Expleo Design has unveiled a futuristic 110-metre (360-foot) superyacht concept named Elyon, with on-board accommodation for up to 30 guests.
According to Expleo Design, the organic shapes of the yacht “combine elements inspired by nature [and] assembled in a futuristic and innovative approach”. The studio’s main inspiration was a calm ocean wave, which explains its curvaceous exterior lines, which are described as being calm and elegant, yet firm and strong at the same time.
Elyon’s unique bow; the blending between decks; wide-glass windows; and her structural elements are combined with clean design and wide-open spaces to give the feeling of space, freedom and power.
Key entertainment features are spread across six decks, and include a sunbathing area, swimming pool, Jacuzzi, spa, gym, wellness area, and a games and casino room.
The space underneath the helipad on the foredeck has been designed as a dedicated ‘party place’ with a front view and indoor swimming pool.
Marine HVAC supplier Heinen & Hopman has introduced a new service that can accurately predict where deficiencies in an HVAC system may occur before mounting a single piece of equipment on board a vessel.
According to Heinen & Hopman, computational-fluid dynamics (CFD) technology is used to analyse the HVAC-system design to validate whether the HVAC installation shall meet specific requirements.
In a recent press release, Heinen & Hopman outlined, “CFD is a well-established technology in many industries. With CFD technology, airflows can be realistically simulated to identify common HVAC problems, such as drafts, high levels of turbulence, high-pressure drop[s] and poor air-distribution. CFD considers everything from the influence of sunlight to the layout of the rooms and the placement of air vents around furnishings, resulting in a comfort analysis and/or product validation. The goal is to figure out the best air circulation solutions for a specific space.”
Allowing yacht crews and owners to avoid problems before they even occur, investment in virtual CFD analysis saves time and money, as potential on-site adaptation costs after installation are avoided.
Jeroen Fijan, R&D manager at Heinen & Hopman, explained, “Imagine being involved in the engineering of an engine-room ventilation system. During the design process a flaw is detected when the ventilation shafts are connected to the plenums of the inlet and outlet grills. You found out that there is a possibility that – due to the limited space available – the supply and exhaust fan cannot overcome the pressure losses in the shafts, and therefore jeopardise the airflow and cooling of the engine room. A CFD analysis would be the only way to get more insight into the situation and to improve the design to avoid costly adaptations after installation. Furthermore, the costs for prototyping and testing are reduced.”
As part of the new service, Heinen & Hopman is offering four types of analyses: a flow analysis, a comfort analysis, a pressure analysis of the total system, and a thermal analysis of the total system. CFD can also be used as a useful tool for troubleshooting problems with the HVAC system and optimising system performance after installation, resulting in increased comfort and effectiveness.
Quality, modernisation and transparency have been the three fundamental themes of the International Association of Classification Societies (IACS) during DNV GL’s Chairmanship, and this approach is widely reflected in IACS’ 2017 Annual Review which was presented in London by IACS Chairman Knut Ørbeck-Nilssen.
Looking back at IACS’ development and successes over the past year, Mr Ørbeck-Nilssen said that during these dynamic times, both IACS and it’s twelve Member societies need to act as a guide for the shipping industry, identifying the path for others to follow.
“When many in the maritime community feel like their businesses are in dire straits, IACS and its Members, the top classification societies, need to be a beacon of light setting the course ahead – with modern requirements, transparent processes and the highest quality of service,” the Chairman said.
The three themes of IACS’ strategy build on the work done by the organisation and its Member classification societies last year, as detailed in the 2017 Annual Review, and position the Association well for the many challenges that lie ahead.
Highlights for IACS and its Members from 2017 include achieving full compliance with the International Maritime Organization’s Goal Based Standards; ongoing industry involvement in cyber security and autonomy; and the launch of new membership criteria.
Commenting on the publication of the 2017 Annual Review, Mr Ørbeck-Nilssen said: “2017 was a year in which the maritime world’s key players had to get to grips with tectonic changes in markets, regulations and technology. I am proud to say that both IACS and its Member societies rose to that challenge with their work across the year: Together we achieved significant progress in modernising the concept of class and in adapting to the digital transformation of our industry. In IACS, we strive to ensure that our own standards allow for innovative practices that utilise the flexibility available within ship regulations while maintaining high-quality and delivering on our unceasing commitment to a safer and more secure maritime world. IACS’ 2017 Annual Review testifies to these endeavours, as well as offering a roadmap for how the organisation and its members will ensure they continue to provide, openly and transparently, the highest quality classification services to the maritime industry.”
“With the maritime industry facing complex and competing demands, IACS continues to play a leading role by bringing familiar technical assurance processes to bear against new and unfamiliar technologies,” added Robert Ashdown, IACS’ Secretary General. “Our 2017 Annual Review showcases the work that IACS’ Member societies have undertaken in this respect, while also emphasising our continuous commitment to quality operations and, by way of the Class data provided, to acting in an ever more transparent way.”
Class society DNV GL has published an up-to-date assessment of the most promising alternative marine fuels available today. The study is timely, as the 2020 fuel sulfur cap is fast approaching and the IMO has just decided to aim for a 50 percent cut in shipping’s carbon emissions.
The paper examines the prospects for the full range of alternatives – LNG, LPG, methanol, biofuel, hydrogen, fuel cells, wind and battery technologies – and it compares them to the use of conventional fuel, both with scrubbers and without. It is primarily aimed at helping shipowners understand their compliance options for the approaching sulfur cap, but it also includes a detailed breakdown of the carbon emissions profile of each fuel and propulsion technology.
Over the short term, the paper predicts that the vast majority of vessels in service today will either switch to low sulfur conventional fuels or install a scrubber system while continuing to use heavy fuel oil (HFO). DNV GL notes that because of the limited availability of scrubber installations, at most about 4,000 vessels will be using the technology in 2020. This raises the question of whether the high-sulfur fuel that scrubber-equipped vessels are designed to consume will remain available, given the small size of the market.
DNV GL’s compilation of the carbon profiles of fuel alternatives is particularly timely, as the industry is discussing its options in the wake of the MEPC’s agreement on a CO2 reduction target.
Among the proposed alternative fuels for shipping, DNV GL identified LNG, LPG, methanol, biofuel and hydrogen as the most promising solutions. Among the new technologies, the class society believes battery systems, fuel cell systems and wind-assisted propulsion have reasonable potential.
LNG appears particularly promising as a practical solution, with a combination of low fuel cost and modest greenhouse gas emissions reductions (assuming that methane slip and supply chain methane emissions are well-controlled). It has the smallest carbon footprint of any fossil fuel option, and it is a widely-produced industrial commodity, which eases concerns about availability. “LNG has already overcome the barriers related to international legislation and is available in sufficient quantities today to meet the requirements of the shipping industry for many years. It also fits within the trend of demands to lower emissions of CO2, NOx and particulate matter,” said Gerd Würsig, DNV GL’s business director for alternative fueled ships.
According to DNV GL’s assessment, the most carbon-intensive marine fuels available today are methanol derived from methane, with net CO2 emissions potentially higher than heavy fuel oil; and hydrogen derived from methane, which also may generate more CO2 than conventional bunkers. These findings rest upon a “well-to-propeller” analysis examining the entire supply chain, not just the emissions generated on board the ship.
Hydrogen from electrolysis was by far the cleanest fuel option examined, and it offers a nearly emissions-free alternative (assuming a renewable source of electricity). However, DNV GL also identified it as among the most expensive options. “When hydrogen is produced using renewable energy, it can be assumed to be much more expensive than Brent crude oil. It would only be competitive under the assumption of massive subsidies, or of heavy taxes on conventional fuels,” DNV GL concluded.
Parker Kittiwake has launched the X-Ray Fluorescence Analyzer (XRF), a portable testing device that, among other parameters, measures the sulfur content in fuel.
The XRF provides an accurate indication of sulfur content through the analysis of a small fuel sample in less than three minutes. This gives both shipowners and Port State Control (PSC) the ability to conduct laboratory-standard testing onsite before non-compliant fuel is bunkered and before a vessel carrying non-compliant fuel leaves port.
Traditional methods for confirming compliance with sulfur limits rely on paperwork requirements such as the Bunker Delivery Note (BDN). This not only significantly increases the risk of non-compliance and subsequent penalties for shipowners, but also heightens the environmental impact of burning fuel with a higher sulfur content. In addition, the delay incurred by laboratory analysis creates the risk that the vessel may have left port with non-compliant fuel onboard, or may require non-compliant fuel to be de-bunkered and compliant fuel re-bunkered, incurring significant delays and additional cost. The XRF Analyser provides a spot-check analysis of the sulfur content in fuel on site, allowing PSC to ascertain compliance almost instantly, and affording shipowners the opportunity to avoid fines, plus the time, expense and operational impact of bunkering non-compliant fuel.
Larry Rumbol, Parker Kittiwake’s Marine Condition Monitoring Manager, said: “Given the lack of environmental policing on the high seas, enforcement of the 2020 global sulfur cap is a daunting challenge for the industry. Efforts to develop robust enforcement solutions tend to focus on paperwork checks at ports, but this must be reinforced by accurate, reliable testing data.
“Shipowners and operators are fighting an uphill battle to ensure they can effectively prove compliance. And Port State Control needs a way to ascertain compliance quickly and onsite, allowing them to take timely and appropriate action. With significant confusion over the stipulations in the way sulfur measurements are made – for example, it is possible for fuel to pass ISO 4259 commercial tests but fail against MARPOL standards – it is clear that both parties require easy access to the data they need to accurately check and prove compliance.”
The XRF Analyzer is factory calibrated according to the ISO 8754 standard, and is capable of conducting field measurements that correlate strongly with laboratory measurements. Fuel can be easily sampled at any stage of the bunkering process, and test results can be stored electronically, allowing operators to manage compliance audits more efficiently.
In addition to sulfur testing, the XRF Analyser can be used to measure a range of wear metals in lubricating oil, allowing operators to quickly identify potential damage in cylinder liners, bearings, piston rings, gears, stern tubes and hydraulic systems.
Integrated into a small, lightweight housing, the XRF is easily portable for “plug-and-play” operation. Test results are displayed as a percentage on an LCD screen, avoiding ambiguity and mitigating the risk of human error through operators needing to interpret the test data.
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