtu ship automation not only controls and monitors engines and gearboxes but numerous other crucial ship systems such as fuel tanks and on-board generator sets. That means that the crew can benefit from an all-round view of the ferry. The new ship automation system brings not only new software but new screens and computers with interfaces to other systems on board. The digital platform mtu Go! puts the finishing touch to the ferry's all-around update, allowing the customer to remotely access the vessel's operating data at any time, monitor its condition and predictively plan maintenance. Trusted partner Besides the Avemar Dos, the Ramon Lull high-speed ferry was recently re-powered using mtu engines Pablo Vivancos, Sales General Manager at Rolls-Royce Solutions Iberica, said, “The Avemar Dos is now the fourth Balearia ferry to be powered by mtu. Several of these ferries are supported by mtu Value Care maintenance agreements, individually tailored to suit each vessel.  We're very proud to be Balearia's trusted partner.”  About Avemar Dos The Avemar Dos catamaran was built in 1996 by the Austal shipyard in Australia. It went into service in 1997 and following several changes of the owner was taken over by ferry operator Balearia in 2008. It originally served the Strait of Gibraltar route between Algeciras and Ceuta. Now the new repowered ferry plies between the mainland port of Denia and the Balearic islands of Ibiza and Majorca. The 82-m ferry can accommodate 855 passengers and 174 vehicles. mtu propulsion Besides the Avemar Dos, the Ramon Lull high-speed ferry was recently re-powered using mtu engines  – in this case, Series 4000 units. Other high-speed ferries, like Nixe and HSC Formentera Direct, have used mtu propulsion ever since going into service.

Backlogged ports, a shortage of shipping containers and not enough workers are among the factors contributing to supply chain disruptions that have led to shortages of various goods and are likely to impact availability of merchandise, during the upcoming holiday season. Demand is growing rapidly as the impacts of the COVID-19 global pandemic have diminished. However, lingering consequences of the pandemic are continuing to impact the container shipping market. With each element in the system tightly intertwined, any changes tend to ripple with additional repercussions. Slow circulatory movement of containers A direct upshot of the COVID-19 pandemic was to slow the circulatory movement of containers globally. To increase productivity and save time, some vessels began making their return journeys empty, in effect leaving more empty containers at the delivery destination and fewer at the source of shipments. The varied timing of the pandemic in Asia and the West compounded the problem At one point, Asian containers could not be sent back to Asia, because of COVID-19 restrictions in place. The varied timing of the pandemic in Asia and the West compounded the problem. With empty containers stacking up in the West and a shortage in the East, slower circulation of containers and higher demand have led to sharp increases in costs. Millions of TEU dry container units added A lack of new equipment is not the problem. Last year, the industry added about 2.8 million twenty-foot equivalent (TEU) units of dry containers, in line with the 10-year average. Congestion at ports has been going on for months and still continues. Recently, in the San Pedro Bay region, near the Port of Long Beach, in California, there were 144 ships, including 85 ships that were waiting to unload. In Savannah, Georgia, more than 20 container ships were waiting to dock. Ports in the US states of New Jersey, New York and Texas have also seen record backlogs. Majority of influential global ports face backlogs According to one report, 77% of the most influential ports in the world reported above-average wait times this year. The turn-around time for a container in ports has nearly doubled in 2021, in comparison to 2019. A worker shortage at the ports is aggravating the problem and container ships now carry about 30% more goods, which require more labour to unload. Ports are also doing the additional work with fewer people. There is also reduced labour productivity at warehouses and marine terminals. Investment in workforce training to counter bottlenecks Some port bosses expect the bottlenecks to last through the summer of 2022. To address the problem, some ports are investing in workforce training and scheduling night-time appointments to pick up goods. Although a lot of attention is focused on the ports, they are just one element in the troubled supply chain. Even if the ports could increase their capacity, downstream processes would also have to increase their labour force, to accommodate the higher volume. Difficult to absorb impact of global supply chain disruptions In the best of times, the global supply chain operates like a well-oiled machine In the best of times, the global supply chain operates like a well-oiled machine, despite its complexity and the inter-relatedness of various stakeholders. However, the sheer size of the system makes it difficult to absorb the impact of any disruptions. Turning the system around takes time, and a burgeoning global demand for goods, in the aftermath of a global pandemic, makes recovery even more difficult. The Biden Administration in the U.S. has established a Supply Chain Disruptions Task Force, to monitor and address short-term supply issues. This task force is convening meetings of stakeholders in industries with urgent supply-chain problems, such as construction and semiconductors, to identify the immediate bottlenecks, as well as potential solutions. Role of global supply chain more critical now There have been supply chain disruption and staff shortages in several countries, including the United Kingdom (UK), Germany and New Zealand, according to business surveys. As the economy recovered and demand increased, businesses have not yet been able to bring inventories fully back to pre-pandemic levels, causing inventory-to-sales ratios to fall. The role of the global supply chain has never been more critical.

The Mayflower departed from Plymouth, United Kingdom, this June with the intent of retracing the route of its famous historical namesake. The difference is that, in the case of the modern Mayflower, there was nobody on board the vessel, which operates autonomously. The vessel is able to assess the current environment, identify and avoid hazards, and maintain situational awareness using the ship’s edge computing technology. The Mayflower Autonomous Ship (MAS400) is a project of the marine research non-profit ProMare, incorporating IBM automation software. It uses artificial intelligence (AI) and solar energy, providing a platform to enable deeper understanding of issues such as climate change, ocean plastic pollution, and conserving marine mammals. Complex computer technologies The initial voyage of the Mayflower Autonomous Ship came to an end three days later when a mechanical problem developed with the ship’s generator. Over the course of the journey, MAS400 cruised at an average speed of 7 knots and covered 450 nautical miles in a west-southwest direction, according to ProMare. Plans are for MAS400 to return to the water and resume tests and long-range trials within weeks Ironically, it was a hardware component that ended the trip and not directly related to the complex computer technologies that enable the vessel to operate autonomously. Plans are for MAS400 to return to the water and resume tests and long-range trials within weeks. The innovation that drives the MAS400 project is also enabling a worldwide trend toward autonomous shipping technologies, which are poised to revolutionize the trade sector by increasing sustainability and minimizing vessel collision. Remotely controlled ships When discussing automation in the maritime sector, it is useful to consider the various degrees of autonomy. In addition to the traditional ‘manned’ approach, an automated ship might run pre-programmed software to analyse conditions. Alternatively, a fully autonomous ship can analyse data to calculate the consequences and risks and make independent decisions. The transition from manned to fully autonomous is likely to occur in degrees in the coming years. At the first stage, ships may be equipped with automated processes and support for human decision-making. More automation helps to reduce mental workload for the crews and increase their productivity. At the next level, remotely controlled ships may be deployed with crews on board. The crews could ensure safety of entering and departing a port, with the ocean passage more automated. Collision avoidance methods The crews may be eliminated, and the ships operated completely by remote control Alternately, the crews may be eliminated, and the ships operated completely by remote control. The final stage is fully autonomous ships, which include the ability to determine actions and make decisions independently. Advantages of autonomous shipping include less possibility for human error, lower crew costs, safer treatment of aquatic life, and better fuel efficiency. Current collision avoidance methods do not adequately compensate for human error, which would not be a problem with broader adoption of autonomous ships. On-board computer systems can deploy AI and machine learning to collect and crunch data on position, speed and route to more accurately address the risk of collision. Collision avoidance systems have been developed by companies such as Orca AI and Fujitsu Laboratories. Monitoring fleet movements The degree of autonomy will vary based on the types of trade and trading patterns Implementing the technology will require a large capital investment, both in the ships themselves and in onshore operations centres to monitor fleet movements. With no crew at all on board, maintenance issues of moving parts will be a challenge on long voyages. Desirability of autonomy varies by the application. For example, a small inland and coastal craft might be more easily automated than a large trans-Atlantic container ship. How soon will autonomous ships be the norm? It is likely to be within the next several years. For example, the Yara Birkeland is an inland electric container ship that is likely to be fully autonomous by 2022. Broadly speaking, the degree of autonomy will vary based on the types of trade and trading patterns. Looking long-term, there is a need for an in-depth cost and benefit analysis of the technology, which will pave the way for broader adoption.

The cruise ship industry has cracked the code on keeping passengers and crew safe from the coronavirus (COVID-19) spread, including changes to on-board HVAC systems, to use more outside air and to filter out particles as small as the novel coronavirus. The industry, which voluntarily suspended worldwide operations at the beginning of the COVID-19 pandemic, under the guidance of international and national health authorities, plans to resume worldwide operations fully later in 2021. Health protocols to mitigate COVID-19 risk The cruise ship industry resumed sailing in parts of Europe, Asia and South Pacific in July 2020 The cruise ship industry resumed sailing in parts of Europe, Asia and South Pacific in July 2020 and completed more than 200 sailings by the end of 2020. The success of these early sailings demonstrated the effectiveness of new protocols to mitigate risk of COVID-19 among passengers, crews and at destinations. The industry will resume operation in the United States, Canada, Mexico, the Caribbean and elsewhere in 2021. Cruise operators, such as Royal Caribbean, have implemented new HVAC systems as part of the protocols. Royal Caribbean's HVAC system for 100% filtered air Royal Caribbean says its HVAC system now continuously supplies 100% fresh and filtered air from outdoors to all indoor spaces. There is a total air change up to 12 times an hour in staterooms and about 15 changes per hour in large public spaces. Fan coil units provide an extra layer of protection in local spaces, such as public venues and staterooms, continuously scrubbing the air of pathogens and using MERV 13 filters to capture aerosols between 1.0 and 3.0 microns with 90% efficacy. Bio-aerosol assessment study Royal Caribbean participated in a bio-aerosol assessment of its ‘Oasis of the Seas’ ship by the University of Nebraska Medical Center. The study involved releasing billions of 1-micron aerosol-sized microspheres, each containing a uniquely DNA-barcoded inert virus surrogate, at pre-selected spaces throughout the ship. The test was intended to determine the efficiency and effectiveness of the vessel’s indoor air management strategies and to understand spread of aerosols through the HVAC system.  Low risk of cross-contamination of air Testing results led to minimal changes, such as ensuring air exchanges are close to hospital standards and using MERV 13 filters Over a week aboard the Oasis of the Seas, scientists released billions of the individually tagged microspheres and then tracked where they went and how long they lingered in the air, and on surfaces. Testing results led to minimal changes, such as ensuring air exchanges are close to hospital standards and using MERV 13 filters. The study confirmed that cross-contamination of air between adjacent public spaces is extremely low and undetectable in most test cases. Royal Caribbean’s Healthy Sail Center determined seven important elements the cruise line can do to manage indoor air and keep it clean. These elements include: Enhanced filtration to the highest level possible Optimise airflow patterns Use negative pressurisation in isolation rooms Minimise unfiltered, re-circulated air Increase number of air changes per hour Use portable HEPA filters in congregate areas Maximise outdoor functions and physical distancing return to operation of cruise ships At the start of the COVID-19 pandemic, between March 1 and July 10, 2020, the Centers for Disease Control and Prevention (CDC) discovered nearly 3,000 cases of COVID -19 or suspected COVID-19 infections and 34 deaths across 123 cruise ships. In October 2020, the CDC lifted its no-sail order, laying out guidelines for big-ship cruising to resume operations in U.S. waters. The Cruise Lines International Association (CIA), which represents 95% of the cruise ship industry, has said its members will return when the time is right and that timing will be based on factors, including input from scientists and medical experts. Cruise companies also have new technologies available to them now. For example, the Italian company, Integra provides an air sanitizer that uses an odorless disinfectant to combat airborne illnesses. It can be installed in 15 minutes.

Danfoss Editron, part of Danfoss, has been chosen by Damen Shipyards to provide the electric drivetrain system, powering the shipyard’s newest Fast Crew Supply (FCS) vessel. Known as the FCS 7011, the vessel will represent a leap forward, in terms of speed, comfort and efficiency of FCS vessels. The FCS 7011 vessel, which recently completed sea trials in Turkey, will be used by the offshore energy market, for the high-speed transit of personnel and light cargo, to and from offshore locations. FCS 7011 vessel The FCS 7011 vessel is expected to become the first crew boat, which is capable of competing with helicopters, to transfer crew and materials, with minimum loss of time and increased comfort, and safety. The vessel’s first operational testing will take place, later in 2021, in the North Sea, as proof of principle, marking the first step towards global commercialisation. The team expects commercial testing to begin in the first quarter of 2022. Designed by Damen Shipyards, the 74 m, slender vessel will be able to carry 122 passengers, at speeds of up to 40 knots, servicing large platforms, which are located up to 150 nautical miles offshore. Comfort-enhancing features include a gyroscope, minimised rolling and a dedicated Ampelmann gangway that provides safe access to platforms, in a broad weather window. Hybrid-electric marine system Danfoss Editron’s hybrid-electric marine system comprises DC distribution boards Danfoss Editron’s hybrid-electric marine system comprises DC distribution boards, which run at a nominal voltage of 700 VDC, four shaft generators and an EDITRON load and control system. To further enhance passengers’ safety and comfort, and lower fuel consumption, the FCS vessel will be propelled by four main engines which, through a gearbox, will drive the Hamilton HT9000 water jets and the Danfoss’ Editron shaft generators. This vessel’s solution will increase propulsion efficiency while reducing vibrations and noise levels. When operating in a dynamic positioning, the system can optimise the power needed while performing load requests. It can also detect the amount of charge left in the electric system, so the amount of fuel used is kept to a minimum. EDITRON load and control system Erno Tenhunen, Marine Director at Danfoss Editron, said “Our compact and lightweight hybrid-electric technology is perfectly optimised for FCS vessels, which need to transport a high number of personnel and cargo, in a limited space. We’re delighted to see shipyards turning to hybrid-electric solutions, for vessels covering large distances. Our EDITRON system guarantees the highest efficiency, adding value to hybrid operations, by reducing costs and fuel consumption.” David Stibbe, Director of Business Development and Market Intelligence at Damen Shipyards, stated “We’re entering a new era of offshore personnel transportation, with an increased demand for safer vessels, with greater cost-efficiency. We were impressed by Danfoss Editron’s credentials, as well as its high-performance, light-weight electrical systems, two important benefits that enable our vessel to travel at high speeds. We’re looking forward to the first operational testing of the vessel, beginning in the North Sea, later this year.”

Mitsubishi Shipbuilding Co., Ltd., a part of Mitsubishi Heavy Industries (MHI) Group based in Yokohama, held a christening and launch ceremony on October 8th, for the second of two large ferries being built for Japan Railway Construction, Transport and Technology Agency (JRTT) and Meimon Taiyo Ferry Co., Ltd. The ceremony took place at the Enoura Plant at MHI’s Shimonoseki Shipyard & Machinery Works in Yamaguchi Prefecture. The handover is scheduled for March 2022 following the completion of interior work and sea trial. Maintenance of transport facilities The new vessel will replace the FERRY FUKUOKA II, in operation since 2002, and enter service from March 2022 on a regular route between Osaka and Shinmoji in Kitakyushu. The new vessel, built by Mitsubishi Shipbuilding and operated by Meimon Taiyo Ferry, is jointly owned by Meimon Taiyo Ferry and JRTT, an Incorporated Administrative Agency to support the provision and maintenance of transport facilities and other infrastructure based on Japan’s transport policy. Named FERRY FUKUOKA, the new ship is 195m long, 27.8m wide, and 20.3m deep, with gross tonnage of approximately 15,400. The largest ship ever operated by Meimon Taiyo Ferry, the vessel has passenger capacity for 675 persons, and vehicle capacity for approximately 162 12-meter trucks and 140 passenger cars. The interior design concept is 'sparkle of a bayside city,' evoking a modern waterfront. Providing improved service The propulsion plant utilises a hybrid-type azimuth propulsion assist method The broad public space taking advantage of the vessel’s large size, along with a spacious restaurant, bath, and lounge with sweeping views, allow for cruising in comfort. The space can also be efficiently utilised to provide improved service, such as converting vehicle storage space into a passenger deck and eliminating Japanese style passenger cabins to create cabins with beds. The propulsion plant utilises a hybrid-type azimuth propulsion assist method, which combined with an air lubrication system achieves considerable energy efficiency (approximately 35% reduction in fuel consumption for carrying a large truck compared to existing vessels), and improved ship steering capabilities. In addition, along with lower CO2 emissions realised from energy efficiency, the adoption of hybrid-type scrubber curbs atmospheric emissions of sulfur oxide (SOx), providing for environment-friendly operation. Contributing to reliable transport Currently, shipping in Japan is undergoing a modal shift to marine transport from the standpoint of reducing CO2 emissions in land transport, a shortage of long-haul drivers, and working style reforms. Accordingly, demand is rising for ferries and RORO ships, and larger vessels. Going forward, Mitsubishi Shipbuilding will continue to construct ferries and passenger/cargo ships that offer superlative fuel efficiency and environmental performance and contribute to reliable transport, in order to help resolve various issues together with its business partners, vitalise marine transport, and contribute to environmental protection.

Edge sensor technology developed by HENSOLDT will strengthen Frontex maritime surveillance in the Mediterranean Sea and contribute to the protection of Europe’s strategic south-eastern border. In the frame of a technology pilot programme, HENSOLDT’s ARGOS-II HD Electro-Optical Infrared (EOIR) system will be deployed on two tethered aerostats and deliver extensive security surveillance. Frontex maritime surveillance project The project is operated by Frontex, the European Border and Coast Guard Agency, which has the mandate to safeguard the external borders of the European Union and ensure the freedom, and territorial integrity of member states. Andreas Huelle, Head of HENSOLDT’s Optronics Division, said “This innovative technology offers Frontex the ability to monitor a very strategic maritime coastline and collect critical data. This is a capability that has been identified as a strategic priority by both the EU and the United Nations.” ARGOS-II HD electro-optical infra-red system The ARGOS-II HD EOIR system forms part of an integrated turnkey solution The ARGOS-II HD EOIR system forms part of an integrated turnkey solution, which consists of advanced sensors that are fitted on two aerostats, provided by CNIM Air Space, tethered on Greek islands in the Aegean Sea. Located at altitudes of several hundred metres above the host islands, the ARGOS-II HD electro-optical infra-red system covers a range of up to 40 kilometres and can detect both large and small vessels, and monitor activities with exceptional clarity and detail. High performance Maritime Surveillance sensor The ARGOS-II HD electro-optical infra-red system is in operation 24/7, day and night, even in inclement weather conditions. The continuous zoom thermal imaging camera records the images and transmits video, and data in real-time, to base stations on the ground. “Argos II is one of the best EOIR sensors in the market today and will provide Frontex with accurate, real-time information on activities in the maritime environment and enable it to analyse situations and initiate respective counter measures,” said Mischa Niedinger, Director of Airborne Systems - Sales at HENSOLDT. Fitted on fixed-wing aircraft, helicopters, UAVs and aerostats The ARGOS-II HD system can be fitted onto fixed-wing aircraft, helicopters, unmanned aerial vehicles (UAVs) and aerostats. It is used extensively in border protection, search and rescue operations, maritime patrols, law enforcement and asset protection. The system is already widely used in the security and surveillance environments, including by the German Federal Police where it is deployed in anti-smuggling, illegal trafficking, and border security operations.

Goltens completed a retrofit of a mechanical Woodward 3161 Governor with the latest state-of-the-art electro-mechanical Woodward UG25+ P3 Governor on 2 Wärtsilä 9L20 engines. The new Governor has the same fit and provides the same functionality but with additional features to improve performance. The vessel is equipped with two variable speed Wartsila 9L20 propulsion engines each driving a propeller and fire pump. Each engine is equipped with a mechanical 3161 governor with pneumatic speed setting, shutdown solenoid and start fuel limiter solenoid. Redundant power supplies The engine speed is controlled via a combinator with different operating modes for propulsion and fire pump. The combinator electrical output delivers a mA speed reference to a current to pneumatic converter connected to the 3161 governor. The 3161 governors with pneumatic speed settings are old, unreliable and reaching the end of life thus driving higher repair and spares costs. Fuel system response to engine speed or load changes is suboptimal as well as creating black smoke during the transients. In addition to the 3161, the current to pneumatic converter is also eliminated by using the UG25+P3 electronic governor. The combinator mA speed setting output and shutdown signal input are now directly connected to the UG25+P3 along with redundant power supplies. New junction boxes Port side engine was the first to be retrofitted and the system was tested in all operating modes The start fuel limiter is now managed within the governor software. Goltens Dubai team completed the retrofit, removing the old governor, installing the UG25+P3 with new linkage to the fuel rack, including cable laying and mounting new junction boxes. Port side engine was the first to be retrofitted and the system was tested in all operating modes during sea trials. The UG25+P3 was tuned using the service tool, in which settings for start ramps, fuel limiters, jump rates and PID were optimised to improve performance. The starboard side engine was then converted and the same parameters from the Port side engine were simply downloaded to its UG25+P3. Speed setting changes The overall performance of the vessel was noticeably improved in all areas as mentioned above. The smoke during startup and transients was significantly reduced with very smooth and stable speed control, responding quickly to any load or speed setting changes. The owner now enjoys reduced maintenance cost, better reliability and the knowledge of positively contributing to the environment. The UG25+P3 will be supported by Woodward for many years to come and is already the less expensive option. It is recommended therefore to consider this retrofit as part of the fleet maintenance schedules.

Goltens Singapore was contracted by a well known LNG Ship owner to execute 3D scanning, design engineering, material supply & installation supervision on one of their vessels. The BWTS installation comprises of one of the world’s largest Ballast Water Treatment System to be installed onboard vessel to comply with IMO regulations. 3D laser scanning Detailed scope of work: 3D scanning & vessel survey. Basic and Detail engineering. Class approvals. Procurement & Prefabrication. Supply of Material to Shipyard (Big Bore piping, Small Bore piping, Site run Piping & fittings, Valves & Cable Drums). Installation supervision. Upon contract agreement, Goltens Singapore performed 3D laser scanning with a team of proficient engineers onboard the vessel. Upon completion, the 3D scans were registered and Goltens Singapore embarked on the design engineering works with 3D modelling software. Goltens Singapore worked rigorously to develop the Engineering Design and upon approval from vessel representatives & class the prefabrication & procurement of materials & equipment respectively was begun. Conducting numerous inspections The installation was carried out by Sembawang Shipyard Contractors for a duration of 20 days From the outset, the primary constraint of the project was the limited size of area surrounding the ballast pumps as the Maker’s (TechCross) equipment were both large in size and quantity. Despite these constraints, the engineering team scrutinised the designs repeatedly to ensure that the design was able to optimise the space management. During the prefabrication phase, Goltens Singapore Team conducted numerous inspections to ensure that the quality & integrity of prefabricated pipes were up to satisfactory standards. Upon completion of pre-fabrication, Non- Destructive Testing was carried out by qualified Goltens personnel and witnessed by Vessel representatives. The installation was carried out by Sembawang Shipyard Contractors for a duration of 20 days & was completed successfully. Power distribution equipment The installation phase was carried out in 5 different stages simultaneously. Stage 1: Remove the existing pipes to install the tie in spools, lift out the existing pipes (demolition) and install the newly fabricated big bore (600A) pipes. Stage 2: Fabricate & install the foundation supports for the equipment (electro chamber unit, power distribution equipment, auto neutralisation unit & TRO sensor unit) Stage 3: Lifting the equipment safely into the lowest deck of the Engine Room and securing the equipment. Stage 4: Completion of electrical works including: cable pulling, cable termination at main switchboards, power distribution equipment and equipment onsite. Stage 5: Installation of the small-bore piping between the equipment and big bore spools. Over the entire installation phase, Goltens Singapore guided the shipyard contractors meticulously to ensure there were no delays to the project schedule and that it was completed on time. Over the entire installation phase, Goltens Singapore guided the shipyard contractors meticulously to ensure there were no delays to the project schedule and that it was completed on time.

A recently built general cargo vessel experienced a bearing failure on its intermediate propeller shaft bearing. Goltens was contacted to perform an inspection on the bearing shell and pedestal and to propose a solution. Upon inspection it was determined that the entire housing would require repair, due to extensive damage on the bearings, sealing areas, and housing mating surfaces. Further, an inspection of the shaft showed areas of high hardness but no signs of cracks. Goltens proposed that the bearing housings be sent to its workshop for repair and that the intermediate shaft be machined 1.00 to 1.5mm to remove the hardness and clean the running surface. Custom bearing shells Goltens received the bearing housing in the workshop and set to work repairing it Goltens was awarded the repair of the bearing housing, but the owner awarded the shaft repair to Goltens’ competitor as Goltens’ specialists would not be available for a few days due to other ongoing jobs. Goltens received the bearing housing in the workshop and set to work repairing it. The heat from the failure had caused the lower housing to collapse 0.8 to 1.0mm and the labyrinth seal cast into the housing was badly damaged. Goltens set to work machining the mating surfaces to restore flatness, along with machining out the forward and aft labyrinth seals. Final machining would be delayed until the finish diameter of the shaft and custom bearing shells was known. Needed machining repairs Goltens had proposed to complete the machining in 5-7 days on-site. After multiple weeks and failed attendances, the company initially selected to do the repair gave up on machining the shaft. Ship owner contacted Goltens, and within the same day, Goltens readied the custom tools and deployed machinists to undo the damage and complete the needed machining repairs. Upon inspection, Goltens found multiple scoring marks from the failed machining Upon inspection, Goltens found multiple scoring marks from the failed machining, as well as taper that ran 350mm along the shaft length with high ovality. Radius grooves were machined at the edge of the shaft for alignment of the in-situ machines and Goltens proceeded to remove 0.30mm from the shaft to correct ovality and taper. Once ovality was removed, a deep radial groove caused by the other company, remained on the shaft surface. This required Goltens to machine an additional 0.30mm prior to final honing and polishing the shaft surface. Final scraping adjustments Goltens finished the machining in seven days with a final diameter of 367.30mm. A custom bearing was machined to a +.55mm inside diameter, with cast iron labyrinth seal inserts fabricated and locked into the housing set to an inside diameter of 370.00mm. Goltens then transferred the repaired pedestal bearing to the vessel and rigged it into place and aligned the bearing. A successful jack up test was then performed on the shaft with 6.3 tons before reaming the fitting bolt holes and installing the fitting bolts in place. Goltens then poured the Chockfast foundation and waited for the compound to cure before tightening the foundation bolts. Final scraping adjustments were made to ensure the right clearance before a final jack up test was completed. The bearing was then reassembled and tested at low RPM with satisfactory oil flow.