2021-7-8-pdf

Magazine for maritime professionals | Volume 142, July-August 2021 | www.swzmaritime.nl 7/8
Safe
recycling
Sharing best
practices
Veteran dredger
recycled at a
Dutch yard
Rijndelta
Responsible
SHIP RECYCLING
Recycled in Italy
Costa
Concordia

IN THIS EDITION
Antoon Oosting
Editor-in-Chief
swz.rotterdam@knvts.nl
Contents
SWZ MARITIME • JULY-AUGUST 2021
A realistic focus
on ship recycling
In addition to the current discussion on reducing CO2 emissions,
perhaps the most controversial issue in the shipping industry is
that of scrapping ships. The discussion has been dragging on
for decades with parties with shipping interests on one side and
NGOs and politicians on the other. On May 5, the European
Shipowners’ Association (ECSA) organised a webinar on ship
recycling that once again turned into a discussion between
deaf parties who absolutely do not want to listen to each other
as they do not want to understand each other’s interests.
The approach of the European Union to force European
shipowners to have their ships dismantled at facilities approved
by Europe (34 European, eight Turkish and one American yard)
seems to have little effect because dismantling is simply much
more expensive in Europe than on the Indian subcontinent. European
shipowners are thus caught between legislators and the
competition, which makes much more money from scrapping
ships on the beaches of India, Pakistan, or Bangladesh.
Meanwhile, in shipbuilding and shipping circles, the need remains
great to fi nd solutions for a socially responsible, environmentally
friendly and commercially viable way of scrapping.
SWZ|Maritime tries to contribute to this quest with this July/August
edition, which consists almost entirely of a special on the
various aspects of ship recycling. The coordination was done
by Martijn van Wijngaarden, a trained shipbuilder and longtime
maritime consultant. He supervised the demolition of one of the
largest Dutch vessels ever, the crane ship Hermod, at a shipyard
in China. In addition, he advised demolition yards in Alang
on the possibilities of improving their business activities.
He arranged articles on a multitude of aspects: the different
methods of recycling, the market players, the stakeholders, the
legal aspects and stories from the fi eld. Next to the Hermod, the
story of the demolition of the unfortunate cruise ship Costa Concordia
and that of a Dutch dredger are told. And articles on how
scrapping ships can be better organised and that contribute to
a realistic approach to the problem of how to scrap ships in a
socially and environmentally acceptable way. And don’t stop
reading when fi nishing the magazine, as there will be much
more to be found on our website, for example an article on recycling
the Dutch dredger Amstel, www.swzmaritime.nl/
news/2021/08/19/how-boskalis-had-one-of-its-dredgers-scrapped-
in-mexico. For readers convenience, active hyperlinks are
made available in the electronic version of this magazine.
Depending on fl ag state and ship
location, a shipowner can select a
recycling yard and method. Preparing
and supervising the recycling
process follows good industry
practice. Multiple solutions are
available to owners for responsible
ship recycling.
Dutch offshore crane vessel Hermod
was retired by Heerema after
a long and distinguished career at
sea. Carrier Vanguard transported
this giant crane unit to a Chinese
yard where dismantling was carried
out under the owner’s supervision.
Hermod gone to China
A Dutch choice
Infamous Italian cruise ship Costa
Concordia was salvaged at Giglio
and towed to the port of Genoa. The
parbuckling sponsons remained
fi rmly attached to keep the wreck
afl oat. Hull and sponsons were recycled
in Genoa dock to European
standards.
Cover: Crane vessel Hermod positioned above carrier Vanguard, on its last voyage
from Rotterdam for recycling in China (courtesy Heerema Marine Contractors).
Costa Concordia recycled
22
16
28
4 Maritime monthly
10 Dutch news
11 The ship recycling sector
18 Ship recycling and the law
32 No end-of-life for superyachts
36 Marine composites will need recycling too
38 IHM maintenance: Light into the dark
42 The ship recycled: Good riddance… or not?
45 Ship recycling resources
46 Mars Report
48 In memoriam: Jan Holtrop
49 Verenigingsnieuws KNVTS
52 Nieuwe uitgaven
3
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SWZ MARITIME • JULY-AUGUST 2021
MARITIME MONTHLY
NEW ORDERS
Riveer
Following a European tender, Holland Shipyards
in Hardinxveld-Giessendam will build
two fully electrically powered ferries for
Riveer. The contract includes the delivery and
installation of shore power facilities and the
modification of the jetties. The municipalities
of Gorinchem and Altena are working together
in Riveer. The project costs € 9.3 million and
although this amount was higher than the initially
budgeted € 5 million, the municipalities
agree that transition to electric sailing is an
investment in sustainability and innovation
that will pay for itself. Electric sailing should
yield an annual operational advantage of €
187,000 over sailing on gas oil, while emissions
of CO2 and nitrogen are reduced by 1000
tonnes and 10 tonnes respectively. The municipalities
decided the ferry services that are
currently operated by the diesel-powered
Gorinchem VI (1995 – 193 passengers), VIII
(2000 – 250 passengers), X (2009 – 80 passengers)
and XI (2012 – 100 passengers) needed
to be continued. Riveer offers an excellent
network of passenger transport (with bicycles)
by water, thus contributing to the sustainable
accessibility of the region. Every
year, between 300,000 and 400,000 passengers
are transported, mainly commuters,
schoolchildren and recreational users. If
everything goes according to plan, the ferries
will sail between Gorinchem, Woudrichem,
Sleeuwijk, Werkendam and Hardinxveld-Giessendam,
Slot Loevestein and Fort Vuren from
1 January 2023.
Nimr
Havforskningsinstituttet, Bergen, the Norwegian
Institute of Marine Research, similar to
the Dutch Koninklijk Nederlands Instituut voor
Onderzoek der Zee (NIOZ), has contracted
Holland Shipyards Group for building and delivery
of the new coastal survey vessel Nimr
(yard number HS2020-0486, imo 9941477). The
research vessel, designed by LMG Marin AS,
will be used for data collection, fish stock
sampling and monitoring the sea areas in
Norway’s coastal zones. The 496-GT vessel
will perform core activities such as diving,
use of a remotely operated vehicle (ROV) and
deployment and retrieval of buoys, landers,
power rigs, gliders, an autonomous underwater
vehicle (AUV) and a towable camera, and
is equipped with two laboratories and a fishery
acoustics centre.
The dimensions are: Loa (pp) x B x D = 35.00
(32.20) x 10.00 x 4.60 metres. The propulsion
will consist of an IMO Tier III-certified main
engine with an output of 749 kW on a controllable
pitch propeller with a diameter of 2100
mm in a nozzle for a speed of 10 knots. The
tunnel bow thruster has an output of 250 kW
and the tunnel stern thruster of 150 kW. The
installation is prepared for emission-free
propulsion in the future. The vessel will be
equipped with one diesel generator of 350 kW
and two of 110 kW. The Nimr is expected to
enter into service by the end of 2022.
Two cement carriers
Royal Bodewes was contracted for two more
ice class 1A cement carriers for Eureka Shipping
(SMT). It is a follow-up order to the three
carriers built in 2019 for the same owner, the
Aalborg White, Kongsdal and Norden. Construction
of the first and third carrier was subcontracted
to SaS (Ship and Steelbuilding
BV), Hoogezand.
The details of the cement carriers are: 2627
GT, 4252 DWT – Loa x B x H (dg) = 89.98 (84.98)
x 12.50 x 8.60 (6.00) metres. The propulsion
system consists of an ABC main engine, type
6DZC (256 x 310), 1802 hp or 1326 kW at 1320
rpm, single propeller in a nozzle for a speed of
14.5 knots. The bunker capacity is 154.17 m3.
The hold capacity is 3865 m3 or 136,500 cft.
The cement carriers are equipped with a mechanical
loading and pneumatic Lovik unloading
installation, which can load up to 1000
tonnes per hour or unload approximately 250
tonnes.
Two MultiCats 3013
Damen Shipyards has concluded a licence
agreement with Conrad Shipyard LLC, Morgan
City, Louisiana, to build two MultiCats 3013 for
Great Lakes Dredge & Dock Company LLC,
Houston. The workboats will be the first
Riveer ordered two fully electrically powered ferries.
The new coastal survey vessel Nimr for
Havforskningsinstituttet, Bergen.
Royal Bodewes was contracted by Eureka Shipping
(SMT) for two cement carriers identical to the Aalborg
Cement.
5
SWZ MARITIME • JULY-AUGUST 2021
MARITIME MONTHLY
Damen MultiCats to be built in the USA, in
such a way as to be fully compliant with the
Jones Act. The versatile MultiCat is the ideal
platform for dredging support operations in
accordance with the US Coast Guard and US
Army Corps of Engineers stability requirements.
With its large winches and deck
cranes, it can perform a wide range of tasks
including handling submerged and floating
pipelines as well as anchor handling and
logistics supply. Large tank capacities ensure
the MultiCats can also supply dredgers with
the required replenishments.
The details of the MultiCat 3013 are: 345 GT
– Loa (pp) x B x D (d) = 30.30 (27.42) x 13.42 x
3.80 (2.60) metres. The propulsion system consists
of three Caterpillar main engines, type
C32 TTA Acert (145 x 162), with a total output
of 3045 hp or 2238 kW at 1800 rpm via three
gear reduction units, type WAF 562L (5.947:1),
on three fixed pitch Promarin propellers with
a diameter of 1700 mm in Optima nozzles for a
bollard pull of 38 tonnes and a speed of 10.5
knots. The hydraulically driven bow thruster
has a diameter of 1060 mm and an output of
400 hp or 294 kW. The bunker capacity is 170
m3. Accommodation will be provided for eleven
people. The work deck will have a surface
area of 170 m2 with a maximum permissible
load of 12.5 tonnes/m2 and space for seven
20-ft and three 10-ft containers. The MultiCat
will be equipped with two hydraulic Heila
cranes, type HLRM 340/45, each with a lifting
capacity of 12.3 tonnes at 20.6 metres or 55
tonnes at 5.71 metres. Great Lakes Dredge &
Dock Corporation is the largest provider of
dredging services in the United States. In addition,
with its over 130-year history, the company
has a long track record of performing
significant international projects. Great Lakes
owns and operates the largest and most diverse
fleet in the US dredging industry, including
over 200 specialised vessels.
LAUNCHINGS
LST 1314
At Albwardy Damen Shipyard, Sharjah, UAE,
the new Landing Ship Tank NNS LST 1314
(yard number 610118-420, imo 4738057) for the
Nigerian Navy (NN) was launched on June 7.
The bid opening process for the procurement
of the type LST 100 was held on 19 December
2017 and on 13 June 2019, the contract was
signed with Damen Naval Shipbuilding. The
keel laying ceremony was held on 9 December
2019 at the Albwardy Damen Shipyard in
Sharjah. The LST 100 is designed for the
transportation of troops, military hardware,
vehicles in the conduct of maritime security
operations launched from sea as well as supply
of relief material during a period of national
emergency. Furthermore, the vessel will
serve as a critical component of naval power
projection for enhanced maritime security in
the Gulf of Guinea and beyond. If the vessel is
to be used for humanitarian missions/evacuation,
it can accommodate over 450 persons on
its upper and lower decks in short trips.
The details of the LST 1314 are: 3936 GT, 1300
DWT – Loa (pp) x B x D (d) 100.00 (91.50) x
16.00 x 7.75 (2.70 – 3.80) metres. Propulsion is
provided by two Caterpillar main engines,
type 3516 C (170 x 190), and four Caterpillar
diesel generators, type C 18 (145 x 183), on
two controllable pitch propellers in nozzles,
for a maximum speed of 16 knots. The range
at 15 knots will be 4000 miles and its endurance
is fifteen days. Accommodation is provided
for eighteen crew and additional 27
troops. The capacity of the ro/ro-space is 540
m2, of the cargo deck 420 m2, of the supply
stores 185 m2 and for ammunition 30 m2. The
ship is equipped with a bow door, a bow ramp
for up to 70 tonnes, an internal ramp for up to
30 tonnes and a stern ramp for up to 70
tonnes. The flight deck is suitable for one medium
size helicopter and the LST provides
space for two landing craft in Davits and an
ammunition elevator. The cargo crane has a
safe working load (SWL) of 25 tonnes and the
provisions crane of 1.5 tonnes. When commissioned,
the LST 1314 will replace two existing
LSTs of the Nigerian Navy, the NNS Ambe and
NNS Ofiom, which are to be decommissioned.
Rosfjord and Lafjord
At Flushing Maritime & Offshore, Sloehaven-
Vlissingen, the first of two zero-emission ferries
for Boreal Asset AS, Hammerfest, the
Rosfjord (yard number HS2019-0678, imo
9913274), was launched by the floating sheerlegs
Matador 3 on 25 June. Construction of
the second ferry, the Lafjord (yard number
HS2019-0677, imo 9913262), is still in progress
at Hardinxveld. Boreal Transport, Flekkefjord,
contracted Holland Shipyards BV, Hardinxveld,
to build and deliver the two fully electric
double-ended shuttle ferries on 18 June 2020.
Construction of both ferries started on 1 September.
Delivery is planned in autumn 2021.
Wärtsilä Ship Design prepared the design
concept for optimisation of energy consumption.
Wärtsilä will also supply the thruster motors
(640 kW), batteries, onboard and shorebased
battery charging equipment, the
back-up generators, and various electrical
systems.
Conrad Shipyard LLC will build two MultiCats 3013. The details of the Rosfjord are: 393 GT – L x B
Name Imo Yard number Delivery
Aalborg White 9851751 708 29-May-2019
Kongsdal 9851763 709 5-Aug-2019
Norden 9851775 710 15-Nov-2019
9943932 711 2022
9944089 712 2022
Royal Bodewes cement carriers.
The NNS LST 1314 has been launched at Sharjah.
6
SWZ MARITIME • JULY-AUGUST 2021
MARITIME MONTHLY
= 50.00 x 14.70 metres and a capacity for 35
cars and 149 passengers. The 200-GT Lafjord
has as dimensions: L x B = 29.80 x 10.20 metres
and a capacity for ten cars and 99 passengers.
Both ferries have a crew of three.
After delivery, the fully battery operated ferries
will serve the Launes – Kvellandstrand
v.v. and Abelnes – Andabeløy v.v. routes in the
Agder province, Norway. In between trips,
shore power will be used to rapidly charge
the ferries’ batteries, allowing day-round operations
on electric power. For emergency
cases, back-up Scania DI 16090M generators
will be installed, which are capable of running
on bio-diesel.
DELIVERIES
Scot Isles
At Eemshaven, Royal Bodewes delivered the
ice class 1A Trader 4800 Scot Isles (yard number
751, imo 9728758) to Scotline Ltd., Rochester,
on 15 July. The Scot Isles had been
launched on 4 June and on 13 July it was
towed from the yard in Hoogezand to Delfzijl
for the first trials on the Ems. The second trial
was executed from Eemshaven the following
day. Shortly after the hand over, the Scot Isles
departed from Eemshaven for its maiden voyage
to Varberg to load forest products for
Rochester. The Scot Isles is the fourth Trader
4800 Royal Bodewes has built for Scotline Ltd.
The details of the Trader 4800 are: 3457 GT,
2201 NT, 5150 DWT – Loa (pp) x B x D (d) =
89.98 (84.87) x 15.20 x 6.60 (5.68) metres. The
propulsion is diesel-electric and consists of a
MaK main engine, type 6M25C (255 x 400),
1850 kW or 2515 hp via a Renk reduction box
on a controllable pitch propeller in a nozzle
for a speed of 12 knots. The Scot Isles is
equipped with a battery pack that can also be
charged with shore power, thus partially
avoiding the use of generators. The hold has
the dimensions L x B x H = 61.50 x 12.65 x 9.00
metres and a capacity of 235,000 cft or 6654
m3. The tank top has a maximum permissible
load of 15 tonnes/m2 and the tween deck 1.5
tonnes/m2. The container capacity is 215 TEU
of which 85 TEU on deck. The bow thruster
has a capacity of 300 kW. The vessel can accommodate
nine persons.
Arklow Artist
The Arklow Artist was shifted from Shipyard
Ferus Smit, Westerbroek, to Delfzijl on 8 June
for sea trials on the Ems river. The Arklow
Artist was taken over by Arklow Shipping
ULC, Arklow, at Eemshaven on 24 June. The
Arklow Artist had been launched on 30 April
as the sixth and last ice class 1A bulker of
type FS 8500-1A.
However, shortly after the Arklow Artist commenced
the second trial on 9 June, engine
room problems arose and the vessel had to
be anchored on the Ems. Later, the Arklow
Artist was towed back to Eemshaven for repairs,
which took two weeks. On 22 June,
another successful trial took place, after
which the Arklow Artist could be handed
over in Eemshaven on 24 June. Three days
later, the ship departed from Eemshaven for
Antwerp to load broken rice for Liverpool.
The details of the ships built under class of
Bureau Veritas are: 5078 GT, 2704 NT, 8543
DWT – Loa (pp) x B x D (d) = 120.45 (116.89) x
14.99 x 9.70 (7.19) metres. The MaK main engine,
type 6M25C (255 x 400), has an output of
2000 kW or 2717 hp at 750 rpm via a Jake
The fully battery operated ferry Rosfjord for Boreal Asset
AS, Hammerfest.
The Scot Isles is the fourth ice class 1A Trader 4800 for Scotline Ltd. (photo F.J. Olinga).
The Arklow Artist is the last ice class 1A bulker of type FS 8500-1A in a series of six (photo F.J. Olinga).

7
SWZ MARITIME • JULY-AUGUST 2021
MARITIME MONTHLY
gearbox on a controllable pitch Berg propeller
in a nozzle for a speed of 12 knots. The bunker
capacity is 271.1 m3. The A-series has two
holds (4035 + 5867 m3, total 9902 m3 or 350,000
cft) with an adjustable tween deck. The maximum
permissible load on the tank top is 20
tonnes/m2, on the Coops Nieborg hatches 1.75
tonnes/m2.
Hussein Tantawy
Royal IHC officially handed over the non-propelled
cutter suction dredger Hussein Tantawy
(yard number 1300, imo 9869368, originally
named 26th of July) to the Suez Canal Authority
(SCA) on 16 June. The Hussein Tantawy had
been launched at Krimpen aan den IJssel on
23 October 2020. After the identical Mohab
Mameesh (yard number 1299, imo 9869356), it
is the second heavy-duty rock cutter suction
dredger (CSD) for SCA, Ismaila. Commissioning
tests were carried out on the Dutch coastline
and in the Alexiahaven, Maasvlakte 2,
from 26 May till 2 June. Both CSDs were built
under class of Lloyd’s Register of Shipping
and each have a total installed power of
29,190 kW and a maximum dredging depth of
35 metres. The dredgers have been equipped
with one submerged and two inboard dredge
pumps. The installed cutter power is 4800 kW.
The details of the new CSDs are: 7438 GT, 2416
DWT – Loa (pp) x B x D (d) = 147.40 (123.90) x
23.00 x 8.00 (5.50) metres. Accommodation is
provided for over seventy people. The Mohab
Mameesh and Hussein Tantawy will primarily
be deployed to maintain and improve the artificial
sea-level area that connects the Mediterranean
and Red Sea. As the vessels were
designed in close cooperation with SCA, they
have the capacity to work effectively in the
harsh conditions of the region. On 11 July, the
Hussein Tantawy was towed to the Calandkanaal
in Rotterdam Europort by six tugs to be
loaded onto the semi-submersible heavy-lift
carrier Tai An Kou (2002 – 15,840 GT) that departed
three days later to Port Said, where it
is expected to arrive on 26 July.
Sandøy
Holland Shipyards BV, Hardinxveld-Giessendam,
handed over the fully electric ferry
Sandøy (yard number H2019-0002, imo
9894923) to Brevik Fergselskap IKS, Brevik, on
1 July. The Electric Road Ferry (ERF) 4212 was
ordered mid August 2019 and subsequently
the keel was laid on 12 February 2020. The hull
was launched on 20 November. Trials were
held on the Merwede between 29 April and 2
June. In tow of the mt En Avant 9, the Sandøy
departed from Hardinxveld to Norway. Via
Esbjerg, the transport arrived at Brevik on 22
June.
The details of the Bureau Veritas classed
Sandøy are: 498 GT, 149 NT – Loa (pp) x B (d) =
43.25 (40.32) x 10.80 (2.15) metres. The Sandøy
is completely emission-free and entirely powered
by an LMC (lithium manganese cobalt)
battery bank, supplied by Corvus Energy,
Nesttun, with an installed capacity of 2 x 650
kWh in separated rooms. The complete electrical
installation was manufactured by
Ramme Electric Machines GmbH, Osterwieck,
and coupled to two electric L-drive Schottel
azimuth thrusters (2 x 375 kW) for a speed of
Name Imo Yard number Launched Delivered
Arklow Abbey 9851933 437 18-Jul-2019 30-Sep-2019
Arklow Accord 9851945 438 22-Nov-2019 10-Jan-2020
Arklow Ace 9851957 439 6-Mar-2020 9-Jun-2020
Arklow Archer 9851969 440 12-Jun-2020 14-Jul-2020
Arklow Arrow 9851971 441 18-Dec-2020 5-Feb-2021
Arklow Artist 9851983 442 29-Apr-2021 24-Jun-2021
The ice class 1A bulkers of type FS 8500-1A built by Ferus Smit.
Loading of the CSD Hussein Tantawy assisted by the tugs Beagle, VB Schelde, Texelbank, Thamesbank, SD Stingray and Walvis (photo A. Neighbourfield).
8
SWZ MARITIME • JULY-AUGUST 2021
MARITIME MONTHLY
10.5 knots at 1350 rpm in both directions. The
Sandøy is charged by means of a 600-kW
shore charging facility, mostly during the
night. The ferry departs fully loaded in the
morning and charges its batteries only twice
during the day for about thirty minutes. The
Sandøy can therefore sail electrically all day.
On board, a Volvo Penta diesel generator, type
D16MG, with an output of 450 kW at 1500 rpm,
has been installed for emergencies. The bunker
capacity is 5.42 m3.
Med Castor
At Stellendam, the Med Castor (yard number
513315, imo 9890147) was handed over to
MedTug Antwerp NV on 8 June. The ASD Tug
2813 had been launched on 19 June 2020 at
Damen Song Cam Shipyard JSC, Haiphong,
and arrived in Rotterdam on 12 November on
board of the Svenja (2010 – 15,026 GT) of SAL
Heavy Lift GmbH. Six days after discharging,
the ASD 2813 was towed to Damen Maaskant
for completion as Orlando Onorato for Moby
SpA, Livorno. However, during fitting out, the
tug was transferred to MedTug, a tug operator
set up by MSC. On 12 June, the Med Castor
left for Antwerp where on 14 June, the first
assistance was rendered to the 8084-TEU
container ship Conti Cortesia (2005 – 90,449
GT).
The technical details of the Bureau Veritas
classed ASD 2813 are: 381 GT, 114 NT – Loa
(pp) x B x D (d) = 27.63 (24.14) x 12.93 x 5.20
(3.95) metres. Two Caterpillar main engines,
type 3516C TA HD/D (170 x 215), IMO Tier III
compliant, have a total power of 5050 kW or
6862 hp at 1800 rpm on two RR azimuth thrusters,
type US 255 P30/P35 FP, with a diameter
of 3000 mm for a speed of 13.4 knots and a
bollard pull of 84.8 tonnes. The bunker capacity
is 101.55 m3.
The Mediterranean Shipping Company (MSC)
is developing new harbour towage activities
in ports where the container line already has
terminal investments: Goia Tauro and Rotterdam
Europort. MedTug Rotterdam BV already
charters two ASD 2810 tugs from Damen Trading
& Chartering BV, Gorinchem: the Med
Regulus (ex-Adventure) and Med Polaris
(ex-Experience).
Maas & Mersey
Along the Van Oord head office jetty in Rotterdam,
the naming ceremonies were held on 30
June for two DP 2 hybrid water injection vessels,
the Maas (yard number 215, imo 9904948)
and Mersey (yard number 216, imo 9904950).
The vessels were named by Karin Schinagl,
wife of managing director Netherlands Ronald
Schinagl and Karien van Oord. The water injection
dredgers (WIDs) were ordered with
Scheepswerf Gebr. Kooiman, Zwijndrecht, in
February 2019, while the construction of the
hulls was subcontracted to the Serbian Shipyard
Bomex 4M doo, Zrenjanin. The Maas had
already been delivered on 23 April. The Mersey
was launched on 24 November 2020 and
trials were executed from Zwijndrecht between
15 and 18 June.
The details of the Bureau Veritas classed
WIDs are: 482 GT, 144 NT – Loa (pp) x B x D (d)
= 43.07 (35.79) x 9.70 x 3.40 (2.10) metres. Propulsion
is diesel-electric, consisting of two
Caterpillar main engines, type C32 Acert (145
x 162), with an output of 1066 kW or 1448 hp,
at 1800 rpm, which is coupled to a hybrid energy
management system whereby electricity
is generated by heat recovery and stored in
batteries. This reduces CO2 and NOX emissions
and meets IMO Tier III requirements for
reducing NOX emissions according to EU
Stage V legislation. Both vessels are
equipped with two azimuth thrusters for a
speed of 10 knots and a bow thruster in a tunnel,
making the vessels easy to manoeuvre in
confined spaces. With a minimum dredging
depth of 1.80 metres, the vessels are perfectly
suitable for maintenance dredging in shallow
harbours. At the same time, they can dredge
up to 24 metres water depth. The new vessels
are versatile and have water injection dredging,
mass flowing and power jetting systems.
Water injection dredging is an efficient and
environmentally friendly way of maintaining
the depth of navigation channels, ports, marinas
and rivers. The suction pipe is heave
Holland Shipyards has delivered the fully electric ferry Sandøy to Brevik Fergselskap IKS, Brevik.
The ASD Tug 2813 Med Castor (photo R. Zegwaard).
The DP 2 hybrid water injection vessel Mersey (photo A.
Boer).
9
SWZ MARITIME • JULY-AUGUST 2021
MARITIME MONTHLY
compensated. The bunker capacity is 102 m3.
Accommodation is provided for six persons.
Muria
Barkmeijer Shipyards has recently delivered
the third push boat type KP-1250 in a series of
three, the Muria (yard number 354), to Chemgas
Shipping BV, Rotterdam. At Stroobos,
Thecla Bodewes festively christened the Muria
in the presence of Gunther Jaegers and
Jacques Naaborgh of Chemgas. The Maderas
(yard number 349) and Merapi (yard number
350) had already been delivered in February
and April respectively. The three shallow
draught push boats were ordered by Chemgas
for Chemgas Barging SarL, Luxembourg.
The technical details of the KP-1250 are: 278
GT – Loa (pp) x B x D = 29.50 (28.20) x 11.40 x
2.76 metres. The energy is generated by three
Caterpillar diesel generators, type C 18 (145 x
183), total output 3 x 359 kW installed on board
of the push boat and one Caterpillar diesel
generator, type C18, 1 x 359 kW, installed on
board of the LPG barge. Via a power management
system, an optimal distribution and low
fuel consumption can be achieved. The three
pusher tugs are equipped with the Eprop system,
a frequency controlled diesel-electric
drive that matches the power to the usage
profile of the pusher combination. The system
was developed by the shipyard in close cooperation
with D&A Electric. The Eprop control
system consists of a frequency converter,
electric motor, gearbox and a tailor-made propeller,
resulting in an effective propulsion
force that is no longer dependent on the combination
of a static propeller and diesel engine,
but is optimised by a dynamic control
system that regulates the speed of the propeller
on the basis of variables such as load factor,
water level and sailing route. The pushers
are also equipped with two electric propellers,
2 x 625 kW, and one bow thruster of 160
kW. The LPG barge (105.00 x 11.40 metres)
also has one bow thruster with an output of
160 kW. In future, the diesel generators can
be replaced by battery banks or fuel cells. The
air draught of the KP-1250 is 5.0 metres and
the shallow draught is 1.20 metres. The KP-
1250 was designed by Ankerbeer Engineering
in Kolham in close cooperation with TB Shipyards.
The three pushers and push barges are
deployed in the Rotterdam – Vlissingen – Antwerp
area and on the Rhine up to Basel.
Progress & Neptune
CVBA Pilot and Boatmen Brabo, Antwerp,
commissioned two new cleaning vessels on
14 June, two Damen built MultiCats: Progress
(yard number 518524, imo 9930363) and Neptune
(yard number 517512). The Progress, a
MultiCat (MC) 1908, undertook trials from 9 to
11 June and the Neptune, an MC 1506, from 7
to 9 June.
The details of the MC 1908 are: Loa x B x D (d)
= 19.05 x 8.06 x 2.75 (2.10) metres. Propulsion
is provided by two Caterpillar main engines,
type C 18 TA/B (145 x 138), with a total output
of 894 kW or 1200 hp at 1800 rpm via two Reintjes
gear boxes WAF 264L (4.5 : 1) on two
Kaplan II fixed pitch propellers in Optima nozzles
with a diameter of 1350 mm for a bollard
pull of 13.7 tonnes and a speed of 9.2 knots.
The bunker capacity is 7.5 m3. The hydraulic
Heila deck crane, type HLRM 80-2S, has a lifting
capacity of 6.7 tonnes at 10.07 metres. The
bow roller has a diameter of 900 mm, a width
of 2500 mm and an SWL of 30 tonnes.
The details of the MC 1506 are: Loa x B x D (d)
= 15.50 x 6.06 x 2.25 (1.50) metres, propulsion
by two Volvo main engines, type D9 MH/1 (120
x 138), with a total output of 442 kW or 601 hp
at 1800 rpm via two Twin Disc gear boxes MG
5091 DC (3.82 : 1) on two fixed pitch propellers
with a diameter of 1050 mm in nozzles for a
bollard pull of 7.4 tonnes and a speed of 8.6
knots. The bunker capacitity is 7.4 m3. The hydraulic
Heila deck crane, type HLM 20-2S, has
a lifting capacity of 2.2 tonnes at 8.6 metres.
Gerrit de Boer
Has been a maritime writer for over fifty
years and is one of SWZ|Maritime’s
editors, gerritjdeboer@kpnmail.nl.
The Muria is the last pusher in a series of three (photo T.
Laeijendecker).
The KP-1250.
The MultiCat 1605 Neptune (photo A. Boer).
10
DUTCH NEWS
SWZ MARITIME • JULY-AUGUST 2021
Joint Industry Project to tackle container loss at sea
Recent dramatic losses of containers have
raised concerns on the safety and environmental
impact of modern container ships.
MARIN has launched a Joint Industry Project
(JIP) focused on drastically reducing
the numbers of containers lost overboard
and re-establishing the confidence in safe
container operations.
The size of deep sea container ships increased
exponentially over the past decades.
‘Authorities and industry are urged to
re-evaluate container securing standards
and improve regulations and practices to
avoid loss of containers at sea,’ states Jos
Koning, TopTier’s technical coordinator at
MARIN (Maritime Research Institute Netherlands).
That is why the organisation initiated
the three-year JIP, which kicked off on
May 18 with more than seventy online attendees.
The actual research is now ready
to begin.
The TopTier initiative builds on MARIN’s
Lashing@Sea Joint Industry Project, that
ran from 2006 to 2009. ‘The new project will
identify shortcomings in the current practice
and propose improvements for the
coming decade that are supported by both
shipping industry and authorities responsible
for overall safety,’ comments Gijs
Struijk, Project Manager at MARIN.
Cargo securing safety relies not only on
ships being operated inside their design
margins, but also on the quality of calculation
models to determine these margins,
the reliability of hard input facts as
weights, stow configuration, strength ratings,
and a regulatory infrastructure to ensure
that each of these comply to minimal
standards. TopTier will review these aspects
over the three years of the project.
The work will be carried out in four phases.
Phase 1, starting in summer 2021, addresses
the current practice, recent large scale
incidents and a gap analysis in order to report
first recommendations for operational
improvements before fall. Phase 2 includes
investigations such as lab testing and
measurements campaigns on board. Phase
3 is where new technologies, design rates,
calculation models and best practices will
be developed and verified. Phase 4 will implement
the findings and submit to international
regulatory bodies such as IMO, ISO
and IACS.
Huisman ready to scale up 3D printing of crane hooks
Huisman has plans to expand the robotic
workplace of its production facility in Sviadnov,
Czech Republic, where the company
can 3D print crane hooks. By upgrading its
capacity, Huisman will be able to produce
crane hooks with a weight of up to 5000 kg.
Huisman reveals the plans after successfully
testing four new 3D printed 350-metric-
tonne crane hooks according to the
strictest criteria. This has been done under
the supervision of the independent certification
authority Lloyd’s Register. The hooks
are approximately 170 by 130 cm in size,
almost nine times larger than the first Huisman
3D printed crane hook. They have a
weight of 1700 kg each and a loading capacity
of 350 mt. Each hook consists of approximately
90 kilometres of welding wire.
Huisman has been employing the 3D printing
technique Wire & Arc Additive Manufacturing
(WAAM) to produce mid-size to
large components with high-grade tensile
steel. ‘Crane hooks are commonly part of
the delivery of heavy lifting cranes for the
offshore industry, one of our key products,’
explains Daniel Bílek, project coordinator.
‘The price of a forged hook increases exponentially
with size, especially if it is a
non-standard size. If a hook is produced by
casting, the problem of inconsistent internal
quality could result in longer delivery
times. All this led to the idea of making the
hooks ourselves, using the so-called
WAAM method.’
The benefits of 3D printed crane hooks are
a high control over process and material
quality, the layer-by-layer manufacturing
enables a new range of component
shapes, and reduced cost/lead times for
critical components. 3D printing also allows
for tailor-made material properties
within the same product, such as strength,
ductility, and wear/corrosion-resistance.
Zero Emission Dredging Hub launched
The Dutch Zero Emission Dredging Hub
was launched on 2 July. Van Oord, Boskalis,
Royal IHC, Damen and the Drechtsteden
(a number of towns and cities bordering
each other in the delta area of the rivers
Oude Maas, Noord, and Beneden-Merwede
in the Netherlands) signed a covenant
for structural cooperation towards
emission-free dredging.
The participating companies want to
achieve zero-emission dredging as soon as
possible, which calls for a structured cooperation
between companies, education and
government. Business Developer Arjen de
Jong: ‘Cooperation is not only necessary. It
also gives us a competitive advantage.
Open innovation makes it possible to apply
new knowledge and technology across the
sector. By innovating in a long-term strategic
cooperation, you ensure greater
strength, speed and the sharing of costs.’
To formalise the structural cooperation,
Van Oord, Boskalis, Royal IHC and Damen
signed a Memorandum of Understanding
(MoU), together with the Drechtsteden and
the Drechtsteden Higher Education Programme.
This makes the Zero Emission
Dredging Hub a reality. In the coming
months, an online platform will be set up to
expand the partnership. All parties involved
in the energy transition in the maritime
sector, and particularly dredging use cases,
are urged to join.
SWZ’S EDITORS
Huisman plans to produce 3D printed crane hooks with
a weight of up to 5000 kg.
11
SWZ MARITIME • JULY-AUGUST 2021
RECYCLRIUNBGR INEKSIGHTS
The recycling yard will sell equipment and oil products on
the local market for re-use, then take apart the whole
ship and sell the metals to industries for reprocessing.
Recycling yards are found around the world with different
layouts and equipment depending on their practised recycling
method. There are four different recycling methods practised: Tidal
beaching, afloat alongside recycling, landing on a slipway, and dry
dismantling in a dry dock. Each of these methods is different when
looking at the mechanical equipment employed and the environmental
protection practices used.
Despite continued protests from NGOs, the beaching method, as
practised on the tidal shores of the Indian subcontinent, is still leading
the worldwide ship recycling market. Better ship recycling practices,
with transparency to the public, will only become reality if obsolete
habits from shipowners and ship recyclers are abolished. At
the same time, the continued debate between the various ship recycling
stakeholders, authorities and environmental groups is slowly
driving improvements of ship recycling regimes on a global scale.
Four methods of ship recycling
Tidal beaching: Ships are sailed onto a beach at high tide, low in
ballast and at full speed. The ship is dismantled by cutting sections
of the vessel called “blocks”, starting from the bow, and dropping
the blocks into the intertidal zone (the “gravity method”). By experience
rather than by engineering, ships are cut into blocks and
hauled ashore by winches. Here, they are cut into plates and manageable
sizes and (sometimes manually) loaded onto lorries and
weighed on a weigh bridge before transport to re-rolling mills by
road. The uncontrolled beaching method is often criticised as ships’
hazardous fluids, heavy metals containing paint chips, hazardous insulation
materials, etc. are both occupational hazards and may
wash out into the intertidal zone and pollute nearby ecosystems.
Tidal beaching is practised in three main locations: Bangladesh, India
and Pakistan. Here, one finds numerous recycling yards with
beachfront plots lined up for miles along the coastline, with end-oflife
ships lying haphazardly in various stages of dismantling. A common
feature is little mechanisation of the process and the abundant
use of manual labour, working under poor conditions. The local
A ship has reached the end of its life cycle when its technical lifespan is finished or when market
conditions make it unprofitable. New ships that operate more economically, meet new commercial
requirements and are built according to the latest international regulations will replace old tonnage.
For this reason, every year a small percentage of the world’s seagoing fleet (two to four per cent of
the tonnage or 600 to 900 large vessels) are replaced and sold for scrap to recycling yards.
THE SHIP RECYCLING SECTOR
economy in the hinterland benefits from trading full ship inventories
in small workshops and stalls along the coastal roads. Recent developments
in Alang, India, include provision of barge-mounted
cranes operating in the intertidal zone and concreted primary cutting
and secondary processing areas with mobile cranes.
Floating alongside: A ship is manoeuvred alongside the quay of the
recycling yard. Whilst moored, sections of the ship are dismantled
from the top using cranes. These cranes can be stationary, on a rail
or track mounted, or operating from barges. Transport of blocks to a
secondary cutting area for further small piecing is done on lorries.
Cutting and lifting of blocks continues until only the double bottom
section remains. This “canoe” part of the hull is then further processed
in a dry or floating dock. Alternatively, it is pulled up a slipway
at high tide by shore winches for final cutting in a contained
area. Another possibility is lifting or skidding the canoe onto a quayside.
When downsizing the breached hull, a floating oil boom is put
around the vessel to contain and clean up oils in case of a spill. Recycling
while afloat alongside a quay is done in China, the EU and
the USA.
Landing method: The slipway landing method is practised in coastal
areas with little tidal difference and a steep coastal slope as in
the Aegean Sea (Turkey). Ships are lightered from ballast water to
reach the recycling plot at minimum draught forward. Ships sail at
Typical afloat alongside ship recycling method (courtesy Urano).
AUTHOR: IR MARTIJN VAN WIJNGAARDEN, INDEPENDENT MARINE CONSULTANT AND SWZ|MARITIME GUEST
EDITOR, CONSULTANT@VINEYARDSEUROPE.NL
12
SWZ MARITIME • JULY-AUGUST 2021
RUBRIEK
low speed onto the shore at the designated plot under their own
power, reaching onto the slipway as high as possible. This way, the
shoreside yard crane can reach a large part of the foreship.
The front of the ship ideally reaches as near to the drain system as
possible when arriving onto the plot, allowing blocks that are offl
oaded to be lowered on the shore side of the drains. The aft of the
ship remains afl oat.
Section by section is torch cut and lifted off by the shore crane and
lowered onto a lorry on the shore side of the drain. The foreship
lightens and the vessel is pulled further onto the shore with the
shore winch, again as close to the drain as possible. Alternatively, a
ramp is built such that a mobile crane can drive into the vessel, digging
its way further aft while the outer hull stays intact. This way,
the ship is its own containment.
Dry dock method: A ship is manoeuvred into a dry dock with the
use of tugs. After positioning, the dock gate is closed and all the
seawater is pumped out. The ship rests on blocks on the dock fl oor
and is dismantled in a fully contained area. This minimises the risks
of environmental pollution. Hull sections are lifted and transported
to laydown areas for segregation of materials and further small
piecing.
Recycling in a dry dock comes closest to “reverse shipbuilding”. It
would be an obvious move for dockyard companies to step into the
ship recycling market. They already possess the infrastructure and
are familiar with waste handling. They will have the required permits
and licences in place, and already have a network of subcontractors
and operatives. Such yards are currently mainly active in
the ship repair and conversion markets. Floating dry docks or caissons
for part lifting of a hull, as commonly available in the ship repair
industry, can also be used for recycling. Dry docks are sometimes
used for recycling on the European continent.
Where are ships recycled?
The total number of vessels that are recycled every year are published
quarterly by independent parties such as the NGO Shipbreaking
Platform. The 2020 breakdown of ships by destination country is
published by this trusted source. Despite bad publicity about poor
working standards, the yards in South Asian countries still dominate
the global recycling market and this trend has not changed much
over the last four decades.
India and Bangladesh buy the larger part of end-of-life ships with
Pakistan usually in third place. Together, the three neighbouring
countries in South Asia recycled some two-thirds of the ships in recent
years. Most of the larger ships fi nd their fi nal destination on
the subcontinent’s shores. Measured by gross tonnage, some ninety
per cent of the annual ship recycling volume ends up in local metal
processing and equipment trading in these three fi ercely competing
countries.
Turkey has gradually expanded its share of the world’s recycling
business and is now on par with Pakistan’s annual ship recycling
volume. China has since 2018 banned all import of end-of-life-ships
from foreign countries. Its dramatically shrunk ship recycling capacity
is now only available for its domestic fl eet.
In 2020, the tonnage recycled in all EU countries together (including
Norway and the UK), was only a small portion of the worldwide recycling
capacity, as illustrated in the chart.
Utilisation of approved ship recycling yards in EU countries may increase
in future due to pressure on shipowners of EU fl agged vessels
from Brussels, national governments, NGOs, shareholders and
banks. As an OECD country, Turkey may be able to increase its
share if more Turkish yards manage to get included in the EU list of
approved ship recycling facilities. There have been indications that
China would open its border again for foreign recycling tonnage, but
until now this has not materialised.
India has recently announced a plan for a substantial increase of its
national ship recycling capacity. In all likelihood, the Indian subcontinent
will continue leading the world’s ship recycling market. This
is where improvements in ship recycling practices, with transparency
to the public, and abolishment of obsolete shipowner and ship
recycler habits will bear most fruit.
What ship types are recycled?
From times immemorial, the world’s fleet has been dominated by
merchant cargo ships. Depending on freight markets, international
regulations and a variety of other factors, the recycling supply of
Typical landing ship recycling method (courtesy Urano).
Worldwide destinations of ships recycled in 2020.
13
SWZ MARITIME • JULY-AUGUST 2021
RECYCLRIUNBGR INEKSIGHTS
general cargo vessels, container carriers, bulk carriers and tankers
fluctuates. These four cargo ship types commonly rank in the top
four of recycled ships over the years. In 2020, the relatively high
number of recycled general cargo ships and bulk carriers was
caused by the new IMO 2020 emission standards.
General cargo ships are in demand in each of the five leading ship
recycling countries (India, Bangladesh, Pakistan, Turkey and China).
Large bulkers and tankers traditionally fall prey to Bangladesh with
Pakistan in second place. India handles the largest volume of ships
of lighter construction, such as container carriers and ro/ro ships.
Recently, the pandemic has caused an influx of obsolete cruise vessels
to the recycling market. Not all large seagoing ships above 500
GT are included in the 2020 recycling statistics. Fishing vessels,
yachts, barges, and naval ships usually do not carry an IMO number
as they do not come under the SOLAS Convention.
Interestingly, published ship recycling business statistics are often
expressed in light displacement tonnes (LDT) and not in number of
ships. This is clearly because the material revenues are closely
linked to the lightship weight of recycled ships and LDT has become
the international indicator of the steel value of an end-of-life ship.
LDT is defined as the dry weight of the ship with all its permanent
equipment including permanent ballast if any. Any residual fluids
carried are not included.
Recycling trends in 2020 and beyond
The output of recycling yards in 2020 was seriously reduced by the
pandemic. Not only were recycling yards in Asia locked down for
two months, the demand for scrap steel was also affected by recession
in steel processing and building industries.
While the perception is that recycling volumes rise when freight
rates fall, it is not always that simple. Earnings must remain in the
doldrums for an extended period before recycling activity picks up
seriously. Some container ships originally sold for recycling have
been traded once again due to the steep rise in charter rates in this
sector.
Only a few very large crude oil carriers were recycled in 2020 because
of oil traders keeping millions of barrels in floating storage,
speculating on oil demand and price rise. A huge contrast with the
years 2018 and 2019, when a large number of supertankers was recycled.
Newbuilding activities for replacement tonnage are under-
SHIP TYPES RECYCLED AND RECYCLING DESTINATIONS IN 2020
Cargo Service Ships recycled Top destination country
Ship type Number %
General cargo vessels 86 13.7
Dry cargo ships, geared and gearless Pakistan, India, Turkey, Bangladesh, China
Heavy / project cargo vessels 10 1.6
Open cargo ships, deck cargo pontoons, heavy load and barge carriers India, USA, Turkey
Containerised cargo carriers 77 12.2
Container ships, fully cellular India, Pakistan, Bangladesh
Bulk cargo carriers 120 19.0
Bulk and ore carriers, wood chips and cement carrriers, ore/oil carriers Bangladesh, Pakistan
Oil and oil products carriers 97 15.4
Product tankers, chemical tankers, crude oil and shuttle tankers Bangladesh, Pakistan, India, Turkey
Refrigerated cargo carriers 21 3.3
LPG tankers, LNG tankers, reefers India
Wheeled cargo carriers 38 6.0
Vehicle carriers, Ro-Ro cargo ships, rail vehicle carriers India, Bangladesh, Turkey
Passenger carriers 23 3.7
Passenger ships, cruise ships, ferries, training ships, yachts Turkey, Norway
Fisheries vessels 22 3.5
Fishing vessels, fish factory ships, fish carriers India, EU, ROW, China
Dredgers 12 1.9
Trailing suction hopper dredgers, cutter suction dredgers Turkey, Bangladesh
Offshore exploration and production 36 5.7
Drilling units, production units, semi-subs, jack-ups, monohulls Turkey, Bangladesh, India
Offshore construction and service vessels 83 13.2
Supply and survey vessels, anchor handlers, tugs, construction and support vessels India, Turkey, EU
Miscellaneous vessels 5 0.8
Specialised vessels and carriers Pakistan, various
Total 630 100
Source: 2020 Ship Recycling Listing by NGO Shipbreaking Platform. Data processed and interpreted by Vineyards Europe BV.

SWZ MARITIME • JULY-AUGUST 2021
14
SWZ MARITIME • JULY-AUGUST 2021
RECYCRLUINBGR IIENKSIGHTS
way, with series of LNG powered tankers now contracted to East
Asian shipyards. A surge of metal scrap buying rates is expected to
push old tonnage to the recycling yards, but demolition market rates
are always compared by the shipowner against second hand market
rates.
In 2020, the recycled volume of LPG and LNG carriers was low, and
this is not expected to change in 2021 as the demand for gas tankers
is high due to historically high freight rates. These types of ships
age slowly from a technical point of view and are largely unaffected
by fuel prices and emission regulations.
2020 saw an unprecedented layup of large cruise ships due to the
total collapse of the worldwide cruise market as a result
of the pandemic. With the continuing crisis in this sector and newbuildings
still being added to the fleet, it is inevitable that even more
modern cruise ships will be recycled. Early this year, both cruise
ships and offshore units had swelled Turkish yards with some cruise
vessels having to layup in Europe to await space at a recycling
yard, due to slot limitations.
The offshore sector has retired many obsolete and redundant units
to the recycling yards in 2020. Exploration and production activities
were hit hard by the economic fallout of the pandemic and decline
of oil prices. Many drilling rigs and offshore production vessels became
unemployed due to the world economic slowdown and the
prolonged world oil surplus, prompting oil and gas operators to reduce
expenditures and investments. As both layup and reactivation
costs of drilling units are very high, it is expected that more idling
units will be recycled in the coming years.
The offshore service industry, already suffering from overcapacity
and unsustainable low day rates ever since the oil price nosedived
in 2014, has sent a high number of older offshore construction vessels,
as well as dozens of offshore service vessels, to the recyclers.
No doubt this will continue for some time.
Transparency to the public
Most shipowners keep a steady eye on an ageing vessel’s market
perspective: the daily operational cost versus the potential profits
from recycling, and the decision to recycle is driven by purely commercial
issues. The most important driver is the scrap price offered
by a recycling yard, broker or cash buyer, but also a possible last
voyage cargo or transportation costs in case of non-self-propelled
and sometimes non-seagoing units will be a factor. For the typical
self-propelled commercial vessels, the prices offered per LDT are
consistently highest on the Indian subcontinent, followed by Turkey
and China (until January 2019) and with Europe offering the lowest
rates.
For an average sized 8000-LDT cargo vessel, the typical revenues
can range between USD 0.5-1.0 million in EU countries, USD 1.5 million
in Turkey, to USD 3.0 million in South Asia. Some of this difference
may be related to regional scrap steel market demand, but
many stakeholders remain convinced that manual scrap handling,
labour conditions, low salaries, poor implementation of occupational
safety standards and lack of regards for environmental protection
are the main underlying factors for the competitiveness of recycling
yards in South Asia.
While the information on steel prices becomes available to the public
by specialised recycling brokers and cash buyers, data driven
transparency on the recycling yards is scarce. Such publication of
market rates and yard standards add to the much-needed transparency
about the way ship recycling decisions are made.
No longer sailing in the dark
A shipowner should consider the choice for a recycling yard carefully.
He may need to balance economical gain with adverse effects
on his business, both in the short and in the long run. Pressure to
recycle responsibly may be exerted on him by his flag state administration,
local jurisdiction and, if he is publicly listed, his shareholders,
independent activists and NGOs. Bad publicity and loss of reputation
for the shipowner may obviously affect his international
operations, but this is still offset against the large potential sales
revenues.
In addition, a responsible shipowner must also absorb the cost of
IHM preparation and maintenance, third party inspection and advisory
services, the delivery voyage to the yard and his own ship recycling
planning and supervision efforts.
In the past, to avoid publicity, ships destined for recycling got traded
through brokers via letterbox companies officially established in
states hosting flag of convenience regimes. During the last voyage,
the official ship’s documents were destroyed and a new fantasy
ship name was painted on the bow.
These practices are now more and more intercepted by public
agencies that track actions of both ships and their owners and expose
any attempt to cover up in the media. In this era of lifelong
IMO ship identification numbers, navigation satellites, real-time
AIS vessel identification and tracking systems, powerful internet
search engines, Google Earth images, port state control detentions,
drones and free public access to social media, a modern shipowner
should think twice and stay away from these obsolete practices.
By the same token, some owners and operators of ship recycling
yards claim to follow certain standards for labour and working conditions,
material and waste handling that are actually not being followed.
Accidents and environmental spills are easily picked up by
the press and public. Any person with a mobile phone can be a
Vessel demolition market rates for worldwide destinations (courtesy Sea2Cradle).
SWZ MARITIME • JULY-AUGUST 2021
15
SWZ MARITIME • JULY-AUGUST 2021
RECYCLING INSIGHTS
worldwide broadcaster nowadays through social media, and potentially
damage the yard’s reputation. Public media pressure is probably
more powerful than any official inspection report, auditing or
certification scheme.
Better understanding
The various stakeholders’ representatives periodically meet at international
conferences and webinars and exchange their views to
find common ground for global improvements in ship recycling. It is
hoped that this special edition of SWZ|Maritime contributes to a
better understanding of the many contemporary issues in ship recycling.
This way, the maritime media fulfil their role as one of the
many stakeholders in the international ship recycling scene. If shipping
is regarded as a service to society, then ship recycling should
be treated likewise.
DIVERSE SHIP RECYCLING STAKEHOLDERS
Few people will disagree that ships should be recycled in a
responsible manner. But how and where this is done best, is
subject of continued debate between the various stakeholders.
One can identify more than a dozen stakeholders in ship
recycling, each with a different role, perspective and interest.
Shipowners and their national associations, chambers of
commerce and shipping institutes will mainly look at shipping
economics and they expect to receive a residual income from
the sale of a ship for recycling. Shipowners are held
accountable by authorities for responsible recycling of their
assets. Prominent shipowners and shipowner associations
are in favour of the application of common industry standards
and improve those by sharing industry’s best practices. Cargo
owners and insurance companies can use their influence to
push the industry towards better practices.
Legislators in London and Brussels want to improve the
international legal framework and guidelines for ship recycling.
They are influenced by a lobby of national shipping
administrations that have different priorities and interests. For
implementation and enforcement of international conventions
and regulations, they rely on the approval by those same
national authorities. The flag state of a vessel sets the national
jurisdiction under which laws a ship is registered or licensed. It
is considered the nationality of a ship. The flag state has the
authority and responsibility to enforce statutory regulations and
IMO Conventions over ships registered under its flag. Port
state control (PSC) is an inspection regime for IMO member
states to inspect foreign-registered ships in national ports and
acts against ships that are not in compliance with applicable
international laws.
Classification societies want to expand their traditional role in
hull and machinery surveys of newbuild ships. They act as
recognised organisation to many flag states and they are now
also into IHM surveys, verification of recycling yard operating
standards and recycling project certification. Independent
specialised consultants and service providers want to serve
their client’s interests with advice and support, usually on a
project basis. These experts assist shipowners, legislators,
yards and investors. Leading Dutch, German and Scandinavian
banks nowadays include sustainability conditions in loan
agreements with their shipping clients. Borrowers from these
banks are required to abide by social and environmental
standards meeting the Hong Kong Convention (HKC) and the
EU Ship Recycling Regulation (EU SRR).
A cash buyer is a company specialised in the trade and
financing of end-of-life ships to recycling yards. Cash buyers
pay shipowners upfront for their assets before they reach their
final destinations. Cash buyers sell acquired ships to recycling
yards. They have a reputation for facilitating the disappearance
of the original owner’s trail. Recycling yards in South Asia
usually get little information on the state of a ship they
consider to acquire and the amount of residual oils on board
expected on arrival. Yards do not inspect ships and make
competitive bids to cash buyers based on little information
such as: Ship type, LDT, year of build and newbuilding yard. The
specialised broker or market analyst gathers price and capacity
information from the worldwide recycling market segments
and provides this information to interested parties.
Non-governmental organisations (NGOs) and pressure
groups want to voice the public opinion and express their
concerns on environmental pollution and human rights to the
media and stakeholders. They follow each ship on its way to
recycling and publish an account of its fate.
Recycling states need to balance the benefits of incoming raw
materials and employment of workers against the adverse
effects on safety, health, and environmental impact on
ecosystems and coastal communities. Recycling yards are
local entrepreneurs and employers in the business of
dismantling ships. Recycling yards and steel processing
industries compete for recycling tonnage, but sometimes they
unite in national trade associations. Unions represent recycling
industry workers and seek to improve their labour and working
conditions.
Handover of Alang Safety Manual by the author to Gujarat Maritime Board (courtesy
Vineyards Europe).
SWZ MARITIME • JULY-AUGUST 2021
16
SWZ MARITIME • JULY-AUGUST 2021
DUTCH DREDGER
The trailing suction hopper dredger Rijndelta was built in
1960. It was ordered by the German WSA (Wasser- und
Schifffahrtsamt) as Rudolf Schmidt, together with two sister
ships, Johannes Gährs and Ludwig Francius. All three
were designed by IHC with a hopper capacity of 3000 m3. Rudolf
Schmidt and Ludwig Francius were built by Orenstein & Koppel
Tagebau und Schiffstechnik (O&K), the other dredger by Scheepswerf
Gusto (IHC). In the eighties, the German Government wanted to
privatise the dredging market. The government ships were too expensive
because of the large crew and high maintenance costs.
And due to a lack of innovation, their productivity was very low. The
dredgers were sold at a public auction by the German VEBEG.
In 1984, Van der Kamp bought the Rudolf Schmidt and the Johannes
Gährs. The Johannes Gährs was scrapped in Germany for spare
parts. The Rudolf Schmidt was renamed Rijndelta. From that moment,
the ship sailed under the Dutch flag. Although the ship had a
complicated diesel-electric (DC) installation, it was very reliable.
When the maintenance costs of the classic hopper dredger Rijndelta were starting to get too high,
owner Van der Kamp decided to have it scrapped. The company selected Scheepssloperij Nederland
to do the job. They used the afloat lightering method followed by the slipway landing method.
RIJNDELTA REINCARNATED
According to Ir Nico van Drimmelen, who unfortunately passed
away, these ships were the Rolls-Royce class of dredgers designed
by IHC. After modernisation, the Rijndelta worked very successfully
in the Port of Rotterdam from 1988 onwards. In several contracts,
the Rijndelta performed no less than thirty years of continuous
maintenance dredging works for this mainport. Besides maintenance
dredging, sand from the North Sea was dredged as well for
reclamations and industries. The capacity and productivity of the
Rijndelta matched perfectly with the dredging demand in Rotterdam.
This to full satisfaction of the client.
Recycling in the Netherlands
In the final years, the maintenance cost kept rising and it was no
longer economically viable to keep the ship in service. After considering
a refit with LNG dual-fuel powering, Van der Kamp moved to
thinking about a replacement ship for the Rijndelta. To prevent seeing
the old ship back on the dredging market, negotiations were
Photo: Lightering Rijndelta by floating crane (courtesy Scheepssloperij Nederland).
17
SWZ MARITIME • JULY-AUGUST 2021
DUTCH DREDGER
started with scrapping yards. Everyone knows the distressing images
of scrapping ships on beaches in Asia. So, in the view of Van
der Kamp, the recycling should be done in a safe and environmentally
friendly way and according to Dutch and European guidelines.
By the end of 2018, Van der Kamp entered into a BIMCO “standard
contract for green recycling” with SSN (ScheepsSloperij Nederland)
at ‘s-Gravendeel, the Netherlands. An important condition in
this contract was the guarantee of the yard that the ship would be
scrapped completely and that it would never be able to operate
again. A penalty clause gave more weight to this condition.
Asbestos removal first
Until its last day, the Rijndelta was keeping the waterways of the
Port of Rotterdam at the right depth. In December 2018, the ship
sailed its last journey under its own power to ‘s-Gravendeel.
Part of the agreement with SSN was that the ship would be delivered
at the yard free of asbestos. Many of the onboard materials,
which dated from the sixties, contained asbestos. The accommodation
and insulation of the
engine rooms contained
much asbestos. Fortunately,
during several renovations
in previous years, a
part of this had already
been removed from the
ship. The earlier asbestos
inventory was renewed just
before recycling. For the
asbestos removal, Van der
Kamp made an agreement
with JPB Industrial Services
from Winschoten, the
Netherlands. All in all, it
took seven months to get
the official asbestos-free declarations. Only then could the actual
scrapping start in earnest.
The scrapping
SSN used the scrapping method of afloat lightering followed by the
slipway landing method. Massive parts were lifted from the ship by
the 250-tonne crane barge Missing Link. When the draught and
weight were sufficiently reduced, onshore winches pulled the remaining
hull on the slipway. There, the ship was cut into small
pieces by hydraulic cranes from bow to stern. SSN reported the
scrapping progress on a weekly basis with reports and photos.
The ship’s materials were recycled as much as possible. Transmittals
were made for all waste disposal consignments to keep track of
the waste streams. The scrapping process lasted until the end of
2020 and was closely monitored by a technical inspector of Van der
Kamp. In total, 3700 tonnes of materials were disposed of, 86 per
cent metals and fourteen per cent residual waste. The complete
scrapping process is captured in a time-lapse video, see the Resources
page in this magazine.
A worthy successor
At the end of 2016, Van der Kamp entered into a contract with Barkmeijer
Stroobos to build Rijndelta’s successor. The new Conoship
designed dredger got the name Ecodelta. The statement of Van der
Kamp senior, founder of Van der Kamp Dredging, is very fitting: ‘If
you dare to build a new ship, you should also dare to scrap one.’ At
the end of 2018, the Ecodelta started dredging to become a new familiar
sight in Rotterdam. The LNG-powered Ecodelta continues the
Rijndelta’s dredging work in a more environmentally friendly way.
The yard had to
guarantee the
ship would be
fully scrapped and
would never be
able to operate
again
Rijndelta hull dismantling on slipway (courtesy Scheepssloperij Nederland).
Outgoing meets incoming. Dredgers Rijndelta and Ecodelta on the North Sea just
outside Rotterdam (courtesy Van der Kamp).
Ing. Arie Faasse
Director Van der Kamp Dredging BV,
a.faasse@vanderkampbv.nl
18
SWZ MARITIME • JULY-AUGUST 2021
LEGAL
When they reach the end of their lives, ships become
waste. Even though at least 95 per cent of their
weight consists of non-toxic recyclable materials,
such as steel and copper, the toxins they carry and
the hazardous materials used in their construction (which all require
special handling and treatment when the ship is scrapped)
mean that ships are classified as hazardous waste under the Basel
Convention and the EU Waste Shipments Regulation.
End-of-life ships have to be taken to a facility where recycling work
can be undertaken. Although there is significant ship recycling capacity
in Turkey and China, most such facilities are in the Indian
subcontinent (India, Bangladesh and Pakistan). Here lies the problem.
It has for many years been unacceptable for the first world to
Ship recycling law is a well-intentioned, but messy and sometimes impractical assortment of
international conventions, EU regulations and local laws, seasoned with industry guidance and
practice, and enforced by environmental authorities, port state control, flag states and classification
societies. This article provides a simplified, high-level introduction to its intricacies and
shortcomings. It is no substitute for specialist legal advice.
SHIP RECYCLING AND THE LAW
dump its waste on the third world; it is also often illegal. This underpins
the law in this field.
The Basel Convention
In 1989, the Basel Convention on the Control of Transboundary
Movements of Hazardous Wastes and Their Disposal (Basel) was
adopted. It came into force in 1992. The Basel Convention governing
body is the Conference of the Parties (COP), which meets every other
year in a massive session. Of the United Nations’ 193 members,
188 are parties to Basel. The notable exception is the United States
of America.
International conventions are agreements between states. Even
when in force, they do not generally apply to companies and indi-
Photo: HKC compliant recycling facility in Bangladesh (courtesy PHP Ship Breaking and Recycling Industries Ltd).
19
SWZ MARITIME • JULY-AUGUST 2021
LEGAL
viduals unless and until enacted in domestic legislation. Within the
EU, Basel is enacted by the Waste Shipments Regulation (see below).
The Basel regime
Basel defines “waste” as substances or objects that are, are intended
to be, or have to be disposed of (which includes recycling).
That means that as soon as the decision is taken to recycle a ship, it
is waste. Wastes generated by a ship’s ordinary operations are excluded
from Basel’s scope – until the ship itself becomes waste.
Where the cross-border movement of waste is not prohibited (see
next paragraph), it is subject to a regime of notifications, authorisations
and consents. The states of origin, destination and transit
must all be notified of and consent to the movement. The state of
origin is where the object in question is when it becomes waste.
With ships, that may be a matter of chance – with little or no relation
to its owner’s location or its flag.
Cross-border movement of hazardous waste (including ships) is
prohibited where:
1. The destination state does not accept waste imports (either at
all or of a particular class);
2. The state of origin ‘has reason to believe that the wastes in
question will not be managed in an environmentally sound manner’
(an important consideration, as many doubt the quality of
downstream waste management in the Indian subcontinent);
3. It moves from OECD/EU countries to non-OECD countries (including
India, Bangladesh, Pakistan and China). This so-called
“Ban Amendment” entered into force on 5 December 2019;
4. It moves to or from non-parties to Basel. On the face of it, therefore,
ships cannot lawfully be sent to or from the USA for recycling.
Transboundary waste movement that does not comply with Basel is
“illegal traffic”. Breaches can lead to prosecution.
Basel’s sting in the tail
For another convention to supersede Basel (in whole or in part), it
must require environmentally sound waste management at least
equivalent to that mandated by Basel. In practice, the COP must
agree the adequacy of the new instrument. Even if the Hong Kong
Convention (considered next) ever does enter into force, that means
that Basel may well continue to apply (as well).
The Hong Kong Convention
The International Maritime Organization (IMO)’s Hong Kong International
Convention for the Safe and Environmentally Sound Recycling
of Ships (HKC) was adopted in 2009. Its parties set an unusually
stringent set of criteria that must be satisfied for it to enter into
force. It may yet do so, particularly if – as it has signalled – Bangladesh
ratifies it in 2023, but as matters stand now, it is not in force.
Even so, it repays study. That is because:
1. The EU Ship Recycling Regulation (SRR) is largely based on it;
2. The Basel COP has been unable to agree that the HKC offers an
‘equivalent level of control’ to Basel, which explains some of the
respects in which the SRR goes beyond the HKC; and
3. Aspects of the HKC are being implemented in practice. Classification
societies are certifying recycling facilities as HKC-compliant,
and the 2012 edition of BIMCO’s Recyclecon form is very
much HKC-oriented.
The HKC regime
The HKC requires parties to ensure compliance with its terms by
ships flying their flag and by recycling facilities in their jurisdiction.
Ships may only be recycled at recycling facilities that are authorised
in accordance with the HKC. This leaves it open to parties to
authorise facilities that are
inadequate, and thus to
flag states (Flag) to allow
vessels flying their flags to
be recycled there. That is
so, even though the HKC
pays lip-service to ‘safe
and environmentally
sound’ operation, and explicitly
references Basel’s
and the ILO’s guidelines.
The HKC does not apply to
ships under 500 GT, to vessels
that operate domestically
only or to warships
and other vessels operated on non-commercial governmental service.
Apart from that, “ship” is very broadly defined as ‘a vessel of
any type whatsoever operating … in the marine environment’.
The HKC takes a “cradle to grave” approach. All ships are to have a
Flag-verified “Inventory of Hazardous Materials” (IHM): New ships
on delivery and existing ships from (in effect) their first special survey
after the HKC comes into force. The IHM is central to the modern
law and practice of ship recycling. All ships over 500 GT visiting
EU ports are now required to have one (see further below).
The IHM is to be established (either on delivery from the builder’s
yard or by an initial survey), maintained, updated and verified
throughout the ship’s life, effectively in line with its classification
cycle. The accompanying International Certificate on Inventory of
Hazardous Materials can cease to be valid (i) if the state of the ship
does not correspond substantially with the particulars of the certificate,
(ii) if there is a change of Flag, or (iii) if renewal surveys are
not completed on time.
As the ship is readied for recycling, its owner must (i) notify Flag, (ii)
expand the IHM to incorporate operational wastes and stores, and
(iii) provide the proposed recycling facility with the information
needed to develop the ship-specific Ship Recycling Plan (SRP).
There is then a final survey to verify (i) the expanded IHM, (ii) that
the SRP properly reflects it, and (iii) that the recycling facility is validly
authorised. On successful completion of the survey, an International
Ready for Recycling Certificate is issued, after which recycling
may start.
The HKC Guidelines and shortcomings
Six HKC Guidelines have been developed by the IMO Marine Envi-
Even if the Hong
Kong Convention
enters into force,
Basel may well
continue to apply
20
LEGAL
ronment Protection Committee, on: (i) the IHM, (ii) survey and certification,
(iii) ship inspection, (iv) the SRP, (v) recycling and (vi) the
authorisation of recycling facilities. Although none is in force as
such, they are often used as statements of minimum acceptable
practice. They are specifically referred to in the EU SRR.
Measured against Basel, the HKC is deficient in respects too numerous
to list here. Examples are the lack of detailed standards for
downstream waste management and the key role played by the vessel’s
Flag – a factor that encourages the use of flags of convenience
(FOCs) for end-of-life ships. It seems unlikely that the Basel COP will
approve the HKC as being of equivalent protection to Basel.
The EU regulations
As already noted above, there are two EU regulations capable of
application to ship recycling: the HKC-inspired SRR, and the Baselimplementing
WSR. Where the SRR applies, the WSR does not. The
SRR itself applies (largely) only to EU-flagged ships, so the WSR
provides the regime for all other ships located in the EU when they
become waste.
The WSR is more detailed than Basel, but follows its template. In
accordance with the Ban Amendment, waste cannot be exported
outside the European Free Trade Area, so non-EU-flagged ships in
the EU when they become “waste”, cannot lawfully be recycled in
the Indian subcontinent.
The SRR’s most important difference from the HKC is that EUTHE
COST OF CONTRAVENTION
There are various ways in which breaking the law governing
ship recycling can haunt an owner.
• The English Court of Appeal has recently confirmed that
there is an arguable case against a UK-based owner
arising out of an injury sustained by a recycling facility
worker, even though the ship no longer belonged to that
owner when the vessel arrived at the facility and the
worker was injured. This follows a similar claim against
another UK owner, which was settled out of court.
• Directors of Dutch and Norwegian ship owners,
Seatrade and Eide, were convicted of criminal offences
for sending their vessels outside the EU for recycling.
Former owners of cruise ships moved from the UK to
Alang for recycling are currently under criminal
investigation.
• Adverse publicity. Examples of this are too numerous
and well-known to mention.
• More generally, the courts – especially in the
Netherlands and the UK – have been increasingly willing
to hear claims against parent companies for wrongs
allegedly committed by overseas subsidiaries. There
have been decisions against Shell in both jurisdictions in
recent months. Although neither concerned ship
recycling, it will not be long before such a case is
brought in this field, too.
HKC compliant recycling facility in Bangladesh (courtesy PHP Ship Breaking and Recycling Industries Ltd).
SWZ MARITIME • JULY-AUGUST 2021
21
LEGAL
flagged ships may only be recycled at facilities on the European
List. The European List is updated regularly. It includes facilities in
the EU, Northern Ireland, Turkey and the USA. Facilities in non-EU
countries may apply to the Commission for inclusion on the List.
Several in India have done so, but none has yet been successful –
despite being certified by leading classification societies as HKCcompliant.
The European List has a serious lack of recycling capacity, both
overall and in terms of the individual facilities, none of which can
accommodate the largest ships now being built. There is also a financial
disincentive: an owner will be paid significantly more for recycling
in the Indian subcontinent than in any European List facility.
An EU-flagged vessel that is at a port outside the EU when the decision
to recycle is taken, will also have to comply with Basel, as enacted
in that port’s local legislation.
IHM compulsory in EU ports
From 31 December 2020, the SRR has required all ships (subject to
the same limitations as the HKC in terms of size, etc.), including
non-EU-flagged ships, to have a Flag-verified IHM. Failure to provide
the relevant certificate may result in port state detention (although
failure to keep it updated will not). Detailed guidance on port
state control inspections under the SRR was issued by the European
Maritime Safety Agency in September 2019.
The UK operates essentially the same system as the EU. The UK
equivalent of the SRR applies only to UK-flagged ships. The UK List
is the same as the EU List, with the addition of three facilities in
Great Britain, which were on the EU List until Brexit.
Industry initiatives
There are several industry initiatives aimed at cleaning up the industry’s
act. The most significant are:
1. The Responsible Ship Recycling Standards of 2017, signed by
several European banks, which – broadly – look for compliance
with the HKC by the owners that they finance.
2. Maersk’s Responsible Ship Recycling Standard, 2018, which
promotes an HKC approach. It covers the selection, inspection
and supervision of recycling facilities, as well as downstream
waste management.
3. GMS, one of the best-known cash buyers in the ship recycling
market, offers an HKC-based Responsible Ship Recycling Programme
to its customers.
4. The Ship Recycling Transparency Initiative, an online platform
to facilitate information-sharing between shipowners regarding
their recycling policies and practices. It is supported by leading
shipowners, financial stakeholders, Gard and Lloyd’s Register.
In addition to these initiatives, the BIMCO standard forms Recyclecon,
Demolishcon and Dismantlecon should also be mentioned.
A tangle
The international legal framework is in a tangle. The EU SRR regime
suffers from insufficient capacity and is financially unattractive. The
capacity problem could be
addressed by approving
some of the best Indian
and Bangladeshi yards,
which are certified as
HKC-compliant (provided
concerns about availability
of hospitals and downstream
waste management
can be addressed). Even if
they were approved,
though, it would in many
cases be unlawful under
Basel’s Ban Amendment for ships to be taken there. This and the
financial disincentives can only encourage owners to game the system,
for example by using FOCs for end-of-life ships.
In this field, as in so many, the perfect may be the enemy of the
good.
The EU List lacks
sufficient capacity
and is financially
unattractive
James M. Turner QC
English barrister and arbitrator
practising from Quadrant Chambers
in London, experience of disputes
across almost all sectors of the
shipping industry, also speaks Dutch
and German,
james.turner@quadrantchambers.com
Ship’s Flag Location on becoming “waste” Recycling permissible in Legal regime
EU Anywhere EU List only EU SRR
UK Anywhere UK List only UK SI 2019/277
Non-EU OECD/EU OECD/EU only Basel (Ban Amendment), e.g. EU WSR
Non-EU Non-OECD/EU Basel member Any other Basel member,
subject to laws of origin, destination
and transit countries Basel
Any USA (or other non-party to Basel) No Basel country Local laws
Outline guidance for shipowners on yard selection and legal regime for recycling.
Editor’s note: Official texts of legal instruments and industry
guidelines are available for download through the links
provided on the Resources page of this magazine.
SWZ MARITIME • JULY-AUGUST 2021
22
SWZ MARITIME • JULY-AUGUST 2021
CRANE VESSEL
It was a most unusual sight, even for seasoned ship spotters in
Rotterdam Alexia harbour: A crippled, rusty twin-crane behemoth
rising above bright coloured box-shaped steel islands.
Heerema’s semi-sub crane vessel Hermod was positioned
above Dockwise’s flagship carrier Vanguard for its last sea voyage.
Hermod seagoing career
Legend has it that the late P.S. Heerema got a very favourable quote
Heerema took the decision to retire renowned Hermod from its fleet after almost four decades of
service to the offshore industry. They selected a Chinese recycling yard, organised the final sea
voyage and supervised the recycling process. The whole time a dedicated project manager was in
charge of the Hermod recycling operation to ensure that it was done in a responsible manner.
CRANE GOD HERMOD GONE
FOR RECYCLING
from the Japanese shipyard Mitsui for a novel type of semi-submersible
crane vessel with two high-end revolving Gusto cranes.
Hence, he decided to have two units built instead of one. This
proved to be a masterstroke in the offshore heavy lift market, until
then dominated by lone monohulls with single cranes of medium capacity.
The new twin sisters were named Balder and Hermod. By
Heerema tradition, all new fleet additions are christened with Nordic
god names. Soon after arrival in Europe, the new semis started
Photo: Hermod rising above submerged Vanguard (courtesy Heerema Marine Contractors).
23
SWZ MARITIME • JULY-AUGUST 2021
CRANE VESSEL
working on the North Sea, where they could operate in a longer
than hitherto achievable construction season thanks to their better
motion behaviour in adverse weather than their predecessors and
competitors. Their large square decks and tandem lift capability
made them eminently suitable for the installation of the largest offshore
platforms of the time.
Heerema dominated the North Sea construction market for years
with their pioneering twins, until larger capacity units relieved the
lead. A trend that still continues today. After some years, both Hermod
and Balder got substantial crane capacity upgrades to keep up
with the growing competition and market demand. Balder got a
midlife modernisation with dynamic positioning (DP) upgrade and a
pipelay tower, but Hermod remained a straight crane unit operating
on its anchor mooring system for positioning offshore. All its life, it
was accompanied by a Heerema tug to handle its anchors and to
assist it with making more sailing speed when underway.
Hermod’s first job was to install the Piper Alpha platform in the UK
North Sea, an area where it would operate most of its worktime. Its
fully dynamic ballast system enabled it to lift and set down heavy
packages at sea much faster than only lifting and lowering by its
cranes. Intake and discharge by gravity of large quantities of ballast
water at the other end of the unit works as a giant lever, and is
much faster than lifting operations by paying out or hauling in multi-
reeved heavy crane wires.
The first lifting job outside the North Sea was in Brazil, followed by
work in the Gulf of Mexico, Southeast Asia and Africa, operating in
more than 25 countries in total for all oil majors. Later in life, it undertook
large scale decommissioning work, removing multiple
heavy platform parts for Conoco Phillips. One of the heaviest lifts
performed by the vessel was the 6287-tonne Peregrino topsides in
2010. Smaller lifts were done equally successfully, such as unmanned
wellhead platforms off Norway.
End of an era
In winter maintenance periods, the Heerema capital assets with
their towering cranes are a familiar sight at the Caland Canal moorings
in the Port of Rotterdam. These hard-working offshore crane
units need a lot of annual maintenance and repairs, and occasional
refurbishments. The Hermod maintenance campaigns, assisted by
trusted subcontractors, eventually included substantial hull steel
renewals.
The rising repair and maintenance costs were factors against retaining
Hermod. A shift in portfolio, reduced project prospects and
increasing competition were also against it. Hermod was soon to be
outpaced by new and more powerful DP crane vessels in Heerema’s
own fleet. Every distinguished career has to come to an end. Hence,
retirement plans had to be drawn up for the iconic Hermod.
Duty of care: recycling project management
‘Heerema takes very good care of its precious assets,’ says Douwe
Renkema, assigned project manager for Hermod’s recycling. Other
vessel operators usually
have one common technical
department, with technical
inspectors or superintendents
taking care of
individual vessels. At Heerema
Marine Contractors
(HMC) each large vessel
has its own asset team,
headed by an equipment
manager. They take care of
the everyday maintenance,
logistics and crewing of
their unit. Renkema was
supported by engineers
from Hermod’s dedicated asset team for the recycling project. Later
on, Hermod’s shore team and crew smoothly transited into Sleipnir
newbuilding supervision, asset management and crew.
At first, Renkema investigated the feasibility of various recycling op-
Only Turkey and
China fitted
Heerema’s social,
environmental and
commercial
criteria
From the Heerema archive: SSCV Hermod (right) with a virgin deck upon arrival in
Rotterdam Verolme Botlek harbour, 1978. Sister crane vessel Balder (left) is mobilising
for its first job.
Hermod’s portside crane tied back during heavy lifting for the Peregrino topsides
offshore Brazil in 2010 (courtesy Jan Berghuis Terschelling).
24
CRANE VESSEL
tions. When asked by SWZ|Maritime for this article to look back on
the feasibility stage, the question popped up whether Heerema had
ever considered undertaking the recycling of Hermod themselves.
After all, HMC is very active and experienced in the offshore decommissioning
market. Substantial modifications to HMC’s largest
vessels have sometimes been carried out by HMC’s own construction
crews. In Flushing, a seaport in the south of the Netherlands,
Heerema operates a large fabrication yard.
‘Good question,’ says Renkema, ‘maybe we could have lifted the
cranes off by one of our other crane vessels moored in the Caland
Canal, but this was not really the preferred option. Ship recycling is
not our core business.
Therefore, we do not have
the permits and waste processing
facilities in place
for this. Further, offshore
decommissioning is somewhat
different from ship
recycling. For us as main
decommissioning contractors,
there is always a degree
of uncertainty as to
what substances you will
find inside and underneath
an ageing fixed offshore
facility. There are substances
out there, related to decades of hydrocarbon production,
that need special treatment. For ship recycling, there are various
competing parties in the worldwide market. We had better options
than doing it ourselves.’
To assist with Hermod’s recycling preparations, Heerema engaged
the services of Grieg Green, an experienced independent consultant
company headquartered in Norway. The Dutch consultant company
Sea2Cradle carried out the IHM (Inventory of Hazardous Materials)
including asbestos survey on board the Hermod. Grieg
Green advised Heerema on the selection of a recycling yard and
provided on-site recycling inspection services on behalf of Heerema
during the entire decommissioning process. Classification society
Lloyd’s Register was also contracted for the project. This organisation
issued a Statement of Compliance for the IHM, oversaw
Hermod’s transport and issued the transport approval for the insurers.
Turkey or China?
Meanwhile, Heerema proceeded with the selection of the candidate
country and shipyard for Hermod’s recycling. ‘We did not want Hermod
to end up on a beach in South Asia, with its notorious low
standards, lack of human rights and associated negative media exposure,’
states Renkema. ‘Based on advice from consultant Grieg
Green, brokers and cash buyers, it was soon decided that a choice
would be made between Turkey and China as final destination. Only
these two countries fitted our social, environmental and commercial
criteria and these two options were further investigated and evaluated.’
Safety standards were found better in China, and the recycling
method (quayside followed by drydock and wet dock) in China
was preferred above the nearshore landing method in Turkey. Fuel
consumption and duration of the delivery voyage were also evaluated.
The end result of this trade-off between Turkey and China was
neutral. Advantage could be taken from the availability of the economical
heavy carrier Vanguard for the transport of Hermod from
Rotterdam to China.
Criteria China Turkey
Method + +/-
QESH + +/-
Planning + +/-
Price (incl. transport) + +
Sureties (deposit before delivery/LDs on
planning and reselling/bank guarantee/
parent company guarantee + +
Politics/stability + +/-
Evaluation matrix for Hermod’s recycling destination (courtesy HMC).
Eventually China ranked first and the Zhoushan Changhong yard
was selected for its best competitive offer. Heerema chose the
BIMCO standard recycling contract for the sale to the yard and added
some specific clauses. Conditions were included in this contract
to prevent trading of Hermod as a crane vessel, but Heerema wanted
to rule out any chance of the unit ever to become operational
again once sold, as a low-cost competitor to Heerema. Therefore,
they took a precaution and made the cranes permanently unusable.
Offshore assets decommissioning and disposal is costly, a fact well
known to Heerema as a first class offshore decommissioning contractor.
Yet, in the Hermod case, there is a revenue to the owner if
the recycling is done in Asian countries, where yards offer a market
rate per lightship tonne for a floating asset. Transportation costs for
Advantage could
be taken of the
availability of the
Vanguard for
transport
Project manager Douwe Renkema checking out Turkish recycling yards (courtesy
HMC).
SWZ MARITIME • JULY-AUGUST 2021
25
CRANE VESSEL
delivery of Hermod, which was too slow under its own power, needed
to be offset against the recycling revenue from ferrous and
non-ferrous metals. The project costs for preparations and on-site
supervision were for the owner’s account as well. All in all, the financial
balance was favourable to Heerema.
Heerema did not change ownership, Class or Flag (Panama) of Hermod
in its project destination China. The name Hermod, its homeport
and operator markings (in big caps on the cranes and hull
sides) remained as they had always been there. After yard selection,
an export license was obtained from the Dutch authorities. The
transport contractor was selected and the voyage preparations
could make a start in earnest.
Transportation from Rotterdam to China
Preparations for the last sea voyage were carried out in Heerema’s
Leiden office and on board Hermod, moored in the Caland Canal.
The crew and Heerema’s logistics department ran a full inventory
campaign of Hermod’s loose equipment and spare parts. Based on
the need of sister vessel Balder and the other Heerema assets, all
re-usable components, parts and consumables were identified,
packed and shipped out in containers.
A unique aspect of the preparations was the destruction of the
cranes to make them unusable. This was carried out by Heerema’s
own crew assisted by subcontractors operating specialised thermal
lance equipment. Removal of all crane controls, destruction of vital
rotating parts, hooks and sheaves, and spooling of all wires ensured
a demolition degree that would prevent economical re-use. At the
same time, the cranes
were blocked for rotational
movements, preparing
them for oceangoing transport.
A twin crane vessel
without any visible wires in
the crane booms and without
crane cabins was an
unusual sight when Hermod
departed to the recyclers.
‘Hermod’s hull was never
designed to sit athwartships
on cribbing laid out
on a host deck and to be
subjected to the resulting
transport accelerations,’
explains Renkema. ‘Therefore,
we did an extensive analysis and engineered local structural
reinforcements in the pontoon bottom tanks.’ Some water ballast
was taken in for loading Hermod onto Vanguard on even keel.
A unique aspect
of the recycling
preparations was
the destruction of
the cranes to
make them
unusable
Hermod ready for sailaway from Rotterdam on Vanguard (courtesy Boskalis).
SWZ MARITIME • JULY-AUGUST 2021
26
CRANE VESSEL
Meanwhile, seafastenings had been engineered and prefabricated
on Vanguard’s vast strong deck, as well as cribbing, bumpers and
guide posts. A portside casing was moved from its outrigger position
to free up additional space needed for supporting Hermod’s reinforced
bottom.
Winches on Vanguard’s casings and accommodation island pulled
Hermod across its submerged deck. In concert with four tugs, Hermod
was guided into the narrow space between accommodation
and casings. When Hermod was correctly positioned, Vanguard deballasted
and lifted Hermod out of the water within two hours. As
soon as the deck was dry, the mounting and welding of seafastenings
started. Part of the huge Hermod bilge keels needed to be cut
away for placing so-called strongboxes. Vanguard’s deck seafastenings
were then fitted against these strongboxes. A video of the
loading operation can be viewed through a link at the Resources
page in this magazine.
Semi-submersible heavy transport carriers can transport all kinds of
floating and non-floating cargoes, for overseas newbuild delivery
voyages or to relocate offshore facilities or dredging equipment.
These transports are usually time-critical and have to be fitted into
tight mobilisation schedules of cargo operators and their clients.
The Hermod was one of the first offshore units of this size transported
by Dockwise (now Boskalis) for recycling. Heavier floating newbuild
structures like FPSOs have been carried by the Vanguard
since. These have saved time and tugboat fuel, and also increased
transport safety and reduced insurance cost.
Because most of the loaded transports are westbound voyages, it is
economically attractive for a heavy transport operator to pick up
some eastbound return cargo. Companies with end-of-life drilling
units awaiting their delivery to a recycling yard in Asia may thus
get an attractive deal. Vanguard made an uneventful nine-week sea
voyage to Zhoushan in China where Hermod was offloaded and
moored at a pier in the Changbai Channel.
Recycling at Chinese yard
Zhoushan Changhong International Ship Recycling Yard in Dinghai
District, Zhejiang province, was selected because it had been able
to convince the Dutch owner of its recycling capabilities. The yard
could demonstrate that Hermod would be recycled in accordance
with the Hong Kong Convention and the EU Ship Recycling Regulation.
Heerema had contracted Norwegian based Grieg Green to
carry out on-site supervision for the entire recycling process.
Grieg Green’s on-site senior supervisor reported to Heerema’s
Leiden office with weekly
updates on the dismantling
process.
Hermod was laid up at the
yard pier and remained
there for some extended
period of time as the yard
had to seek government
permission to recycle because
of reduced recycling
quota. After obtaining
permission, the yard started
the recycling of Hermod
following the ship specific
Ship Recycling Plan (SRP).
Amongst the first activities were small crane lifts alongside the pier
to pull out various loose items and removal of hazardous and flammable
materials (pre-cleaning) to allow safe hot cutting of the steel
structure at a next stage. During Hermod’s stripping campaign, all of
the vessel’s interiors, insulation materials, fittings, etc. and 6.5
tonnes of hazardous materials including asbestos containing materials
(ACM) were removed. What remained was practically a bare
steel hull.
Advantage was taken of the high capacity gantry crane in the
yard’s dry dock. Hermod’s draught (10 metres) exceeded the maximum
water depth in the local wet dock (8 metres). It was therefore
most efficient and most safe to offload the accommodation
block, the two big cranes and other large structures from the main
deck while in dry dock. This reduced its weight and brought it to a
Start of recycling of Hermod’s cranes in Zhoushan Changhong International dry dock
(courtesy Grieg Green).
Hermod leaving dry dock midway recycling. Cranes, deckhouse and forward parts of
deckbox have been offloaded (courtesy Grieg Green).
The original
swimming pool
was maintained
intact for as long
as possible
SWZ MARITIME • JULY-AUGUST 2021
27
CRANE VESSEL
floating draught of less than 8 metres. Hermod’s cranes were offloaded
in big parts: Crane booms, boom rests, counterweights,
A-frames, slewing platforms and crane tubs. The accommodation
deckhouse was removed
in one piece. ‘For the lifting
of heavy crane parts and
the deckhouse, we sent
our own Heerema inspectors,’
says Renkema. ‘This
is where our expertise
came in.’
After the lightering operation,
Hermod was transferred
to a wet dock for
further dismantling. The
deckbox structure was cut
off in sections. Heavier
components from machinery
spaces and mooring
winch rooms were lifted
out by shoreside and floating
cranes. Interestingly,
the original swimming pool
was maintained intact for
as long as possible on
deck, to serve as fire water
storage tank during recycling. What followed next was the dismantling
of the six hull columns and the two lower pontoons. Finally,
the last transverse bracings connecting the twin pontoons were removed
and the lower pontoon bottoms were processed in a floating
drydock. In November 2018, a year after its arrival, Hermod’s recycling
was completed. Under Grieg Green’s supervision, all hazardous
materials as per IHM had been identified, removed and properly
disposed of. No accidents had occurred throughout the project.
Heavyweights
The Hermod recycling project was one of the largest in terms of
light displacement tonnage (LDT). Hermod weighed 55,000 tonnes,
only surpassed by the world’s largest ship scrapped, the ultra large
crude oil carrier Seawise Giant. This 83,000-tonne behemoth arrived
at the shores of Alang in 2010 under the name Mont. Hermod
weighed more than the very large ore carrier Berge Stahl, for some
decades the flagship for iron ore imports to Rotterdam. This retired
bulker was laid up in Asia, and its 41,500 tonnes of well-travelled
steel have hit the shores of Gadani, Pakistan, under the name Geostahl.
The wrecked cruise ship Costa Concordia was eventually recycled
in Genoa. Its recycled weight amounted to 59,000 tonnes.
That was substantially more than its original lightship weight because
some 20,500 tonnes of parbuckling related steel structures
and 8500 tonnes of oily fluids had to be removed as well.
Further recycling projects
Any upcoming recycling project in Heerema’s fleet will benefit from
the experience gathered from the recycling of Hermod. This includes
complying with recycling legislation, selling a vessel to a recycling
yard, transporting a vessel under Class, and supervising the
recycling work to ensure safe and environmentally sound ship recycling.
Heerema has become very familiar with European offshore recycling
yards, bringing ashore many decommissioned offshore structures
with its big crane vessels and cargo barges. One such barge,
the H-114, was taken for recycling to the M.A.R.S. yard in Denmark.
This yard was chosen because it operates to European standards.
Its location required only a few days towage (weather restricted as
the barge was out of Class) from Rotterdam, where the ageing
H-114 had spent its last years as a spacer barge for mooring Heerema’s
large crane vessels in the Caland Canal.
How about the future recycling of the Balder, the orphaned Hermod’s
twin sister? Renkema keeps the answer to this question off a
bit. ‘Time will tell,’ he says. ‘Surely, there is also an end to the Balder
era, but at present, it is still doing a very good job in serving our
clients in the offshore industry. With 44 years in service, it is the
most experienced vessel in our fleet. And its past upgrades and renovations,
including its conversion to DP deepwater construction
vessel are still paying off.’
One thing is for certain: Future recycling of Heerema’s major floating
assets will come under the purview of HMC’s embraced sustainability
principles and its recently adopted carbon neutral strategy.
The IHM has already been prepared by Grieg Green as Balder frequently
enters European ports.
Ir Martijn van Wijngaarden
Independent marine consultant and
SWZ|Maritime guest editor, has been
project team member for major
offshore conversions and newbuildings
at Allseas and Heerema,
consultant@vineyardseurope.nl
Final stage of Hermod hull dismantling in wet dock by floating crane: Two bracings are
still connecting lower stubs of columns on pontoons (courtesy Grieg Green).
Future recycling of
its floating assets
will come under
the purview of
HMC’s
sustainability
principles and
carbon neutral
strategy
SWZ MARITIME • JULY-AUGUST 2021
28
SWZ MARITIME • JULY-AUGUST 2021
CRUISE SHIP
In Genoa, the extraordinary Concordia recycling process began
in October 2014 and fi nished almost two and a half years later
in June 2017. The project’s bidding phase was frenzied, unpredictable
and full of question marks and technical uncertainties.
But by the end of June 2014, the Saipem-San Giorgio del Porto
(SGdP) consortium’s Four Stages Dismantling Masterplan was chosen
by Carnival Corporation, the Italian Government and the P&I
Club over those presented by other competitors.
The Ship Recycling Consortium was then established as a joint-venture
between Saipem (51 per cent) and SGdP (49 per cent) with the
aim of developing a green ship recycling business hub in Genoa.
SGdP is now enrolled in the EU recycling facility register as the fi rst
Italian shipyard and new recycling projects are contracted.
The ill-fated cruise ship Costa Concordia capsized and partly sank in January 2012, just off the coast
of Isla del Giglio, Tuscany. This dramatic event and the evacuation of thousands of passengers and
crew made headlines the world over. The world watched again when two and a half years later, in a
very complicated parbuckling operation, the vessel was successfully salvaged and partly refl oated.
With the parbuckling buoyancy sponsons fi rmly attached to the hull, a safe towage was made to the
nearest port that could receive the convoy. Then a less published period started, when the wreck
was fully recycled in Genoa harbour.
COSTA CONCORDIA WRECK
RECYCLING IN GENOA
Stage no. Activity
Stage 1 Arrival of the Concordia, mooring at Genoa-
Prà breakwater, lightering
Stage 2 Transfer to the Molo ex Superbacino (wet
dock) and dismantling of decks 14 to 3
Stage 3 Preparatory activities for transfer of the
wreck to dry dock No. 4
Stage 4 Final dismantling operations in dry dock,
preservation of tank barge
Dismantling stages of the Costa Concordia wreck recycling project.
Genoa harbour dismantling sites
The wrecked Concordia arrived in Genoa by the end of July 2014 af-
Photo: Costa Concordia arrival at Genoa harbour (courtesy SGdP).
29
SWZ MARITIME • JULY-AUGUST 2021
CRUISE SHIP
ter a few days of towing from Isola del Giglio with the salvage team
still in charge. It was moored at the bare Genoa-Prà island breakwater
pier. The choice of such an uncomfortable mooring pier, without
land connection and any kind of yard facility, far from the shipbuilding/
repair area was due to the impressive dimensions of the
wreck: 289.6 x 62.30 x 17.5 metres (L x B x T).
None of the Mediterranean harbours owns a dry dock capable of
docking a ship with these dimensions and only very few of them
have a pier with enough depth to accommodate such a large vessel.
It took almost one month prior to ship arrival to prepare the
pier with suitable bollards, fenders and mooring equipment designed
for a fifty-year return period of wind speed and wave
height. The two following months were spent accommodating almost
350 workers and positioning all power packs, firefighting
equipment, cranes, barges and the logistics facilities for the lightering
of the ship.
After the so called ‘last voyage of Costa Concordia’, the wreck has
in fact been towed two more times after its arrival from Giglio.
Once from Genoa-Prà to the Genoa yard area (10 miles) and then
from the wet dock pier to the dry dock No. 4. Both towages posed
some major challenges in terms of bollard pull, shallow water, reserve
buoyancy, shear forces and bending moments, which made
them no less delicate than the towage from Giglio to Genoa. The
P&I Club, the Italian Coast Guard, RINA and local mass media put
a lot of pressure on the project team. Consequences of a failure
were inconceivable.
Afloat dismantling of upper decks
During initial phases, besides the lightering operation carried out
by removing all furniture, loose equipment, ceilings, wall panels,
underlayment and rock wool, we had to face the first big challenge:
the removal of the hydraulic strand jacks holding the 32
sponsons (parbuckling tanks) in position. This to allow the cutting
of the superstructures to which they were connected without taking
the risk of sinking a second time, nor resulting in the ship
breaking with consequences of oil spills. Since the wreck was
seriously damaged in two large portions of the bow and stern on
starboard side, a combination of FEM (finite element method)
analysis and extensive use of strain gauges was made to closely
follow the afloat dismantling phases.
Cutting of the superstructures was done to bring ashore large sections
of decks and bulkheads with sheerleg cranes and barges. Cutting
torches, shears and diamond wires were used for this purpose.
The dismantling followed a sequence that resembles the reverse of
a time lapse of a ship’s building process. Stresses were monitored
with remote controlled devices installed on board by a shore-based
team of SGdP marine engineers. They used in-house designed software
and got help from skilled marine technicians from Italian specialist
companies.
Managing publicity
Concordia’s salvage project was that kind of topic on everybody’s
lips. The parbuckling and refloating events were covered worldwide
and dozens of international newspapers and TV channels went live
for 24 hours once the towing operation from Giglio had started. It
was clear that one of Carnival’s
first goals was to
lower the public attention
to this disaster and they
inserted a strict non-disclosure
clause into the recycling
contract. Yard secrecy
policy was rigid with
its employees and contractors.
No pictures were allowed
nor contacts with
local press and TV. At the
beginning, attention was
really high and our yard
security suffered from several
attempts of intrusion. But little by little, attention waned and we
could carry on our activities far away from the press’ spotlights.
Of course, some particular events related to commemorative ceremonies,
the wreck’s shifting and docking operations, and the announcement
of dismantling completion were reported by news
agencies, but the tone used was certainly far from the sensational-
Carnival inserted
a strict
non-disclosure
clause into the
recycling contract
Costa Concordia moored at Genoa-Prà breakwater pier (courtesy SGdP). Removal deck section of Costa Concordia by sheerleg crane. Parbuckling sponson
still attached to starboard bow (courtesy SGdP).
30
CRUISE SHIP
istic one used up to then. Exclusive footage from Genoa sites resulted
in a full documentary. It shows the recycling process from the
cutting on board to the steel mills producing rebars for reinforced
concrete. It was broadcasted on RAI Uno in 2017 and can be retrieved
from the Resources page in this magazine.
Hull dismantling in dry dock
The bow was cut and the hull repaired to allow floating without
sponsons and getting inside the Genoa dry dock, which is only 270
metres long and 40 metres wide, for the last recycling phase. A
huge number of divers and ROV (remotely operated vehicle) hours
were spent to perform underwater hull cutting activities, to release
sponsons connecting chains and to install an air manifold with
branches to inflate air inside the submerged part of the ship to help
the wreck float. The dock gate was closed early September 2016
and immediately after a 350 m3/h water purifying system started to
empty the dock. It was a three-month stop-and-go emptying operation
with oil booms and skimmers.
The engine room, engine casing and part of the heavy fuel oil, diesel
oil and lubricating oil tanks, and double bottom ballast tanks had
been lightered at Giglio, but still some residues began to flow out
when the water level went down in dry dock. In the meantime, stripping
and hull cutting operations went on till all furniture, equipment
and steel plates were completely recycled or disposed of. Over
59,000 tonnes of material were handled throughout the project.
Stripping Concordia atrium (courtesy SGdP).
Final hull dismantling in dry dock (courtesy SGdP).
SWZ MARITIME • JULY-AUGUST 2021
31
CRUISE SHIP
Recycled/disposed materials Quantity [tonnes]
Carbon steel (original hull and parbuckling sponsons
structures) 31,103
Carbon steel (sponsons connections, hull reinforcements,
chains and cables) 2645
Carbon steel (pipes, outfitting, cable trays, supports) and
other metals 4323
Carbon steel (sponsons outfitting, air pipes and strain jacks) 490
Copper and electric motors 716
Waste of electrical electronic equipment (WEEE) 351
Oily bilge, oily waters 8416
Grey water 50
Debris (due to shipwrecking, flooding, storm) 5174
Wood, paper 2409
Rock wool, insulating materials 2382
Concrete 827
Plastic and glass 165
Sludge 82
Food waste 74
Air vessels 44
Account of recycled/disposed materials from Costa Concordia.
A small barge of 30 by 20 metres was “built” by re-using a portion of
Concordia’s double bottom. It is now a barge with sewage and
bilge/sludge holding tanks for ships under repair.
The six Wärtsilä 12V46C diesel engines were dismantled and their
parts sold as spare parts. The same was done for a huge number of
other machineries, the propellers and propeller shafts. Almost 86
per cent of the material was recycled or re-used. This number
would probably have been higher had the ship not remained under
water for more than two years.
Recycling standards
All project phases were designed to be fully in compliance with the
Hong Kong Convention of 2009, the EU Ship Recycling Regulation
and all Italian HSSE laws. At the time when the project started, both
the HK Convention and the EU Regulation weren’t in force yet. We
believe that early compliance was our trump card that made our
project plan more appealing and reliable to the authorities.
The Ship Recycling Facility Plan (SRFP) was finally approved in July
2014 and the Ship Recycling Plan (SRP) in October 2014. The entire
recycling process was watched over by a supervisory board composed
in July 2014 in which all public authorities were represented.
It ceased its activity only three years later without issuing any relevant
penalty to the consortium.
Further projects
The Concordia recycling project was truly unique. In recent years,
several efforts have been made by the EU to develop an industry of
ship recycling, but Turkey and the Far East countries are still more
convenient for shipowners
than Europe/Italy. Despite
this, we are keen to seize
any opportunity for new
recycling projects. In June
2021, we started recycling
three ships, of about 8000
DWT in total, the M/V Mar
Grande, M/V Sentinel and
M/T Theodoros. SGdP also
won an international tender
together with Geotrade
(France) for the dismantling
of three dry dock
gates belonging to the
French Navy in Toulon. This project was completed in Genoa in September
2019.
In the meantime, together with Fratelli Neri, SGdP is developing a
ship recycling facility in Piombino, Livorno, called PIM – Piombino
Industrie Maritime. This year, they are busy there with cutting ship
sections of M/V CDry Blue, which ran aground close to Sant’Antioco,
Sardinia Island, in December 2019. So, there is a spin-off for the
Italian maritime industry, but recycling of large cruise ships has not
been done in Italy since the Costa Concordia.
Early compliance
was our trump
card that made
our project plan
more appealing to
the authorities
Ing. Alberto Pongiglione MSc
Yard director San Giorgio del Porto
and project manager Ship Recycling,
a.pongiglione@sgdp.it
Tank barge created from Concordia double bottom (courtesy SGdP).
SWZ MARITIME • JULY-AUGUST 2021
32
SWZ MARITIME • JULY-AUGUST 2021
SUPERYACHTS
The current global fleet of yachts of over 40 metres in
length consists of 2130 vessels and continues to grow by
around seventy new ones per year, with hardly any
yachts finding their way to the scrapyards. The growing
fleet comes with an equally growing need for maintenance, repair
and refit services. It is logical that these services are offered at
places where the yachts reside. However, in recent years we saw
more and more newbuilding yards offering refit services to their
own “children”, and even to yachts that were built elsewhere. For a
long time, refit was not at all on the radar of newbuilding yards, but
it turned out to be a profitable business. It also proved to be a way
to keep the different disciplines of the workforce busy and to rely
less on the newbuilding market alone. It also generates more work
for the suppliers of the yards.
Even though newbuilding yards are not always situated in the regions
where the yachts actually reside, they managed to gain a
Two thirds of the global fleet of superyachts with a length of over 40 metres was built in the last two
decades alone. The superyacht industry is therefore a relatively young industry. On an annual basis,
around seventy of these large yachts are being delivered to their owners worldwide. And
superyachts rarely disappear to recycling yards, but get refits instead.
NO END-OF-LIFE FOR
SUPERYACHTS
piece of this growing pie. In, or near, the typical yachting regions,
we have also seen significant and continuous investments by the
yards that specifically offer maintenance, repair and refit services.
This shows that the pie is large enough to share and that the market
is expected to only grow further.
No end-of-life
As said, superyachts rarely disappear. Through the hard work of
yacht crew, regular maintenance and refitting, the majority of the
superyacht fleet remains in impeccable condition. Very rarely there
are fires on board causing tremendous damage to the yacht, which
sad stories even lead to total losses. SuperYacht Times reported
only 184 total losses since World War II, and these were yachts of
over 30 metres.
It is not common practice to scrap complete superyachts, as we
know this happens for commercial ships and in the recycling busi-
Photo: Yacht Istros delivered in 1954 (courtesy Feadship).
33
SWZ MARITIME • JULY-AUGUST 2021
SUPERYACHTS
ness of cars. But will this ever change? The fleet is growing and relatively
young, but also ageing at some point. Is the potential pool of
Ultra High Net Worth Individuals (UHNWIs) that can afford these
large yachts also growing and will they continue to buy new (and
refit existing) yachts?
A company called VesselsValue, known for pricing models for the
pre-owned market of commercial ships, tried to apply their algorithms
to the large yacht market. It wasn’t as easy as they thought.
How often can yachts be refitted and does it remain worthwhile for
yacht owners to do so? There is simply insufficient data and experience
to answer this question. However, it is clear that the superyacht
fleet needs, but also gets, constant upgrading to compete
with the newbuild market and to retain its value, in resell price as
well as on the charter market.
Recycling
If no entire yachts are being scrapped, it does not mean nothing
from the yacht is scrapped. In fact, during the aforementioned refits,
some serious work is often carried out, which in extreme cases
could even be seen as rebuilds with the conservation of only the
hull and superstructure. Built in steel and aluminium, extending of
hulls and decks is nothing new anymore either.
Focussing on what is taken out of the yachts during significant refits,
we see generators, propellor shafts, piping and wiring, dated
audiovisual (AV) and satellite technology, entire bridges, interior,
teak decking material, etc. All these components apparently do
have an early end-of-life in the yachting sector. So what is being
done with these components?
Frankly, this is not
generally known. It depends
on the refit yard
what happens with these
materials, if it is being
repurposed, recycled or
disposed of.
With the growing superyacht
fleet, and therefore
growing refit activity,
this topic has to rapidly
rise on the industry’s agenda
and be tackled by the entire refit sector, together with the suppliers
of these components. For large yachts, valuable resources and
high-quality materials are being used, the more reason for a clear
policy and new destination for these materials.
Circularity
A material flow analysis at refit facilities could generate very valuable
insights; what goes out and what comes in through the gate. In
fact, analysing what comes out of the yacht by keeping the gate
closed, will generate insights in what can be repurposed, perhaps
even for the same yacht. As such, one looks at opportunities for circularity.
After this internal check for re-using elements, a search in
the direct area around the facility can open eyes of who could use
what, before even thinking of recycling or worse, disposing of them.
With the growing
refit activity,
recycling has to
rapidly rise on the
yacht industry’s
agenda
Stripped bare hull of yacht Istros shipped to Makkum yard in 2019 for rebuilding of complete interior and superstructure (courtesy Feadship).
34
SUPERYACHTS
This can also elevate the facility’s positive local impact and create
value for its direct community. The interior is often maintained in impeccable
condition and has far from reached its end-of-life. It is
mostly due to a difference in taste that the new owners decide to
redo a yacht’s interior. Being made out of valuable materials and
with unique craftsmanship, these need to get a second life.
Life Cycle Approach
The insights generated by the refit sector and their suppliers of
what is taken out of the yachts and what is installed instead, is of
crucial interest for the newbuilding yards, suppliers and designers.
In materials, but also in time. What is the lifespan of the components
taken out? If at the very start of a yacht’s life, there is already
catered for its end, so much more can be optimised and most likely
completely different choices will be offered and therefore made.
Apart from the end-of-life, waste during the production phase
should also be considered at the very prime design stage. And not
only waste, but the negative environmental impact as a whole. This
is called Life Cycle Approach (LCA).
Water Revolution Foundation’s Yacht Assessment Tool is able to assess
the environmental impact of entire superyachts. It applies life
cycle assessment, meaning that it not only assesses a yacht’s operational
life, but also its construction and even procurement of raw
materials used, until the end-of-life, of the yacht itself, but as mentioned
before, moreover that of all its components. Only through this
perspective, real avoidance and reduction of environmental impact
can be accomplished. In fact, this tool is ultimately aimed at becoming
the yachting industry’s decision support system, to help minimise
environmental impact by becoming aware of the impact of
choices and consider alternatives.
It is strongly advised to also apply LCA in shipping, as without this
approach, suboptimal choices will continue to be made, which are
in the end not reducing the environmental impact as much as it
could, or in fact make it even worse. Yes, a battery bank can operate
a ship at zero emission for a limited amount of time, but are the
emissions from the energy grid considered when recharging? The
weight it adds to the ship and the additional safety measures? What
about the battery itself, the raw materials needed and especially
their end-of-life? Is that zero emission?
Operational profile
A commercial ship is designed, engineered and built for a clear purpose,
its mission. Its operational profile will in reality be close to
what the ship was designed for. This is being addressed by the IMO
through the Energy Efficiency Design Index (EEDI). With superyachts
this is different. These vessels do not sail from A to B in a
straight line and are not underway as much as possible. A crucial
step in applying LCA to superyachts is collecting data of how superyachts
are actually used in reality in order to optimise their design
and engineering.
Preliminary data from analyses by Water Revolution Foundation
show that yachts are in the marina on average for more than fifty
per cent of the year, and at anchor for about thirty per cent of the
time. This means that they are not actively sailing eighty per cent of
the time. Knowing this, the attention to propulsion and hydrodynamics
alone, which is likely to be the main focus for optimising ships, is
good, but insufficient. It requires additional focus on a yacht’s other
function, namely moving luxury space, providing leisure and enjoying
hospitality, in other words its hotel function. In order to really
reduce a superyacht’s environmental impact, we need to focus on
Life Cycle Approach through vessel’s lifetime (courtesy Water Revolution Foundation).
SWZ MARITIME • JULY-AUGUST 2021
35
SUPERYACHTS
Eco design
Eco is not the new luxury, it is the real luxury. In other sectors, such
as construction, there is a large focus on eco design. Using more
sustainably sourced materials is an important part of it, but eco design
also takes into consideration health. Health of the end-user, but
also the health of workforces throughout the construction and endof-
life stages, and the communities around these facilities.
The yachting lifestyle is all about unwinding, enjoying nature and
exploring the oceans. The yachting community can be the stewards
of the ocean. This is the most important natural resource and stakeholder
for the yachting community and for its sustainable future.
Where the water is “just” the infrastructure for ships, it is the destination
for yachts.
Strategic position
It is ironic that yachting itself would come at a cost to the very nature
the yacht owners like to enjoy. Driven by this strong passion for
and dependency of the oceans, and with its affluent clientele,
yachting is in a strategic position to embrace new solutions and innovations.
It can be an early adopter, reducing the time-to-market of
prototypes or even co-create innovations with start-ups. Share
these innovations with the wider maritime sector, like Formula 1
does for the automotive industry. In addition to its already strong
economic impact, this would tremendously increase yachting’s social
impact and contribution to society as such.
Yacht Istros after completion of rebuilding at De Vries Scheepsbouw Makkum in 2020 (courtesy Feadship).
Yacht Istros wheelhouse in 1954 (top) and in 2020 (bottom) (courtesy Feadship).
both the propulsion and the hotel function.
LCA helps to provide insights in the main contributors of negative
impact, not only in its operation, but also during the build and refit
(end-of-life) stages. And helps making the most effective environmentally
friendlier choices, in case of newbuilds, but also in case of
refits.
SWZ MARITIME • JULY-AUGUST 2021
Drs Robert van Tol
Co-founder and executive director
of Water Revolution Foundation,
robert@waterrevolutionfoundation.org
36
SWZ MARITIME • JULY-AUGUST 2021
COMPOSITES
Vessels in the merchant fleet are mostly built from steel,
which readily lends itself to reuse and recycling (unsavory
practices in certain South Asian yards untold), but
composites present many challenges for a circular economy,
even if it is recycled under sound and safe conditions. When
it comes to commercial shipping, very little uptake of composites for
structural applications is expected. The only significant growth is
seen in the niche sectors of superyachts and service vessels, such
as pilot and search and rescue boats and small ferries. In typical
SOLAS vessels, composites are currently a possible choice for a
few special applications, for example in upper decks of car carriers,
tween decks, hatch covers and part of passenger cabins in cruise
ships. Uptake of composites in merchant vessels (>500 GT) is therefore
not expected to exceed 10,000 tonnes for the next decades.
All in all, this means that even in 2050 growth scenarios (solid lines,
figure 1), the combined composite usage in small and merchant vessels
is only similar to the Business-As-Usual scenario (dotted lines)
in the superyacht segment and all are completely dwarfed by the
recreational boat market that is estimated at 355,000 tonnes compared
to the total of all others of approximately 36,000 tonnes (Lite-
Composites are materials of choice for many marine applications, from small dinghies to wind
turbine blades more than 100 metres long. In commercial shipping, composites have yet to be applied
for non-structural purposes except in fishing vessels and small service vessels. Danish consultancy
company Litehauz wonders whether the next generation of merchant vessels could be less steel and
more composites at the end-of-life stage and what this would mean for ship recycling.
MARINE COMPOSITES WILL
NEED RECYCLING TOO
hauz reports). For 2022, the global marine composite market is estimated
at around 170,000 tonnes compared to a global wind blade
composite usage of more than 1,000,000 tonnes.
Challenges for recycling of composites
Marine applications use mainly fibre-reinforced polymers with the
reinforcement being primarily glass fibres and less so carbon fibres
Recycling method Description Energy demand Challenges
Mechanical Shredding, crushing and grinding 0.1-4.8 MJ/kg Produce high degree of residual resin
Ground material inconsistent due original formulations
Results in short fibers with poor mechanical properties
Fire hazards due to flammability of ground material
Downcycling to filler materials and energy
Pyrolysis Treatment in high temperature 24-30 MJ/kg Most widely used in recycling industry
and inert atmosphere Reduction of fiber strength
Lower energy demand for polyester than for epoxy resins
Microwave assisted pyrolysis demand only 5-10 MJ/kg
Solvolysis Dissolution in solvents 21-91 MJ/kg High energy demand
or supercritical water Degradation of fibers
Safety hazards and environmental hazards
Not industrially applied
Table 1. Main challenges of current recycling technologies with energy demand (courtesy Litehauz).
Figure 1. Composite usage in shipping sector (courtesy Litehauz).
37
SWZ MARITIME • JULY-AUGUST 2021
COMPOSITES
with thermosets and thermoplastics as matrices. Structural composites,
such as sandwich structures, are also found. There are
currently only few technologies available for recycling of composites
(table 1) and they are all challenged on the energy demand and
on the quality of the resulting product, which rarely allows direct
reuse of fibre material due to loss of tensile strength. Therefore,
most recycled composites are downcycled to filler materials and
oils or simply used as a carbon energy source. Technology modifications
are emerging for maintaining fibre properties (post-chemical
treatments and controlled atmosphere pyrolysis) or reducing
process energy demand (microwave assisted pyrolysis).
In recycling, as in most commodity markets, the access to a steady
and well-characterised raw materials is paramount. More than forty
per cent of composite waste is generated in the original manufacturing
processes as residues and scraps when cutting plies and
performing unavoidable trims (Litehauz reports) and these constitute
the primary driver for the composite recycling market.
A challenge for the glass fibre recycling market is that the global
market of recycled carbon fibres attracts investors, because it was
estimated in 2020 at USD 109 million, while that of glass fibres would
only reach USD 44 million despite a much higher waste volume. The
former is also growing at nearly double the rate (twelve per cent) of
the latter (seven per cent) (see Litehauz reports).
A final challenge in glass fibre recycling is the low value of the virgin
material, which often does not justify using recycled fiber materials:
for example, fillers and adhesives such as calcium carbonate
and silica are so cheap that it is not economically viable to explore
this application for recycled composites.
Need for regulation
The existing standards and IMO regulations (SOLAS) play a significant
role in limiting composite (and polymer) technology uptake in
shipping. Several technology projects in the EU seek to improve
knowledge regarding fire safety tests and mechanical and thermal
properties to propose updated risk scenarios and guidelines.
In the case of the most significant market segment for composites
– the recreational boats – the dismantling and recycling phase is
largely unregulated or rarely enforced anywhere globally. Even boat
owners willing to pay would find it a challenge to dispose of boats
responsibly since practically no dedicated infrastructure is available.
One exception is in France where a collection and dismantling
system has been tested and is projected for 2025.
Closing the loop for composites
The volumes of composites generated from recycling of larger vessels
are in fact not expected to increase dramatically in the coming
decades, unless gatekeeping regulations change. Yet, the smaller
vessels, superyachts and in particular, the recreational boating sector,
are going to deliver significant growth in composite materials.
Since the sustainable dismantling of composites from vessels is far
from a well-established practice, regulators should start considering
how to address this and ensure the establishment of a sustainable
supply chain for recycled composites. The current localised and
small-scale dismantling of fibre-reinforced boats of today has very
little to do with recycling, let alone circular economy thinking and it
is challenged by the geographically distributed nature of the obsolete
boats and of the great variety in designs and materials, which
entails problems with collection and raw materials separation.
Look at the wind turbine industry
On the upside, two beneficial trends lend the industry a window of
opportunity. Firstly, due to the financial crisis of 2007-8, a global return
to higher volumes of obsolete recreational boats is not expected
until after 2030. Secondly, the wind turbine industry is already
moving ahead with recycling technologies for wind turbine blades
taking advantage of the large volumes available and a more homogenous
or at least better specified composition of the materials in
use. The massive dismantling of early offshore wind turbines is driving
a recycling technology development that the marine sector
should be clever enough to piggy-back on. This would allow all
“problem owners” to better meet the challenges of waste composites
and ensure that both the recreational boats and the coming uptake
of composites in commercial shipping can be managed in a
sustainable way. The marine industry has ample time to launch circular
economy approaches to composites – just get started.
Dr Frank Stuer-Lauridsen
CEO of environmental consultancy
company Litehauz, assisting clients
globally with sustainable asset
trading and green ship recycling in
practice since 1999, fsl@litehauz.dk
Figure 2. Circular economy issues of composites in wind turbine sector, recreational
boating and commercial shipping (courtesy Litehauz).
Editor’s note: The full reports on composites in shipping
from Litehauz are available for download through the link
provided on the Resources page in this magazine.
38
SWZ MARITIME • JULY-AUGUST 2021
IHM WEBINAR
This IHM is a mandatory document to have ready for inspection
during the ship’s operational lifetime based on
the EU SRR (EU Ship Recycling Regulation), that entered
into force as early as at the end of 2013. Existing ships
have had to comply with this regulation from 31 December 2020. For
the newbuilding and operational time of a ship, only IHM Part I is
relevant. Prior to recycling at the ship’s end of life, Part II (Hazardous
wastes) and Part III (Stores) of the IHM come into play.
Suppliers provide the data
Key to the content of any IHM is the factual information provided by
the ship’s suppliers. Two types of documents are required from a
supplier for relevant components or equipment delivered to a ship:
• Supplier’s Declaration of Conformity (SDoC), a signed declaration
testifying that the related Material Declarations (MDs) are
correct.
• MDs, which specify presence and absence of the hazardous
materials of a product.
One SDoC can cover one or multiple MDs, and MDs can be consolidated
for products made of identical materials. It is good practice to
use the IMO MEPC.269(68) standard templates for the SDoC and
MDs and add the two additional substances required by EU SRR to
allow easy processing for the ship’s IHM. This is to be done under
the responsibility of and by the shipowner (or in case of newbuilding
by the shipyard) or by an agency on his behalf.
When a ship is going to be recycled, the Inventory of Hazardous Materials (IHM) must be completed
prior to a final survey. It serves as vital input for the ship’s recycling plan to be developed by the ship
recycler. The IHM Part I (Structure and Equipment) is a live technical file, which documents specific
hazardous materials contained in a particular ship.
IHM MAINTENANCE:
LIGHT INTO THE DARK
How an IHM is made up
The IHM Part I is compiled of documents provided by the suppliers.
The IHM lists type, locations and quantities of hazardous materials
in structure and equipment of the ship. The substances to be documented
are subdivided into two categories, the Table A Materials
(EU SRR = Annex I) and Table B Materials (EU SRR = Annex II). Table
A Materials are the prohibited materials and Table B are the restricted
items. So, the Table B Materials are still allowed on board,
but you must document them. All these Table A and B substances
are exactly defined in the IHM regulations, together with their specified
threshold values.
Initial IHM development for existing ships
An investigation including inspection and sampling of suspicious
materials is to be done on board each ship by a recognised HazMat
expert. The expert must know where and what to look for, and if materials
require sampling and analysis in a specifically accredited
laboratory. Despite a total ban by SOLAS from 2011, asbestos is still
commonly found inside ships.
How is an IHM controlled and when is it needed?
The IHM is mandatory under the EU SRR for ships flying an EU flag
as of 1 January 2021, and for any ship calling at an EU port. The IHM
is a cornerstone of the (yet voluntary) Hong Kong Convention for
ship recycling adopted by many seafaring states already. The IHM
No. Hazardous materials Where found
1 Asbestos Flange gaskets, pipe insulation materials, spares
2 Lead, acid Batteries
3 Lead, chromium Paints
4 Ozone depleting substances Foam pipe insulations
5 Polybrominated biphenyl, polybrominated diphenyl ether Foam pipe insulations
6 Organotin Anti-fouling paints
7 Mercury Gyro compasses
8 Radioactive ionisation Smoke detectors
Most frequently found hazardous materials on board ships (courtesy SGS).
39
SWZ MARITIME • JULY-AUGUST 2021
IHM WEBINAR
certificate needs to be renewed every five years. IHM control is exercised
by class societies, flag states and port state control. This is
no light matter. A shipowner can face hefty fines (in France up to €
100,000 or one-year imprisonment) or detention in EU ports when
the IHM is found noncompliant.
For newbuilds, the IHM is developed by the shipyard. For existing
ships, the shipowner is responsible for compiling and successively
maintaining the IHM. He may engage an expert company to assist
him. The expert service provider can take over this part of the shipowner’s
responsibility for IHM maintenance.
IHM maintenance process
Guidance is made available to shipowners by experts and service
providers on how to run an adequate and efficient IHM maintenance
programme. Firstly, IHM relevant order items are identified
and requests for documentation are sent to their suppliers.
Then the incoming documents are analysed. Adequate documents
are accepted and processed, inadequate documents rejected and
the struggling suppliers guided in achieving compliant documents.
So-called Positive-MDs (hazardous substance(s) contained above
the specific threshold level)
are to be processed further
for recording the locations
and quantities of the
subject materials once installed,
relocated or removed.
So-called Zero-
MDs (stating that no
hazardous materials are
contained) are archived
and do not require further
follow-up on board. The
installation details are
checked on board the ship
and the IHM file is updated
with the resulting information. All received SDoCs and MDs are
stored in case liability issues surface later on. In the company organisation,
the shipowner has to appoint a designated person who
is responsible for ensuring a proper IHM maintenance process.
Industry guidance through WISTA webinar
How to do it properly? As many companies are struggling to find
practical answers, WISTA decided to host an international webinar
on IHM maintenance on 15 April 2021. In a German-Dutch collaboration,
the WISTA webinar was moderated by Marielle Gehlert (Anthony
Veder). Five enlightening presentations on IHM maintenance
were given by Oliver Tiedchen (Nordic Shipmanagement), Henning
Gramann (GSR Services), Hanneke Dekker (SGS), Otto Klemke (Nautiluslog),
and Anne-Marie van den Bosch (Kerger). These speakers
represented the main stakeholders in the IHM maintenance process:
Shipowners, expert service providers, and product suppliers.
Purpose was to learn on the IHM essentials, address the industry’s
implementation problems with IHM maintenance, get clarifications,
and highlight potential solutions.
In the Q&A session of the WISTA webinar, the 114 industry participants
had ample opportunity to field their burning questions and get
expert advice on IHM maintenance practice. The outcomes of the
webinar are shared with the industry through the WISTA channels
and this SWZ|Maritime article. The recording of the webinar can be
accessed through the Resources page in this magazine.
Who is responsible for the IHM?
Shipowners are responsible for getting the IHM developed for their
existing ships and for taking care of IHM maintenance to ensure
having an up-to-date IHM on board. They can contract service providers
to assist them with this task. For the correctness of IHM information,
a chain of information and product liability down to the
manufacturer of a shipboard item should be established for avoiding
related risks.
What is exempted from the IHM?
The saying is that if you turn the ship upside down and shake it, anything
that falls out does not need to be covered in the IHM. In fact,
anything that is “loosely fitted” can be excluded, such as an emer-
If you turn the
ship upside down
and shake it,
anything that falls
out does not need
to be covered in
the IHM
Process flowchart for IHM maintenance (courtesy GSR).

40
IHM WEBINAR
gency position indicating radio beacon (EPIRB). There are many
other exclusions that apply to entire components, but also can be
applied on a granular basis. Careful identification is key to ensure
an efficient IHM maintenance for shipowners as well as MD management
for suppliers and manufacturers. An IHM expert on average
identifies five per cent of all order items as relevant and
achieves a return ratio of around eighty per cent.
Which materials and substances are relevant?
Not an easy question as it is not answered by any of the present
IHM guidelines. You have to apply an efficient degree of categorisation;
consult IHM experts for advice. There are many materials that
need no MD, like bare steel. It is estimated that 95 per cent of a
ship’s materials are not relevant to the regulations. Instead of burdening
everyone with unnecessary paperwork and document requests,
focus on those five per cent of relevant items that are absolutely
needed, to prevent unnecessary work and costs.
What if a product expires?
The suppliers and their sub-suppliers need to establish a mechanism,
which ensures that accurate and up-to-date data is provided
and utilised at any time. This applies especially when a sub-supplier
of a manufacturer changes his material mix. A sound data management
mechanism including “Terms & Conditions” needs to reflect
related responsibilities.
What if a supplier provides no documentation?
In the longer run, a supplier will need to provide the required MD
documentation. Otherwise he cannot stay in the maritime business.
What shipowners can do
Make the supplier’s documentation an integral part of procurement
orders. The terms and conditions of the purchasing part could be
adjusted to make the provision of such documentation mandatory. If
there are payment terms to receipt of documentation obligated,
chances are higher that suppliers will provide this information.
What owners should also consider, is to set the updating frequency
of the IHM on board. If it is a computer system, make sure it is
logged in weekly to check for any necessary updates and tasks for
the crew. In this way, due diligence is shown and evidence is available
for possible port state control inspections.
Available software tools
To process the purchased items on board of the vessels, Nautiluslog
has setup a software solution to trace the changes of equipment
and installations. Through an interface between the procurement
system and Nautiluslog, specific order data is transferred automatically
and linked at the other end to the experts, who are reviewing
all line items and check them for relevance as per the applicable
regulations. In case there are IHM relevant line items, the system
will automatically ask suppliers to upload their MD data for the
specified products. To ensure a legally sound approach, it is important
that the provided documents are checked on formal compliance,
otherwise they need to be rejected and the supplier needs to
be requested to amend them.
Local purchases
Sometimes the crew needs to purchase items locally in a port. If no
documentation is provided, the only alternative is to take a sample
Screenshot from first WISTA IHM webinar on 15 April 2021 (courtesy Anthony Veder).
SWZ MARITIME • JULY-AUGUST 2021
41
IHM WEBINAR
of the suspicious material, specify what it should be analysed for in
a laboratory and by doing so generate at least some documentation.
Nevertheless, it is not fully compliant, time-consuming and HazMat
expert knowledge is required for handling this. Also, in case of MD
doubt, a service company like SGS can provide a sampling kit. This
is proposed for emergency samplings only.
Diversity in practical execution
Kerger, a wholesaler of marine electrical products, started with repeated
mailings to manufacturers for all products delivered to vessels
in 2020. These manufacturers are from different industries with
worldwide locations. Even
after further explanation
and sending the standard
SDoC and MD templates,
Kerger had just a forty per
cent response rate. Of the
responders, ten per cent
sent in an MD (some incomplete
or too general),
another ten per cent sent
in different documents
such as REACH (Registration,
Evaluation, Authorisation
and restriction of
CHemicals) or RoHS (Restriction
of Hazardous Substances) documents, or an MSDS (Material
Safety Data Sheet). Others had no recognition of IHM, declared
they were unable to respond due to handling too many products, or
stated they will charge costs for time and effort creating the MD.
On the other hand, in talking with their customers, Kerger has received
requests for documents covering ALL products delivered per
purchase order. Also, requests have been received for a single declaration
categorising all Kerger electro-technical products as
“loosely fitted”. Kerger’s intention to participate in this WISTA webinar
was to work together for creating awareness and open conversation
about the present variety of interpretations and approaches
of different stakeholders in the supply chain.
What suppliers can do
Henning Gramann advocates the use of generic material declaration
documents covering product families with similar material
properties in one go. He recommends making your documentation
not client or ship specific (although some parties will request this).
Otherwise the maintenance burden of all these individual documents
will become even higher. Connect your physical products
with their documentation by a software coupling on the same virtual
shelf. If the product changes, the documentation will change too.
A final piece of advice to suppliers from Henning: ‘Documentation
on products shall be issued only when this is relevant under IHM requirements.
And suppliers shall check the exemption categories,
loosely fitted items and reject requests for declarations when products
are not relevant. Suppliers can work together with an IHM expert
to cover liability.’
Supply chain collaboration
We can only have a compliant, up-to-date IHM on board if we work
together. To broaden knowledge and share experience, WISTA is
working on a follow-up webinar, which will continue from the Q&A
part of the first. This will answer further questions and create a
panel for open discussion on how to tackle the IHM maintenance as
best practice. All information on industry best practices is welcome.
We can only have
a compliant and
up-to-date IHM
on board if we
work together
Marielle Gehlert
Vessel manager at Anthony Veder
and WISTA NL board member,
mgehlert@anthonyveder.com
Anne-Marie van den Bosch
Sales manager marine & offshore at
Kerger, avdbosch@kerger.nl
Ir Martijn van Wijngaarden
Independent marine consultant and
SWZ|Maritime guest editor,
consultant@vineyardseurope.nl
ACRONYMS FOR SHIP RECYCLING
ACM Asbestos Containing Materials
COP Conference of the Parties
DASR Document of Authorisation to conduct Ship Recycling
EOL End-of-Life
FOC Flag of Convenience
HKC Hong Kong Convention
IHM Inventory of Hazardous Materials
IRRC International Ready for Recycling Certificate
LDT Light Displacement Tonnes
MD Material Declaration
SDoC Supplier’s Declaration of Conformity
SRF Ship Recycling Facility
SRFP Ship Recycling Facility Plan
SRP Ship Recycling Plan
SRR Ship Recycling Regulation
SRTI Ship Recycling Transparency Initiative
WEEE Waste Electrical Electronic Equipment
WSR Waste Shipments Regulation
Source: DOGOA, IRO 2016, A.M. van Wijngaarden
SWZ MARITIME • JULY-AUGUST 2021
42
SWZ MARITIME • JULY-AUGUST 2021
EXPERT OPINION
I sincerely hope that the next generation will continue to pursue
what Sea2Cradle started more than twenty years ago when we
investigated a better alternative for recycling ships compared
to the dangerous practices still seen today at the beaches in
India, Bangladesh and Pakistan, where most end-of-life ships end
up.
Controlled and contained are the keywords
Controlled means control over the recycling methodology, health
and safety and environmental spills. A controlled methodology
means not applying the gravity method used at the recycling beaches
and some yards in the EU, USA and Turkey. The issue with this
method is that you create a dangerous situation when dropping
masts, blocks and other structures, weighing more than 20 tonnes.
To put this in perspective: A pipe of 10 kg falling from 10 metres on
the hard hat of a worker is potentially fatal. Our supervisors often
see dangerous situations at recycling facilities such as uncovered
holes, working at height without fall arrest, cutting of blocks without
taking a proper look at the situation, housekeeping not in order,
torch cutting through cables, lack of proper escape routes, poor
fi refi ghting management and equipment not in good order.
After twenty years in this business, it keeps me amazed that, despite efforts made by responsible
shipowners, authorities, and other stakeholders, basically nothing has changed and that the ship
recycling industry is still polluting this world. Health and safety control have improved only slightly,
but we still see many accidents happen in this dangerous business.
THE SHIP RECYCLED:
GOOD RIDDANCE… OR NOT?
A personal account from an insider
Contained means keeping the dirt, waste, fuels, hazardous materials
and other polluting materials and fl uids under control without
any spill into the environment. Easier said than done, as we often
encounter a general lack
of understanding of the
consequences of spillages
at recycling facilities.
What I have learned in the
past two decades, is that
you can and must use the
vessel and the quay side
as containment areas.
Spillages within the hull of
the ship are kept contained
and can be cleaned and
disposed easily. Spillages
ashore can also be
cleaned up easily if the
area has an impermeable membrane, is concreted and has a proper
drainage system.
The moment blocks and equipment containing waste and fl uids are
Photo: Controlled recycling with safe lifting and working at height (courtesy Sea2Cradle).
I suspect it will
take yet another
generation before
ship recycling is a
clean industry
43
SWZ MARITIME • JULY-AUGUST 2021
EXPERT OPINION
transferred from ship to shore, the situation becomes riskier. The
distance between the contained area of the ship and the contained
area ashore should be kept to a minimum and spill prevention measures
such as oil booms should be installed. The application of oil
booms is not possible at the beaches in India, Pakistan and Bangladesh.
The tidal influence is such that the vessel will rest on “dry”
land during low tide and pollutants are washed away during high
tide.
The dos and don’ts
The recycling process actually starts at the design phase of a vessel,
rig or other marine asset. Which materials are used? Can these
be re-used when it comes to recycling and should designers not
choose to use higher valuable materials? Can we think of materials
whereby cleaning of tanks, pipes and equipment is easier and removes
all potentially hazardous remains of the oil industry such as
NORM (Naturally Occurring Radioactive Material) and mercury? Is
the construction such that residues of the cargo and the operations
increase the presence of hazardous materials at so-called hot
spots? When will the industry finally control the use of asbestos, especially
white asbestos (chrysotile), which, in some countries, is
still considered as non-hazardous?
During the service of a vessel, its maintenance is important, but
more attention should be given to the use of replacement materials
and spare parts. Too often our surveyors find sheets used for cutting
replacement gaskets on board that contain asbestos. This presents
us with the challenge of determining where the materials
have been used, but it also endangers the environment in the workshop
itself with asbestos dust all over the place.
When the shipowner has no further employment for the vessel, and
cannot sell it onwards for further trading, he/she must take the decision
to recycle. The owner is confronted with an uncommon situation
and, because of the complexity of the subject, in most cases,
the house broker will be tasked to sell the vessel for scrap without
knowing what the consequences of this path may be. It’s the easy
way and it works because there is hardly any control by authorities.
Only recently we noted several occasions where European shipowners
were prosecuted for the consequences of their wrong decisions.
Vital process activities
So, what should a shipowner consider when the decision is made to
recycle? Basically three keywords should be kept in mind: Prepare,
execute and control.
Prepare:
• Rules and regulations: Know how and where you need to follow
regulations in force such as the Basel Convention, the EU Ship
Recycling Regulation and Waste Shipments Regulation, and not
to forget the upcoming Hong Kong Convention (still not ratified),
all of which can assist the shipowner with guidelines.
• Financial consequences of the sale are always a headache. The
treasury department of a shipowner is known to keep the book
value high for obvious reasons. Confrontation with the sale for a
price lower than is listed in the books forces the shipowner to
sell the vessel to the highest bidder.
• Prepare the ship, clean, arrange gas-free and most importantly
arrange for the creation and/or finalisation of the IHM (Inventory
of Hazardous Materials) by qualified surveyors. Encountering
IHMs of just one page whereby only a statement “to the best of
our knowledge” is provided still gives me the shivers.
• It is important to choose a broker that is acquainted with the
(steel) market, the players (and the crooks), the responsible and
trusted yards and the right contract such as BIMCO’s Recyclecon.
Remember to have alternatives in place, even just before
delivery when a yard wants to re-negotiate the price because of
various reasons.
• See to it that the yard has an SRFP (Ship Recycling Facility Plan)
Aft trimmed hull section as fluids containment. Note the oil boom in place and the
crane used for controlled recycling (courtesy Sea2Cradle).
Quality cycle of vital recycling process activities (courtesy Sea2Cradle).
44
EXPERT OPINION
and has created the SRP (Ship Recycling Plan), based on,
amongst others, the IHM.
Execute:
• The rules and regulations require the necessary paperwork is
shared with, and approved by, authorities and their representatives
(classification societies).
• Instruction to the crew, the superintendents and other stakeholders
is important for a smooth delivery.
• Execution of the sale contract by trusted persons is obvious, but
these persons should be aware of the ins and outs.
Control:
• After handover to the yard, most shipowners declare that they
are not responsible anymore for the recycling. I have always
wondered why. You sell an asset, but you are not willing to take
your responsibility or “duty of care” for the agreed terms and
conditions. The risk of being held responsible by workers or the
yard because of false information is increasing. Court cases are
currently running and before you know it, the shipowner must
explain why certain decisions were taken.
What’s coming?
In the next five to ten years, I foresee regulations change, finetuned,
adopted and being enforced by flag states or other regulators.
New cutting techniques are being tested right now, which will
be safer, environmentally friendlier and more effective. The call for
a stricter control of waste disposal will be louder. New techniques
to make waste suitable for use in the building industry are already
introduced and will be developed further, aiming for a zero spill.
For the longer term, a circular economy, protection of workers and
environment and, finally, innovation are the key words for the ship
recycling industry. These keywords require a completely different
mindset for most of the shipowners, shipbrokers, banks, recycling
yards, authorities, and the workers. Good riddance is still the way of
thinking in many people’s minds, but in fact, there is a lot which is
not seen by stakeholders (whether on purpose or not). Currently, it’s
all about making money, which is important, but should not be the
leading factor. How to change this mindset is difficult.
I have my hopes on the next generation, but must admit that I have
my doubts too. I suspect it will take yet another generation before
we finally can state that ship recycling is a clean industry. But our
experienced managers and inspectors are ready to turn the tide for
our clients. We assist shipowners with the responsible recycling of
their assets.
Wouter Rozenveld
Director of Sea2Cradle BV since
2011 and Sr. HazMat Expert. After a
seagoing and shore career with
Nedlloyd, he joined Maersk Line as
Operational Manager of Ship
Recycling, and then continued
founding Sea2Cradle,
rozenveld@sea2cradle.com
SWZ MARITIME • JULY-AUGUST 2021
sales@sea2cradle.com
www.sea2cradle.com
Tel.: +31 6 1586 4875
Sea2Cradle is a global expert in green and responsible ship recycling, providing
a hassle-ree way for ship owners to responsibly have their ship, rig, platform or
FPSO recycled in a controlled and contained manner.
The entire process meets the highest standards of Health, Safety and
Environment. We only work with yards that fully comply with our standards and
those of the EU SRR, Basel Convention, HongKong Convention.
R?????????? S??? R????????
????????? ????? ??????????
???? ?????????? ???? ?????????? ?????????
sales@sea2cradle.com
www.sea2cradle.com
Tel.: +31 6 1586 4875
Sea2Cradle is a global expert in green and responsible ship recycling, providing
a hassle-ree way for ship owners to responsibly have their ship, rig, platform or
FPSO recycled in a controlled and contained manner.
The entire process meets the highest standards of Health, Safety and
Environment. We only work with yards that fully comply with our standards and
those of the EU SRR, Basel Convention, HongKong Convention.
R?????????? S??? R????????
????????? ????? ??????????
???? ?????????? ???? ?????????? ???? ?????????
sales@sea2cradle.com
www.sea2cradle.com
Tel.: +31 4875
Sea2Cradle is a global expert in green and responsible ship recycling, providing
a hassle-ree way for ship owners to responsibly have their ship, rig, platform or
FPSO recycled in a controlled and contained manner.
The entire process meets the highest standards of Health, Safety and
Environment. We only work with yards that fully comply with our standards and
those of the EU SRR, Basel Convention, HongKong Convention.
R?????????? S??? R????????
????????? ????? ??????????
???? ?????????? ???? ?????????? ???? ?????????
sales@sea2cradle.com
www.sea2cradle.com
Tel.: +31 6 1586 4875
Sea2Cradle is a global expert in green and responsible ship recycling, providing
a hassle-ree way for ship owners to responsibly have their ship, rig, platform or
FPSO recycled in a controlled and contained manner.
The entire process meets the highest standards of Health, Safety and
Environment. We only work with yards that fully comply with our standards and
those of the EU SRR, Basel Convention, HongKong Convention.
R?????????? S??? R????????
????????? ????? ??????????
???? ?????????? ???? ?????????? ???? ?????????
Sea2Cradle is a global expert in green and responsible ship recycling, providing
a hassle-ree way for ship owners to responsibly have their ship, rig, platform or
FPSO recycled in a controlled and contained manner.
The entire process meets the highest standards of Health, Safety and
Environment. We only work with yards that fully comply with our standards and
those of the EU SRR, Basel Convention, HongKong Convention.
S2C.indd 1 02-06-2021 10:41
Consultancy
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45
SWZ MARITIME • JULY-AUGUST 2021
RERSUOBURRIECKES
Conventions and regulations
Basel Convention implementation for ship dismantling http://www.basel.int/Implementation/ShipDismantling/Overview/tabid/2762/Default.aspx#
Basel Ban Amendment implementation http://www.basel.int/Implementation/LegalMatters/BanAmendment/Overview/tabid/1484/Default.aspx
Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships https://www.gsr-services.com/pdf/1a.pdf
European Union Ship Recycling Regulation https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32013R1257&from=EN
European List of Ship Recycling Facilities https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32020D1675&from=EN
European Union Waste Shipments Regulation https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:02006R1013-20140526&from=EN
European Union Waste Electrical and Electronic Equipment Directive https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:02012L0019-20180704&from=EN
Guidelines
IMO MEPC Guidelines (6) for implementing Hong Kong Convention https://imo.libguides.com/c.php?g=659460&p=4744890
EMSA IHM Best Practice Guidelines http://emsa.europa.eu/about/financial-regulations/items.html?cid=280&id=3003
EMSA PSC inspection guidelines to enforce EU SRR http://emsa.europa.eu/newsroom/latest-news/item/3721-guidance-on-inspections-of-ships-by-the-portstates-
in-accordance-with-regulation-eu-1257-2013-on-ship-recycling.html
Ship recycling guidelines for devising a strategy in compliance with complex regulatory
framework, Standard Club, October 2020
https://www.standard-club.com/fileadmin/uploads/standardclub/Documents/Import/publications/
bulletins/3355377-36004_sc_ship_recycling_bulletin_ep_20102020_v4.pdf
Books
The Recycling of Ships by Dr. Nikos Mikelis, GMS. Second edition, October 2019 https://gmsinc.net/gms_new/assets/publications/pdf/2020-01-16rJU_org.pdf
ILO Safety and Health in Shipbreaking, Guidelines for Asian Countries and Turkey, 2004 https://www.ilo.org/safework/info/standards-and-instruments/codes/WCMS_107689/lang–en/index.htm
Reports
The Current Picture and the Future Vision of the Ship Recycling Industry, WMU, Y. Urano, 2012 https://commons.wmu.se/cgi/viewcontent.cgi?article=1010&context=all_dissertations
Preparatory survey on the ship recycling yard improvement project in India, final report, JICA,
2017
https://www.jica.go.jp/english/our_work/social_environmental/id/asia/south/india/c8h0vm00009ulddwatt/
c8h0vm0000bfqat9.pdf
Ship Recycling, An Overview, OECD Policy Paper No. 68, April 2019 https://www.oecd-ilibrary.org/science-and-technology/ship-recycling_397de00c-en
BIMCO report on the European List of Ship Recycling Facilities, Marprof, December 2020 https://www.bimco.org/news/priority-news/20201203-bimco-eu-ship-recycling-regime-improved-butgaps-
remain
Litehauz reports on Composites in Shipping, February 2021 https://eu.workplace.datto.com/filelink/fccc-44c63cee-f3af9a93fe-2
Webinars
WISTA Webinar on IHM Maintenance, April 2021 https://www.youtube.com/watch?v=aGvxnYo3VGU 
2021 GREEN4SEA Virtual Forum Panel 6: Ship Recycling https://www.youtube.com/watch?v=nO4KmtHCbrg
SWZ|Maritime
Verbod sloopstranden stuit op verzet, A.A. Oosting, SWZ|Maritime 09-2016 Later this year, our archive (https://www.swzmaritime.nl/pdf-archive/) will be available again to
subscribers. This way, these SWZ|Maritime ship recycling articles can be accessed.
Design for Recycling, R.J. Berendschot, SWZ|Maritime 09-2016
Noorse reders en Boskalis wijzen de weg in strijd tegen sloopstranden, A.A. Oosting,
SWZ|Maritime 09-2015
Shipbreaking Innovations in Asia, A.M. van Wijngaarden, SWZ 04-2004
The Guardian
Where oil rigs go to die, Tom Lamont, May 2017 https://www.theguardian.com/business/2017/may/02/where-oil-rigs-go-to-die
Public information platforms
NGO Shipbreaking Platform Annual Lists https://shipbreakingplatform.org/resources/annual-lists/
SRTI Progress and Annual Reports https://www.shiprecyclingtransparency.org/wp-content/uploads/2021/05/SRTI-2021-Progress-Report.pdf
Demogate market services platform https://demogate.com/
Recycling documentaries
BBC documentary Breaking Bad, 2020 https://www.bbc.co.uk/news/extra/ao726ind7u/shipbreaking
RAI documentary Concordia Ultimo Atto, 2017 http://www.tg1.rai.it/dl/RaiTV/programmi/media/ContentItem-0a808847-75ee-473d-8a72-e2318183c3e4-
tg1.html
Recycling project movies
Dockwise Vanguard loading Hermod https://www.youtube.com/watch?v=qvQqGW5qa9M
Recycling Rijndelta time-lapse at SSN https://www.youtube.com/watch?v=UAnL8MGGZp8
Decommissioning of the M/V Kaami at Kishorn port https://youtu.be/hLFPAsyozk4
Costa Concordia recycling timelapse https://www.youtube.com/watch?v=y7bYDIbZyd0
Die lukrative Costa Concordia-Verschrottung | Wirtschaft kompakt https://www.youtube.com/watch?v=FGU5NDL_lZw
Turkey’s ship-breaking business steams ahead as coronavirus sinks global cruise liner industry https://www.youtube.com/watch?v=PymG1jV_xZk
How $300 million cruise ships are demolished https://www.facebook.com/businessinsider/videos/156565036476511/
A ship disappears by recycling https://www.youtube.com/watch?v=tC9s_FMbzFg
Shree Ram Group of Industries Alang – Green ship recycling https://www.youtube.com/watch?v=x11xaJ7JfLc
Baijnath Melaram – Alang’s First Off Shore Crane https://youtu.be/LgmZGJ74E3Y
Ship Recycling | 3 VLOCs beached within one week, GMS https://youtu.be/5MT3ck3e4oM
SHIP RECYCLING RESOURCES
COMPILED BY IR MARTIJN VAN WIJNGAARDEN, INDEPENDENT MARINE CONSULTANT AND SWZ|MARITIME GUEST EDITOR
COORDINATING ALL SHIP RECYCLING ARTICLES IN THIS MAGAZINE, CONSULTANT@VINEYARDSEUROPE.NL
For readers convenience, active hyperlinks are made available on our website, https://www.swzmaritime.nl/news/2021/08/25/swzmaritimes-july-august-2021-issue-responsible-ship-recycling. URLs are valid at time of publishing.
46
SWZ MARITIME • JULY-AUGUST 2021
MARS
Look before you turn: Mars 202128
As edited from MAIB (UK) report 7/2018
A tanker was underway in darkness in a
busy traffic separation scheme (TSS) zone
with the master at the con. An officer of the
watch (OOW) and two able seamen (ABs)
were also part of the bridge team. The
master and OOW were each at a radar and
the two ABs were both keeping a lookout
or at the helm as required.
Meanwhile, a bulk carrier making about 16
knots was overtaking the tanker. The vessels
were on a converging course at a
range of 1.6 nm. The tanker’s master set the
engine to half ahead (speed of about 13
knots) to increase the closest point of approach
(CPA) to another vessel, a small
general cargo carrier. With the vessels
now 1 nm away from each other and still on
a relatively steady bearing, the bulk carrier’s
master became concerned by the
small CPA to the tanker. He asked the OOW
to contact the tanker’s bridge team via VHF
to clarify their intentions. As the bulk carrier
approached a narrowing of the traffic
lane, the master reduced the engine setting
to half ahead. At about the same time, the
tanker’s master also reduced speed and
switched to manual steering with one of
the ABs at the helm.
After the VHF conversation, the bulk carrier’s
OOW relayed his understanding of the
conversation to the master, who had not
listened to the call. The OOW explained
that the tanker’s bridge team did not want
to be overtaken on the starboard side, but
this was not what had been communicated.
On the contrary, the tanker’s bridge team
expected the bulk carrier to continue to
pass on their starboard side. Relying on the
OOW, the master decided to alter to port to
pass down the tanker’s port side. After a
trial manoeuvre on the ARPA, he instructed
the helmsman to put the helm to port. The
bulk carrier was now about seven cables
from the tanker. The ship came around
THE DANGERS OF WORKING OVER THE SIDE
Mariners’ Alerting and Reporting Scheme
slowly to a heading of about 170° in a series
of smaller manoeuvres that went unnoticed
by the tanker’s bridge team. The bulk
carrier’s master was now at the forward
bridge windows on the starboard side to
monitor the tanker visually. The tanker’s
master continued to monitor the small vessel
ahead, which was now bearing fine on
their port bow at a distance of 0.65 nm.
Concerned about the developing situation,
the tanker’s master reduced the engine to
dead slow ahead. He was under the impression
that the bulk carrier would pass
down their starboard side, and so decided
the best way to increase sea room with the
small general cargo vessel, even though it
had already passed ahead, would be to
take a full turn to port. Without a visual
check for sea room astern, the tanker’s
master ordered hard port helm to begin the
turn. He also increased the engine setting
to slow ahead. The bulk carrier was now
only 0.42 nm off the tanker’s port quarter.
Soon, the tanker’s lookout saw the bulk
carrier close on their port quarter. He alerted
the master just as the OOW questioned
the master’s intention to complete a full
turn with the bulk carrier astern. The master
was surprised to see the bulk carrier so
close, and reduced the engine setting to
dead slow ahead while ordering the helmsman
to stop the swing to port. He then ordered
10° of starboard helm and then hard
to starboard. He also increased the engine
setting to half ahead to speed up the turn.
Meanwhile, the bulk carrier’s master was
surprised to see the tanker altering rapidly
to port and across his vessel’s bow. The
ships were now just 655 metres apart when
the tanker steadied on to a heading of 172°.
Unsure of the tanker’s master intentions,
the bulk carrier’s master ordered the helm
hard to starboard. As the distance between
the vessels continued to reduce, he
changed his mind, first ordering the helm
hard to port and finally hard to starboard.
The vessels were now too close and a near
parallel collision was inevitable. The general
alarm was sounded on both vessels.
After contact, the vessels remained immobile
alongside each other for about an hour.
Then, the tanker manoeuvred away. Neither
vessel required assistance to make for
a port of refuge.
The bulk carrier’s and tanker’s track before colliding.
The official investigation found, among other
things, that the tanker master’s reaction
times and decision-making ability were
possibly reduced, as indicated by his omission
to check for sea room before the port
course alteration. The contributing factors
that led to this reduced ability were the
time of day and possible fatigue of the master.
This was his first transit of this high
traffic area, so mental loading may also
have played a role a role.
Lessons learned
• The person with the con of a vessel
should listen intently to any critical
communication with other vessels,
even if this task has been delegated to
another bridge team member.
• Long-range scanning of vessel movements
via radar is preferable to last
minute VHF communication for collision
avoidance.
47
SWZ MARITIME • JULY-AUGUST 2021
All Mars Reports are also published
online, www.swzmaritime.nl.
MARS
Two many pilot boats: Mars 202129
As edited from Dutch Safety Board report
‘Perception of pilotage’, January 2021
In the early morning darkness, a bulk carrier
was outbound under pilotage. As it approached
the pilot disembarkation point,
the pilot tender made an approach to disembark
the pilot. The tender’s operator requested
the bulk carrier’s bridge team to
set a heading of 030° and to maintain a
speed of 10 knots to make a lee. The bridge
team carried out the request.
In the meantime, the captain of the pilot
station mother ship (PSMS) – a home base
for on-duty pilots and pilot tender crew, but
which does not deliver pilots to vessels –
wanted to reposition the vessel. He visually
spotted the outbound bulk carrier and plotted
a course to cross its bow. At 04.00, the
PSMS was on a course of 300° at a speed
of 8 knots. It was showing pilot lights and
thus recognisable as a pilot vessel. The
captain then focused his attention on some
administrative tasks. At that point, the bulk
carrier was sailing on a heading of 045°at a
speed of 10 knots. At 04.07, the pilot left the
bridge of the bulk carrier and headed to the
deck to disembark. The pilot disembarked
on to the pilot tender at 04.11and the pilot
tender disengaged from the larger vessel,
which was now turning to port, coming to
350° as per pilot’s advice.
At this time the mother ship continued on
autopilot. The captain was still preoccupied
with administrative tasks. At 04.12, the
mother ship collided with the starboard
bow of the bulk carrier. Several crew members
suffered minor injuries; there were no
injuries aboard the bulk carrier.
The official investigation mentioned that
both the pilot and the crew of the bulk carrier
assumed that the mother ship was involved
in the pilotage operation. They
therefore assumed, somewhat justifiably,
that it would not hinder their movements.
Lessons learned
• It is hard to imagine this accident happening
in daylight and good visibility.
Re-double your attention in darkness.
• Being preoccupied with other tasks instead
of navigating a vessel changes
everything. Put distractions and other
tasks away when navigating your ship.
The track of the bulk carrier, pilot tender and pilot
station mother ship.
• Making assumptions about other vessels’
movements, even in apparently
clear-cut circumstances, can have
negative consequences. Here, the bulk
carrier’s crew and pilot assumed the
PSMS would stay clear, but they did
not confirm this with the PSMS via VHF.
MOB while rigging the pilot ladder:
Mars 202130
As edited from the Marine Safety Investigation
Unit (Transport Malta) report 04/2021
A bulk carrier in ballast was making way at
7 knots in a traffic separation scheme
(TSS). The pilot ladder was being prepared
on the port (lee) side by the chief officer
along with the bosun and three other crew.
As the vessel exceeded the 9-metre height
criterion, the pilot ladder had to be rigged
in conjunction with the accommodation
ladder, located abreast of cargo hold number
4. Since it was dark, the overside floodlight
was switched on to permit the crew
on deck to work safely.
The pilot ladder was lowered over the
ship’s side and the accommodation ladder
was swung out and rigged. The bosun went
down the accommodation ladder to the
lower platform to lash the pilot ladder to
the hull. The ship was experiencing rough
seas with winds gusting at 50 knots and a
wave height of between 2 and 3 metres.
There was reportedly no rolling or pitching,
but the bosun was not wearing a lifejacket
nor was he secured by a safety line. He
then returned to the main deck, collected
another rope and again descended the ladder
to fasten the ladder platform to the pilot
ladder. Soon after, a loud yell was heard
from below. The bosun was seen in the water
and the man overboard (MOB) alarm
was raised. It was now 01.45.
A lifebuoy with a self-igniting light was
thrown overboard immediately. A second
lifebuoy with light was also released. Upon
hearing the MOB alert, the OOW rushed to
the port bridge wing and released the
bridge wing lifebuoy. He then pressed the
event key on the ECDIS as a reference
point (MOB) on the chart. Meanwhile, the
master reduced speed, informed local vessel
traffic services (VTS) on the VHF and
requested permission to turn the vessel
back for rescue operations.
The general alarm was sounded and an
MOB was announced through the public
address system. Lookouts were posted on
each side and the rest of the crew was
mustered at the muster station. By 02.00,
the vessel was on a reciprocal course of
the TSS. Three lighted buoys were sighted,
but the crew could not find the victim. After
some searching, the master asked VTS for
local search and rescue units on scene
and their vessel to return to an anchorage
area so as not to hamper navigation of other
vessels in the TSS. At 03.15, the local
Coast Guard began search and rescue operations
at the site of the MOB position.
Yet, despite the rescue efforts of the Coast
Guard, the victim was not found.
Lessons learned
• Going down the accommodation ladder
without life vest or safety line must
have been based on similar, past operations,
never before challenged. This
”slippage” in safety is a pernicious and
common phenomenon.
• Always use your common sense to
question work practices. Just because
it has always been done a certain way
does not mean it is safe. Working over
the side while underway is fraught with
danger. Yet, there is little choice when
rigging the pilot combination ladder.
Safety barriers such as wearing a safety
harness and a life vest are needed.
• When there is an MOB, nothing is more
important than finding the victim quickly.
Other traffic in the area must give
way, slow down or otherwise assist in
the search.
48
SWZ MARITIME • JULY-AUGUST 2021
IN MEMORIAM
Colleagues and customers of MARIN alike all know Jan
as a friendly, helpful, modest, and patient person with a
bright mind. In addition to having a healthy sense of humour,
he could at times have strong opinions and act
decisively if he felt it was needed. A strong sense of responsibility
towards the people around him and towards his work also characterised
him.
Being very much a family man on the one hand, he managed to
combine that with many hours of work in the
evenings and at weekends. Jan was not really
interested in appearance or a management career.
If possible, he avoided wearing formal
suits, and with that he was way ahead of his
time. He was genuinely interested in people, as
well as in nature and the environment. As much
as possible, he used his bicycle and public
transport. In line with this, one of his primary
professional interests was the improvement of
the energy effi ciency of ship propulsion.
Being interested in data science, he fi rst studied
mathematics. Finding this a bit too abstract,
Jan switched to naval architecture and graduated
from that faculty at Delft University of
Technology at the end of the 1960s. He then
joined the Netherlands Ship Model Basin
(NSMB) in Wageningen, the Netherlands
(which became the Maritime Research Institute Netherlands
(MARIN) in 1981). Around 1970, he was invited to join the crew that
had to set up working procedures for the Depressurised Towing
Tank (DTT), of which construction then started in the nearby town of
Ede. There he met and joined forces with Frits Mennen, with whom
he would work from then on and who became his good friend.
In the DTT, ship propulsion tests could only be performed as “captive”
tests. Since this technique was not yet used at MARIN in its
traditional towing tanks at that time, this required new ways of analysing
test results. A “3D”-method, including the use of for example
form factors and wake scale effects, was introduced. However, correlation
allowances were lacking for that method. Jan and Frits
therefore started to re-analyse many full-scale ship trial results and
related model test results to obtain these. Having analysed all these
data, they also started to use these as the basis for a ship power
prediction method, which is still known as the Holtrop-Mennen
method and widely used around the world. They kept its database
up to date ever since, until this task was taken over by younger staff
after their retirement.
On June 6th, 2021, Jan Holtrop passed away at the age of 76. His name was
one of the great names in ship propulsion hydrodynamics, known to most
naval architects around the world.
JAN HOLTROP
In the 1980s, Jan became the leader of the combined data analysis
department, drawing offi ce and propeller design group. This enabled
him to introduce the powering analysis tools he developed in
the DTT for tests in the other towing tanks as well. In the early
1990s, the propeller design group lost some key persons due to retirement
and other circumstances. Jan personally took the initiative
to re-build the team and started studying propeller design and related
issues, and soon became a specialist in that fi eld. This resulted
in restoring the leading role of MARIN in propeller
design. Jan introduced specially designed
blade section profi les of ship propellers and
shaft brackets for reducing cavitation. He
showed keen interest in energy saving ship
concepts like the asymmetric stern ship and the
application of energy saving devices like preswirl
stators.
Also, through his participation in the work of the
ITTC Powering Performance and Propulsion
Committees, Jan contributed greatly to the science
of ship hydrodynamics. Jan was at the
forefront of the development of new methods
for extrapolation of model tests with methods
for podded propulsors and the introduction of
the Grigson friction line. He also laid the
groundwork for the quasi-stationary method of
ship model propulsion testing, a different approach
from the usual stationary model propulsion tests.
During his entire career at MARIN, he was consulted by numerous
customers from all over the world on improving ship hull forms, propeller
designs, and on mitigation of cavitation erosion and propellerinduced
noise and vibrations. Even when a case was treated by
other MARIN staff, customers would sometimes ask for Jan’s opinion
on the issue at hand as well, and his opinion was always taken
seriously. In addition, he wrote important parts of the MARIN Ship
Hydrodynamics courses that were introduced in the 1990s and are
still regularly held for an international audience. Most of his material
is still used.
Jan retired in 2010 at the age of 65, but he used to come into the offi
ce regularly to join technical meetings with MARIN colleagues.
Unfortunately, he had to cease these activities about fi ve years ago
in view of his health condition.
Jan Holtrop will be missed by many people. First and foremost by
his family, but also by many colleagues, MARIN customers and scientists
around the world. He was a very special and kind person
and will surely be remembered especially as such.
49
KNVTS
KNVTS MARITIME STUDENTS AWARDS
Door de corona-beperkingen was het dit
jaar niet mogelijk de jaarlijkse uitreiking
van de KNVTS-studentenprijzen op een
centrale plaats te organiseren, maar
werd dit per regio verzorgd. Een kort verslag
daarvan vindt u in het juni-nummer
van SWZ. Een samenvatting van de acht
consideransen van de prijswinnaars treft
u hieronder aan.
Martijn van
Diessen
Technische Universiteit
Delft,
opleiding Maritieme
Technologie,
sectie Ontwerpen
van Schepen
LTZ1 ir. Martijn van Diessen’s
thesis was supported by the Netherlands
Defence Materiel Organisation
(DMO) and focused on the design and analysis
of distributed systems on board naval
vessels. His thesis contributes significantly
to a larger on-going body of research focused
on the early stage design and vulnerability
analysis of modern naval distributed
ship systems. The survivability of
these systems has become equally important
as traditional naval architecture disciplines
in vulnerability reduction of naval
ships with the ever-increasing electrification
and automation developments.
Martijn’s thesis challenges two main assumptions
related to the current design
rules and best practices used for the design
and vulnerability reduction of naval
ship systems, namely: the changing operational
environments for ships and changing
ship system architectures. To address this,
he independently developed an integral
and holistic approach to optimise the design
variables related to distributed networks
as these are becoming increasingly
interdependent. He completed five comprehensive
test cases using his new model,
showing the necessity of the integral and
holistic approach. His results showed the
extent to which contemporary design rules
are implemented depends on the network
complexity and operational environment.
His thesis received the highest mark (9.5)
awarded to an MSc thesis in the Ship Design,
Production, and Operations Section in
many years. His research has since been
submitted and is currently under review in
an international academic journal.
Max Spijkers
STC MBO College
in Rotterdam,
opleiding Maritiem
Officier
alle schepen
Max Spijkers viel
al vanaf het eerste
moment op door zijn positieve
studiehouding en door het enthousiasmeren
van zijn medestudenten. Hij haalde
hoge cijfers voor vrijwel alle vakken en
miste op een haar na het predicaat Cum
Laude.
Hij heeft stage gelopen op de Happy Dragon
van Big Lift (van rederij Spliethoff) en
heeft daar het onderhoudssysteem (Taurus)
van dit schip volledig met eigen woorden
beschreven. Hieruit blijkt duidelijk dat
hij volledig begrijpt waar hij mee bezig is;
dit is meer dan je van een stagiaire mag/
kan verwachten. Hiermee geeft hij aan dat
hij klaar is om in een rang te gaan varen.
Zelfs de dekwerktuigen zijn niet aan zijn
aandacht ontsnapt. Verder zijn er haarscherpe
analyses gemaakt van de meetgegevens
waarin mogelijke storingen in een
vroeg stadium kunnen worden opgespoord.
Alle onderhoudsvormen komen aan bod in
zijn verslag. Voor de evaluatie van het onderhoudsmanagementsysteem
en mogelijke
verbeterpunten, heeft hij de gehele bemanning
bevraagd van HWTK tot wiper. Op
basis hiervan heeft hij een eenvoudig, maar
op korte termijn realiseerbaar verbeterplan
geschreven. Zijn verslag is zo volledig dat
het zonder al te veel aanpassing als lesstof
gebruikt kan worden.
Jesse de Ridder
Hogeschool Rotterdam,
opleiding
Maritieme
Techniek
Met zijn scriptie
“Fuelled by
methanol: A study on technical feasibility
of methanol on board of offshore vessels”
heeft Jesse de Ridder grondig onderzoek
gedaan naar de technische haalbaarheid
om methanol als brandstof te gebruiken
aan boord van DP offshore-schepen. In dit
actuele onderzoek, in opdracht van het
Rotterdamse ontwerpbureau Ulstein Design
& Solutions BV, heeft hij kritisch gekeken
naar de verschillen met diverse andere
alternatieve lage-emissiebrandstoffen en
naar de impact op het scheepsontwerp.
Deze heeft hij met theoretische kennis proberen
te verklaren om vervolgens hiervoor
ook een oplossing aan te dragen.
Conclusie is dat methanol een uitstekend
alternatief voor conventionele scheepsbrandstoffen
kan zijn voor bepaalde offshore-
schepen. Daarbij lijkt de impact op
het scheepsontwerp relatief beperkt te zijn.
Jesse heeft zeer overtuigend laten zien dat
hij professioneel kan onderzoeken. Zijn
werk is uitzonderlijk goed gedocumenteerd
en verantwoord. Verschillende technische
mogelijkheden zijn bijzonder nauwkeurig
en uitvoerig bekeken en hij heeft goed rekening
gehouden met het beheren van zijn
oplossing/methode. Het oordeel van de bedrijfsbegeleider:
‘Zeer hoge kwaliteit voor
een scriptie van bachelorniveau.’
Berend Bijleveld
NHL Stenden Hogeschool, Maritiem Instituut
“Willem Barentsz” op West-Terschelling,
opleiding Maritiem Officier
Berend Bijleveld heeft tijdens zijn stage onderzoek
verricht naar het bepalen van de
(operationele) levensduur van mv Maersk
Kimi (een containerschip van 23 jaar oud)
en hoe een eventueel recyclingproces het
beste zou kunnen verlopen. Het betreft een
complex onderwerp waarover Berend een
complete en heldere rapportage heeft geschreven.
Hij heeft een zeer nauwkeurig en
volledig onderzoek uitgevoerd en dit goed
geformuleerd in zijn onderzoeksrapport. De
opbouw, structuur en het duidelijke conceptuele
model maken het rapport overzichtelijk
en prettig leesbaar. Daarbij kunnen
we zien dat hij zich enorm heeft
verdiept in het onderwerp. Alle analyses en
methodes zijn uitvoerig benoemd en hij be-
SWZ MARITIME • JULY-AUGUST 2021
50
KNVTS
SWZ|Maritime is onder meer het periodiek van de Koninklijke Nederlandse Vereniging van Technici op Scheepvaartgebied,
opgericht in 1898. SWZ|Maritime verschijnt elfmaal per jaar. Het lidmaatschap van de KNVTS bedraagt € 88,00 per jaar, voor
juniorleden € 39,00 per jaar, beide inclusief dit periodiek. Een digitaal lidmaatschap (alleen voor studenten) kost € 15,00 per jaar.
Het geeft u de vooraankondigingen van de maandelijkse lezingen, te houden op vier verschillende plaatsen in Nederland en
korting op verschillende activiteiten. U kunt zich opgeven als lid bij de algemeen secretaris van de KNVTS, Zeemansstraat 13,
3016 CN Rotterdam, e-mail: secretariaat@knvts.nl of via het aanmeldingsformulier op de website: www.knvts.nl.
antwoordt alle vragen van de lezer.
De NHL Stenden Hogeschool en het docentenkorps
wensen Berend veel succes met
zijn verdere maritieme carrière.
Ramero Scheffer
Nova College
Scheepvaart in
IJmuiden, opleiding
Maritiem
Officier alle
schepen
Ramero Scheffer is
begonnen aan de Maritieme
Academie in Harlingen (vmbo) en vervolgde
daarna zijn opleiding bij het Nova College
eerst in Harlingen en de laatste twee
jaren in lJmuiden (Niveau 4 Maroff). Tijdens
zijn opleiding is hij opgevallen als een enthousiaste
en leergierige student die op sociaal
vlak met zowel medestudenten als docenten
een goede verstandhouding heeft.
Naast zijn studie was hij ook maatschappelijk
actief als lid Jeugdgemeenteraad in Harlingen,
als lid Leerlingenraad VMBO en later als
lid Medezeggenschapsraad (MR) van de Maritieme
Academie Harlingen.
Ramero heeft zijn laatste stageperiode gevaren
aan boord van MS Marietje Andrea, van
Rederij Danser van Gent. Hier heeft hij zijn
verdieping Marine Engineering op Management
Level uitgevoerd. Het verslag van de
stage voldoet ruimschoots en betreft meer
dan wat wordt gevraagd in de opdracht. De
onderwerpen zijn op enthousiaste wijze gestructureerd
geschreven en geven een goed
beeld van de situatie aan boord. Het machinekamerbedrijf,
de voortstuwingsinstallatie
en de hulpsystemen zijn goed en volledig beschreven.
In het bijzonder besteedde hij
aandacht aan het ballastwater-treatment-
systeem dat in 2019 aan boord is geplaatst.
Kortom een meer dan compleet verhaal.
Tijdens het eindgesprek heeft Ramero het
ballastwater-treatment-systeem moeten toelichten
en beschreef hij enthousiast hoe Danser
van Gent innovatief, efficiënt en milieubewust
met installaties en systemen omgaat.
Riemer
Halbertsma
NHL Stenden Hogeschool
in
Leeuwarden, opleiding
Maritieme
Techniek
De eindopdracht voor
Riemer Halbertsma was een
onderzoek bij Conoship International te Groningen
naar de bepaling van het zeiloppervlak
van de traditionele Friese skûtsjes voor
de wedstrijden in het kader van de SKS (Sintrale
Kommisje Skûtsjesilen). In 2018 besloot
SKS de toen gehanteerde formule voor het
zeiloppervlak uit 2016 te herzien nadat gebleken
was dat drie van de veertien skûtsjes
niet met de rest van de vloot mee konden komen.
Uit berekeningen met een Velocity Prediction
Programme (VPP) bleek dat er in dit
geval inderdaad geen sprake was van een
gelijkwaardige uitgangssituatie.
Uit het onderzoek bleek dat met een correctie
op Formule 2016 wel degelijk een gelijkwaardige
uitgangssituatie kan worden behaald.
Deze correctie bevat correctiefactoren
over de blokcoëfficiënt en het nat
oppervlak, maar ook over de diepgang en
breedte.
Niet alleen heeft Riemer hiermee zijn hart gevolgd
en de tijdens zijn studie opgedane kennis
en kunde toegepast op een vakgebied
waar zijn hobby en passie ligt – klassieke
zeilschepen, bijvoorbeeld skûtsjes – ook
heeft hij hiermee een zeer nuttige bijdrage
geleverd aan een ontwikkeling in het skûtsjesilen,
richting een eerlijke competitie.
Riemer is hierin goed geslaagd, getuige het
feit dat de nieuwe zeilformule is aangenomen/
wordt gebruikt. Hij heeft hiermee – net
als met de rest van zijn studieloopbaan overigens
– laten zien dat hij een gedegen probleemanalyse
kan maken, de (meest) relevante
parameters kan kiezen om systematisch
te variëren en vervolgens keihard kan
werken tot er iets zinnigs, nuttigs en/of bevredigends
ligt, maar daarbij telkens voldoende
kritisch blijft met betrekking tot de
resultaten en zijn eigen keuzes.
Emiel Koelman
Hogere Zeevaartschool
Amsterdam,
opleiding
Maritiem Officier
Emiel heeft zijn
tweede stage gevaren
op de LNG-tanker Coral
EnergICE van Anthony Veder. Voorafgaand
heeft hij de minor Data Science van de Faculteit
Techniek van de Hogeschool van Amsterdam
gevolgd. Data science is een vakgebied
dat gericht is op het verkrijgen van inzichten
uit grote hoeveelheden data, oftewel uit big
data. Dat is precies wat Emiel heeft gedaan
bij zijn onderzoek aan boord van de Coral
EnergICE. Zijn onderzoek had betrekking op
het voorspellen van de druk in de LNG-ladingtanks
waarbij de onderzoeksvraag luidde:
in welke mate kan de druk in de ladingtanks
voorspeld worden met data die aan
boord gegenereerd wordt? Het voorspellen
van de druk in de ladingtanks is noodzakelijk
omdat deze druk bij aankomst in de loshaven
ongeveer atmosferisch moet zijn. Is deze
druk te hoog, dan moet het schip buiten blijven
en rond gaan varen totdat de druk laag
genoeg is. Het onderzoek draagt dus ook bij
aan een verbetering van de bedrijfsvoering,
in eerste instantie aan boord van de Coral
EnergICE, maar later mogelijk ook aan boord
van andere schepen van Anthony Veder.
Emiel heeft hierbij duidelijk kosten nog moeite
gespaard om de beste methode te selecteren
en dit toont zijn professionele werkhouding.
Het onderzoek heeft Anthony Veder nieuwe
inzichten gegeven in hoe ze om kunnen gaan
met de verzamelde data en voor nieuwe projecten
zijn vergelijkbare data collection units
geplaatst op andere schepen. Hiermee heeft
dit onderzoek voor Anthony Veder een bijdrage
geleverd aan de ontwikkelingen op het
gebied van Smart Shipping. Uit het feit dat
over dit onderzoek ook al gepubliceerd is in
SWZ (oktober 2020) blijkt wel dat de begeleiders
niet de enigen zijn die zeer tevreden zijn
met het resultaat van dit afstudeerwerk.
SWZ MARITIME • JULY-AUGUST 2021
51
KNVTS
Michael Spaan
HZ University of
Applied Sciences
in Vlissingen, opleiding
Maritiem
Officier
Zodra Michael van
de Holland Amerika
Lijn te horen kreeg dat zijn
tweede vaarstage aan boord van het nieuwste
schip de Nieuw Statendam zou plaatsvinden,
heeft hij meteen contact opgenomen
met de dienstdoende hoofdwerktuigkundige
(HWTK) aan boord. Samen hebben ze gekeken
naar een passend afstudeeronderwerp.
Het schip is uitgerust met softwareprogramma
ENIRAM, dat de meest efficiënte motorconfiguratie
voor een bepaalde reis berekent
aan de hand van het toerental van de
schroef. Hierbij wordt ook rekening gehouden
met verschillende parameters zoals het
weer. Op de brug wordt dan weergegeven of
het schip binnen een “groene” bandbreedte
vaart. Het programma houdt echter geen rekening
met de restwarmtebenutting in de gehele
machinekamer.
Michael heeft als doel gesteld een matrix op
te stellen waarbij er ook rekening gehouden
wordt met de restwarmtebenutting om de
totale efficiëntie van de machinekamer te
vergroten. Na een goede voorbereiding op
school, is Michael begin februari aan boord
gestapt om de benodigde gegevens voor het
onderzoek te verzamelen. Na een ruime
maand aan boord werd de cruise-industrie
stilgelegd door de wereldwijde Covid-19-
pandemie. Voor de afronding van zijn onderzoek
heeft hij in overleg met de HWTK gebruikgemaakt
van scheepsdata uit het verleden
omdat er nu natuurlijk niet meer gevaren
kon worden.
Michael heeft ondanks deze bijzondere periode
aan boord een succes weten te maken
van zijn stage. Hij heeft door goed eigen initiatief,
een kritische houding en veel inzet een
rapport opgeleverd wat een reëel beeld
schetst. Tijdens zijn verdediging wist hij dit
overtuigend te brengen, waarbij hij zijn beweringen
goed onderbouwde. Zijn presentatie
was levendig en boeiend, met duidelijke
antwoorden op de gestelde vragen. Van de
HWTK heeft hij een uitstekende beoordeling
gekregen voor zijn stageperiode.
LEZINGENPROGRAMMA SEPTEMBER
Afdeling Rotterdam
Thursday 2 September, 7:30-8:30 PM CET
Webinar: State of the art in ship recycling
Speaker: Martijn van Wijngaarden, guest
editor SWZ|Maritime
Moderator: Taco Terpstra, board member
KNVTS
Concurrent with the appearance of this
SWZ|Maritime special issue on ship recycling,
the KNVTS hosts a live webinar presenting
highlights of this thematic publication.
International developments and best
practices in ship recycling will be addressed.
The webinar presentation will include
three case studies for significant
ships recycled recently.
The webinar will be recorded. Following a
short presentation, there will be thirty minutes
for interactive online panel discussion
and Q&A with participation of the
SWZ|Maritime authors. This webinar will
be held in English. To register, please click
the link on our website www.knvts.nl.
Questions to the authors can be submitted
in advance with the registration.
Afdelingen Amsterdam, Noord en
Zeeland
Door de vroegtijdige datum van aanleveren
van de kopij door de vakantieperiode was
het helaas voor de afdelingen niet mogelijk
al informatie over lezingen aan te leveren.
Wij vragen u de website en Linkedin-pagina
van de KNVTS te blijven volgen omtrent
meldingen over webinars.
Crane vessel Hermod transported from Rotterdam for recycling in China.

SWZ MARITIME • JULY-AUGUST 2021
52
KNVTS
Een van de minder beschreven rivieren in
ons land is de IJssel. De Atlas van de IJssel
brengt daar verandering in.
Het ruim 200 pagina’s tellende boek met
vooral veel (oude) kaarten schetst het ontstaan
van de rivier in de eerste eeuwen van
onze jaartelling. In die periode leek zij veel
op de Donau, die vanuit Midden-Europa zowel
afvoert naar de Zwarte als naar de
Noordzee. Maar rond 550 na Christus brak
de dekzandrug tussen Deventer en Zutphen
door en stroomde de IJssel voortaan van
zuid naar noord. Die rivier baande zich meanderend
een weg langs Doesburg, Zutphen,
Deventer, Zwolle en Kampen. Vooral
die benedenloop, uitmondend in de Zuiderzee,
was een belangrijke voorwaarde voor
het succes van de Hanzesteden langs de
rivier. De Hanze steunde vooral op de handel
tussen West- en Noord-Europa via de
Ommelandvaart boven Denemarken langs.
De atlas geeft ook inzicht in de vele menselijke
ingrepen om de IJssel bevaarbaar te
houden. Zo leidden constante verondiepingen
er rond 1770 toe, dat een nieuwe IJsselkop
werd gegraven door de Pley, waardoor
de Oude IJssel langzaam zou veranderen in
vasteland.
De zeggenschap van Kampen in de Hanze is
de oorzaak dat Zwolle lange tijd geen directe
verbinding met de IJssel kreeg en het
met de veel krappere Vecht voor het vervoer
van en naar Duitsland moest doen. Na
diverse pogingen kreeg Zwolle pas in 1819
via de Willemsvaart (het latere Zwolle-IJsselkanaal)
direct toegang tot de IJssel.
De zeevaart op de benedenloop van de IJssel
moest het in de vijftiende eeuw afleggen
tegen de toenemende verzanding van de
Zuiderzeekust. De Kampers maakten van de
nood een deugd en begonnen de delta in te
polderen, waardoor onder meer het Kampereiland
ontstond, ofwel een nieuwe agrarische
industrie. En in recentere tijden verschenen
weer kleine zeeschepen in de
Kamper haven.
De atlas besteedt ook aandacht aan de klimaatverandering,
die onder meer leidt tot
een hogere zeespiegel, lager water in de
zomer en een toenemend belang van het
IJsselmeer als “reservekruik” om in de zomer
in het Westen het opdringende zoute
water te keren.
Atlas van de IJssel, 215 pagina’s, ISBN 9789
4625 83894, WBOOKS Zwolle, prijs: € 29,92,
auteurs A. Corporaal, T. van der Ziel en J.
van Putten, www.wbooks.com
De IJssel door de eeuwen heen
SANDER KLOS, INFO@MEDIAMARITIEM.NL
STATUTENWIJZIGING – BUITENGEWONE ALGEMENE
LEDENVERGADERING
In de Algemene Ledenvergadering (ALV)
van 19 mei jongstleden is het concept van
de notariële akte houdende de gewijzigde
statuten van onze vereniging – na behandeling
ter vergadering – met 95 procent van
de geldig uitgebrachte stemmen aangenomen.
Omdat bij de ALV niet ten minste de
helft van het totale aantal KNVTS-leden
aanwezig of vertegenwoordigd was, diende
binnen twee maanden een Buitengewone
ALV (BALV) te worden gehouden waarin
ongeacht het aantal aanwezige of vertegenwoordigde
leden met een meerderheid
van ten minste twee derde geldig uitgebrachte
stemmen het besluit tot statutenwijziging
zou kunnen worden genomen.
Op 15 juli heeft deze BALV plaatsgevonden.
Tijdens de behandeling van hetzelfde voorliggende
notariële concept voor de herziening
van de statuten merkte een van de
aanwezigen op dat op de eerste pagina gesproken
werd over “stichting” in plaats van
“vereniging”. Dit is inderdaad een typefout
in het concept. Bij sommige aanwezigen
deed dit de vraag rijzen of de vereniging
door de voorgenomen statutenwijziging zou
worden omgezet in een stichting. Een
stichting heeft geen leden en een vereniging
wel. Deze gedachte werd kennelijk
gevoed doordat in het concept voor de herziene
statuten het begrip “Algemene Ledenvergadering”
uit de huidige statuten is
vervangen door “Algemene Vergadering”,
een en ander zoals deze vergadering in de
bepalingen over het verenigingsrecht ook
in het Burgerlijk Wetboek wordt genoemd.
Voor de niet geconstateerde typefout heb
ik verontschuldiging aangeboden.
Na een kort overleg binnen het hoofdbestuur
is conform de wens van de meerderheid
van de bij de BALV aanwezige leden
besloten het voorliggende voorstel niet in
tweede stemming te brengen en de notaris
te verzoeken de typefout te herstellen en
een door hem geautoriseerde vergelijkende
versie te produceren waarin alle tekstschrappingen
en toevoegingen helder
zichtbaar zijn. De herziening van de statuten
kan vervolgens bij een komende ALV
(mei 2022) opnieuw worden geagendeerd.
Arnold J. van Steenderen, voorzitter
NIEUWE UITGAVEN
In 1573 loopt vanuit Amsterdam nog een circa acht
meter diepe route naar ‘het fal van Urck’, die zich
opsplitst in routes naar Harlingen en Texel (illustratie
uit boek).
SWZ MARITIME • JULY-AUGUST 2021
SEARCH
Hydraulic engineering
(dredging/offshore/wind energy)
Van Oord Dredging and Marine
Contractors
Schaardijk 211
3063 NH Rotterdam
Telefoon Fleet Recruitment:
+31 (0)88 8268532
Telefoon algemeen Recruitment:
+ 31 (0)88 8268756
E-mail: recruitment@vanoord.com
www.vanoord.com
As a global marine contractor with over
150 years of experience, we focus on
dredging and marine construction,
offshore wind, offshore infrastructure
and infrastructure in the Netherlands.
We work safe and partner with our
clients and stakeholders to create
innovative and sustainable solutions.
Electronics
Bachmann electronic
Bachmann electronic
Vendelier 65-69
3905 PD Veenendaal
Tel: +31 (0)85 2100550
E-mail: r.epskamp@bachmann.info
www.bachmann.info
Contact: Ronald Epskamp
Bachmann electronic, an internationally
active high-tech company with 40 years
experience, headquarters in Feldkirch
(Austria), provides complete system
solutions for the wind energy, machine
building and marine & offshore
technology fi eld. The very robust system
received HALT/HASS, GL, UL, TÜV, BV,
LR, ABS, DNV approvals. The realtime
multitasking OS provides enough power
for excellent performance!
Experts & Surveyors
Doldrums B.V.
Marine & Technical Surveyors
Waalstraat 26
3087 BP Rotterdam
Tel. +31-(0)10-4299590
Fax +31-(0)10-4296686
E-mail: offi ce@doldrumsbv.nl
www.doldrumsbv.nl
Crankshaft, connecting
rod, engine block repair
Mark van Schaick Marine Services
Nieuwe Waterwegstraat 7
3115 HE Schiedam
Tel. +31(0)10 409 05 99
Fax +31(0)10 409 05 90
E-mail: info@markvanschaick.nl
www.markvanschaick.nl
• Crankshaft Repair (max. length
12000mm)
• Repair of Engine- and Industrial Parts
• Connectingrod Repair
• Lineboring
• Technical Consultants
• Marine and Industrial Spare Parts
• Whitemetal Bearings
• Hardchromeplating
• In Situ Machining
• Camshaft Repair
• Laser Cladding
• Shaft Straightening
Gangway’s, accomodation
ladders en bridges
Marteq BV
Maalderij 6, 2913 LZ
Nieuwerkerk ad IJssel
Tel.: + 31 10 232 91 92
Email: offi ce@marteq.eu
www.marteq.eu
Marteq is the EU leader in the design
and manufacturing of aluminium
gangways, accommodation ladders
and offshore bridges. With over 15 years
of experience Marteq can provide the
perfect product that will fi t your
requirements. All of our products are
designed and manufactured in our own
factory. Marteq manufactures within
the EN/ISO and AWS welding standards,
complete with ISO 9001:2015 and
EN1090 certifi cation. With customization
possible on a large scale, you will
always fi nd the product that fi ts your
requirements.
Manoeuvring systems,
propeller shafts and seals
Machinefabriek De Waal
Biesboschhaven Noord 4
4251 NL Werkendam
The Netherlands
Tel. +31 (0)183 501811
Email: info@dewaalbv.nl
www.dewaalbv.nl
The core business of De Waal mechanical
engineering plant and shipping
engineering, is: designing and
manufacturing Stuwa rudders, steering
engines, propeller shaft systems and seals
for sea and inland shipping, the fi shing
industry and the yacht-building industry.
The trained technicians have an extensive
knowledge of steering machines and
propulsion systems. De Waal is a
family-owned business, since 1938.
Maritime training
Nova College Scheepvaart
The Maritime Academy of Nova College
is based in IJmuiden and Harlingen.
Established over a century ago, it is one
of the oldest and most experienced
maritime training institutes in the
Netherlands. All locations are geared to
their specialism, preparing people for all
modern functions at sea and on shore.
Internationally certifi ed
A wide range of training and education
programmes are available, for
professionals in the maritime industry
both nautical and technical in the
merchant navy, fi shery and inland
navigation. Operators of locks and
bridges are also trained and the
Academy participates in various
consultancy and research assignments.
Contract education by the Academy is
internationally certifi ed.
www.novacollege.nl/scheepvaart
+31(0)23 530 2900
scheepvaart@novacollege.nl
HVCA and sanitary systems
BVVH Gebr. De Haan B.V.
Industrieweg 27
9601 LJ Hoogezand
T: (0)598 392075
E: info@gebrdehaan.nl
http://www.gebrdehaan.nl
Gebr. De Haan is a company well known
to shipping and industry. De Haan
started 150 years ago as a copper
melting-works and supplier of the
commercial shipping trade, and later
grew into a producer of custom-made
HVAC and sanitary installations of
unparalleled quality. We have a long
history, but modern day high-tech
developments have not passed us by.
While development of installations still
relies on people, specialized engineering
programs and machinery has made this
work easier.
Naval Architects consulting
engineers
Zwijnenburg
IJsseldijk 97
2901 BR Capelle aan den IJssel
Tel: +31 (0)180 512700
E-mail: info@zwijnenburg.nl
www.zwijnenburg.nl
Zwijnenburg is a family business with a
long and respectable history in
construction works and shipbuilding. It is
the combination of entrepreneurship,
passion, positive mentality and
no-nonsense policy that makes
Zwijnenburg a unique company.
At Zwijnenburg, everything is aimed at
delivering a high quality product, safely
and on time regardless of the size and
complexity of the work. We consist of
four main disciplines: a Shipyard,
Engineering, Machineshop and
constructions.
Shiprepair and maintenance
EDR Antwerp Shipyard
Industrieweg 11, quay 403, 2030
Antwerp – Belgium
T: +32 3 253 27 52
E: info@edr-antwerp.eu
www.edr-antwerp.eu
Commercial questions: philippe.
trouillard@edr-antwerp.eu
EDR Antwerp Shipyard, new commercial
name of Engine Deck Repair nv – your
full service shipyard at the heart of
Europe. Providing fl exible one-stop shop
solutions for vessel maintenance, repair
and conversion. Installation of ballast
water treatment systems, scrubbers,
propeller retrofi t, reefer upgrades and
many more. Other departments:
• Technical Supplies: sale and purchase
of critical spare parts 27/4, supply of
original spares or other high-quality
solutions, cane load tests, supply of
engine parts, insulation services and
supplies, etc.
• Spare Part Distribution: logistic
activities to transport, pack and store
your spare parts and vessel
equipment. We transport with our own
specialized fl eet of trucks and we have
in-house custom declared
warehousing up to 16.000 m²
• Inland: dedicated department creating
a one stop shop for all requirements
Captain/Owners and managers of
inland vessels may have, including
specialized docking rated
SWZ MARITIME • JULY-AUGUST 2021
53
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SWZ|Maritime wordt uitgegeven door de Stichting Schip en Werf
de Zee (SWZ), waarin participeren de Koninklijke Nederlandse
Vereniging van Technici op Scheepvaartgebied (KNVTS) en de
Stichting de Zee. SWZ|Maritime is het verenigingsblad van de
KNVTS.
SWZ is de eigenaar en uitgever van de titels Schip & Werf de Zee
en SWZ|Maritime. Het bestuur van SWZ wordt gevormd door de
participanten in SWZ (KNVTS en Stichting de Zee), die elk vier
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bestaat uit de volgende personen:
Namens de KNVTS:
Dr. Ir. W. Veldhuyzen (KNVTS), voorzitter
Ing. P. Mast (KNVTS), penningmeester
Ir. J.Th. Ligtelijn (MARIN), secretaris
Ing. R. de Graaf (NMT)
Namens de Stichting de Zee:
N. Habers (KVNR)
R.J. Gutteling (NVKK)
H. Walthie (Nautilus NL)
Ing. F. Lantsheer (KNMI)
Verschijnt 11 maal per jaar
Hoofdredacteur: A.A. Oosting
Eindredactie: mevr. M.R. Buitendijk-Pijl, MA
Redactie: G.J. de Boer, Ir. P. Boersma, Ir. H. Boonstra, Ir. A. de Bruijn,
M. van Dijk, mevr. Ing. A. Gerritsen, Ir. J. Huisman, Ir. J.H. de Jong,
Ir. W. de Jong, H.S. Klos, Capt. H. Roorda, B. von Ubisch,
A. Schasfoort (SG William Froude)
Redactie Adviesraad: Ir. A. Kik, Dr. Ir. H. Koelman, Ir. W.J. Kruijt,
Ir. G.H.G. Lagers, T. Westra, J.K. van der Wiele
Aan SWZ|Maritime werken regelmatig mee: B. Kuipers,
Ir. G.H.G. Lagers, H.Chr. de Wilde
Redactieadres
Zeemansstraat 13, 3016 CN Rotterdam
Telefoon: 010 – 241 74 35 (alleen voor redactieaangelegenheden,
voor abonnementen en lidmaatschap KNVTS: 010 – 241 00 94,
secretariaat@knvts.nl)
E-mail: swz.rotterdam@knvts.nl
Website: www.swzmaritime.nl
Digitale bladversie SWZ|Maritime
Het is voor abonnees ook mogelijk de digitale online bladerversie
te lezen op www.swzmaritime.nl/pdf-archive met de daarvoor
bestemde exclusieve inloggegevens. Heeft u hierover vragen?
Neem dan contact op met de klantenservice van ProMedia MBM,
010 – 280 1000, klantenservice@swzonline.nl.
Uitgeefpartner
ProMedia MBM
Weena 505 B18, 3013 AL Rotterdam
Telefoon: 010 – 280 1000
E-mail: klantenservice@swzonline.nl
Advertentie-exploitatie
ProMedia MBM
Bert Veninga, accountmanager
Telefoon: 06 – 515 86 888
E-mail: bert@veninga.net
Weena 505 B18, 3013 AL Rotterdam
Alle advertentiecontracten worden afgesloten conform de
Regelen voor het Advertentiewezen gedeponeerd bij de
rechtbanken in Nederland.
Abonnementen
Nederland € 126,04*, dit is inclusief: 11x SWZ|Maritime, de SWZ
Newsletter en toegang tot de digitale editie van SWZ|Maritime en
het digitale archief.
* Deze prijs is excl. 9% BTW en € 3,95 administratiekosten.
Abonnementen worden tot wederopzegging aangegaan. Opzegging kan
uitsluitend plaatsvinden door 4 weken voor het einde van de lopende
abonnementsperiode een brief of e-mail te sturen naar:
(voor leden van de KNVTS) Zeemansstraat 13, 3016 CN Rotterdam of
secretariaat@knvts.nl,
(voor leden van Nautilus NL) Postbus 8575, 3009 AN Rotterdam of
infonl@nautilusint.org,
(voor overige abonnees) ProMedia MBM, Weena 505 B18, 3013 AL
Rotterdam of klantenservice@promedia.nl
Voor adreswijzigingen kunt u ook bovenstaande gegevens gebruiken.
Voor klachten over de bezorging kunt u terecht bij ProMedia MBM,
telefoon 010 – 280 1000 of e-mail klantenservice@promedia.nl.
Basisontwerp
marijke.klos@promedia.nl

Vormgeving
Bureau OMA, Doetinchem, www.bureauoma.nl
Druk
Damen Drukkers, Werkendam
Hoewel de informatie, gepubliceerd in deze uitgave, zorgvuldig
is uitgezocht en waar mogelijk is gecontroleerd, sluiten uitgever,
redactie en auteurs uitdrukkelijk iedere aansprakelijkheid uit voor
eventuele onjuistheid en/of onvolledigheid van de verstrekte
gegevens. Reprorecht: overname van artikelen is alleen toegestaan
na toestemming van de uitgever.
ISSN 1876 – 0236
Stern tube seals
Technisch Bureau Uittenbogaart
Nikkelstraat 7
NL-2984 AM Ridderkerk
P.O. Box 165
NL-2980 AD Ridderkerk
Tel. +31 88 368 00 00
Fax. +31 88 368 00 01
E-mail: info@tbu.nl
Website: www.tbu.nl
Technisch Bureau Uittenbogaart is since
1927 active in the shipping and
shipbuilding industry as exclusive agent in
the Netherlands, Belgium and Luxembourg
for a wide range of A class brands.
– SIMPLEX-COMPACT 2000 Seals
– Centrax Bulkhead Seals
Steel iron foundry
Allard-Europe NV
Veedijk 51
B-2300 Turnhout
E-mail: info@allard-europe.com
www.allard-europe.com
Heating systems, sales
and maintenance
Heatmaster bv
lndustrial & Maritime heating systems
Bedrijvenpark “Grotenoord”
Grotenoord 1
3341 LT Hendrik-ido-Ambacht
The Netherlands
Postbus 252
3340 AG Hendrik-Ido-Ambacht
Tel. + 31 78 – 68 23 404
Fax + 31 78 – 68 23 403
Email: info@heatmaster.nl
www.heatmaster.nl
Heatmaster, your hottest innovator
For all your maritime affairs
Bureau Veritas
Marine Nederland B.V.
Gebouw “Willemswerf”
Boompjes 40
3011 XB Rotterdam
Postbus 1046
3000 BA Rotterdam
Tel. 010 2822666
E-mail: nld_rtd@nl.bureauveritas.com
DNV
Zwolseweg 1
2994 LB Barendrecht
Tel. 010-2922817
E-mail: rotterdammarketing@dnv.com
www.dnv.com
DNV is the world’s leading classification
society and a recognized advisor for the
maritime industry.
We enhance safety, quality, energy
efficiency and environmental
performance of the global shipping
industry – across all vessel types and
offshore structures.
Lloyd’s Register
K.P. van der Mandelelaan 41a,
3062 MB Rotterdam
Tel. 010 – 224 85 00
E-mail: wea.marine.comms@lr.org
www.lr.org
LR is a leading international provider
of classification, compliance and
consultancy services to the marine and
offshore industries, helping our clients
design, construct and operate their
assets to the highest levels of safety
and performance.
MultiSure B.V.
Contactpersoon: J.L. Niemeijer
Tosca 18
2926 PK Krimpen aan den IJssel
Tel. 0180 552727
www.multisure.nl
E-mail: info@multisure.nl
MultiSure is specialised in insuring
ship’s crew. We help you to be prepared
for unexpected situations you do not
want to think about.
Vessel Registration
Hubel Marine B.V.
Karel Doormanweg 5
3115 JD SCHIEDAM
Tel. +31-10 458 7338
A.O.H.+31-65 372 4457
E-mail: registration@hubelmarine.com
www.hubelmarine.com
We are the official Flag representative
for Panama, Liberia, Belize , St.Kitts &
Nevis Ship Registry.
Our office is fully empowered to process
the registration of your vessel on 24/7
basis and print the related Flag
certificates
in our office. Furthermore we issue the
Crew Endorsements for your seafarers
and perform Flag related surveys.
Would you like to change flag ? Contact
Hubel Marine .. leaders for Vessel
registration !
54
MA-Solutions Survey and Consultancy was incorporated in 2015 and started as an asbestos survey company specialized
in the Maritime and Offshore industry.
During the years the organization has extended their services to a wider range within the survey and consultancy work
ensures that your company is in compliance with the
EU Ship Recycling Regulation, No. 1257/2013 and Hong Kong International Convention for the Safe and Environmentally
Sound Recycling of Ships (2009).
Our team of engineers and consultants are experienced to work in close consultation with shipowners, local authorities,
flag states, Classification Societies and other stakeholders in the maritime industry. They will gladly give you a
professional and appropriate advice geared to your personal needs
Contact us on:
E-mail: info@ma-solutions.nl
Website: www.ma-solutions.nl
www.magistermaritime.com
field in order to serve her portfolio of international shipping companies, shipyards and (governmental) authorities.
MA-Solutions is active in the field of ship recycling with various services such as IHM inspections (Part I, II and III), GAP
analyses inspections, supervision during ship recycling or removal of hazardous materials, consultancy with regards to
the recycling process and we also developed an online platform in order to conduct the maintenance of the IHM Part I
reports of your fleet. This platform is called Magister Maritime and onal MA Soutions.indd 1 14-07-21 14:30
Van Dam and
InterDam have
joined forces.
Together we continue to protect people and assets
by the name of InterDam, Your shield in the field.
With a shared history both companies have
developed their own portfolio of blast and fireresistant
doors, walls and windows. Together we
can provide the ultimate fire and blast protection,
essential in the survivability of navy assets. We will
continue to offer our unrivalled Nadam 4 rocket
impact resistant doors and aim to continue to raise
the standards in ship survivability.
www.interdam.com
WWW.KOOIMANMARINEGROUP.COM
KOOIMAN MARINE GROUP | LINDTSEDIJK 84 | 3336LE ZWIJNDRECHT | (T) +31 (0)78 61 00 477
SUSTAINABLE
INNOVATIONS
ENGINEERING AND CONSTRUCTION
OF HYBRID DREDGERS