2018

YACHT UPDATE

Excellence in design

Battery technology

Emergency Response Service

Unique sailing experience

DNV GL

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Adventures in polar waters ................................................... 16Leading the charge ................................................................ 17Pushing the limits .................................................................... 18Alternative fuels: the options ................................................ 22Digital defence ........................................................................ 24A broader panorama .............................................................. 26

Cover photo: Lürssen/Klaus Jordan

Individuality and excellence .................................................. 04Fresh ideas for collaboration ................................................ 08Individualism rules .................................................................. 10How to sail the best yacht ..................................................... 11Awareness avoids accidents ................................................. 12Exploring design trends ........................................................ 14

CONTENTS

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Welcome to our first-ever issue of YACHT UPDATE! We at DNV GL are excited to expand our popular series of customer magazines into the world of motor and sailing yachts, a remarkable segment – always at the leading edge of what is technically possible, always pushing the limits and confronting us with fas-cinating new design ideas for the next awe-inspiring vessel. Designers, naval architects, material specialists and engineers work hand in hand to make owners’ visions come true, and our role is to make sure every yacht in our class, no matter how daring its design, will keep its crew and passengers safe and perform flawlessly.

Read in this issue how generously sized glass elements are increasingly incorpo-rated into yacht designs, how advanced battery technology enables hybridiza-tion to optimize efficiency, and how DNV GL can help resolve noise and vibration issues to enhance the yachting experience and avoid equipment failure.

Yacht owners enjoy a pure environment and more and more embrace a green approach to yacht design and operation. Eco-conscious buyers, especially those interested in expeditions and exploration, frequently ask about green technolo-gies and sustainable materials. Our section on future fuels sums up what the new, strict emission standards entail and what the options are.

Many owners entrust their yachts to full-service ship managers; we present a look behind the scenes. In a business where every vessel is unique, success depends on uncompromising quality, as our shipyard story shows. You will also read how much science, information technology and human dedication goes into designing and building a leading-edge sailing yacht, and how DNV GL’s sailing and rig experts make sure the boat will withstand the enormous forces of the wind.

DNV GL – Maritime helps yacht owners and designers realize their dreams and enjoy a trouble-free yachting experience through a comprehensive range of services, including our Emergency Response Service. We are pleased to serve a segment where creativity and leisure play the lead roles and each new project is a fresh challenge for us to make ocean travel safer, smarter and greener.

Enjoy reading!

YACHT UPDATE 3

EDITORIAL

Published by DNV GL Maritime Communications

DNV GL – Maritime 20457 Hamburg, Germany

DNV GL – Group 1322 Høvik, Norway

Managing Editors: Jeannette Schäfer, Christina Supper

Additional authors: Simon Adams (SIAD), Hanns-Stefan Grosch (HSG), Andreas Kühner (AK), Peter Lindemann (PL), Nick Jeffery (NJ), Jeannette Schäfer (JS), Kevin Tester (KT)

Design and production: printprojekt, Hamburg

Layout: Lohrengel Mediendesign, Hamburg

© DNV GL SE www.dnvgl.com/maritime

Martin RichterShip Type Expert YachtsPrincipal Engineer – Statutory Supportmartin.richter@dnvgl.com

Just a few weeks ago Dr Justus Reinke took his two small children along on a visit aboard a yacht. “The biggest fascination was the lifeboats,” the proud father retells. Even those were probably gen-erously sized: Reinke is the executive in charge of yachts at the Bremen-based shipbuilding company Fr. Lürssen, a company with a long tradition that specializes in luxury craft – super and mega-yachts for the most demanding clients.

An economics expert with a PhD, Reinke is responsible for all market and customer-facing activities at Lürssen, including sales and marketing, technical project planning, contracting, as well as re-fitting, interior outfitting and guarantee management.

“In our project management team we take a holistic approach,” explains Reinke. While CEO Peter Lürssen, the great-grandson of the company’s founder, is usually the

“face to the customer”, there are various subject-matter experts available when a specific detail needs to be discussed. Sometimes the Lürssen staff will directly interact with well-to-do customers, some of whom get deeply involved with their projects and drop by the yard regularly to see how things are going, especially experienced yacht owners who have built yachts before. Others prefer to stay in the background, relying fully on their owner’s technical representative. “It is a different situation every time, and that’s what makes this work so unique,” says Reinke.

What about the mega yacht market? “You can’t really call it a market. The relevant demand decreases as yachts get bigger,” explains Reinke. Mega yachts are not a repeating business. On average, the yard delivers about three large yachts per year. ‘Bigger’ is not necessarily better, he

Customer satisfaction is a top priority for builders of high-end yachts. Fulfilling the owner’s special wishes while complying with strict rules and regulations is is part of day-to-day business for the luxury yacht specialist Fr. Lürssen Werft, Bremen, and their cooperation partners, the experts from DNV GL.

INDIVIDUALITY AND EXCELLENCE

The 90-metre-long DNV GL-classed explorer yacht Ice won the “super-yacht of the year” award 2006. She set standards in terms of eco-friendliness.

DNV GL

4 YACHT UPDATE

In our business, being able to cater to individualism is what counts,” Reinke stresses. When well-known, highly experienced designers such as Espen Øino or Tim Heywood are involved, they want to give their yachts a unique touch. That includes innovative hull forms and design features that push the limits.

“In many cases this means we as a classification society have to get creative,” Dirk Lange confirms. As a Key Account Manager at DNV GL – Maritime, the shipbuilding engineer is used to working closely with the Lürssen team. Meeting stringent aesthetic expec-tations without compromising safety is an art, he says. One of the current trends he tries to accommodate is generous glasswork around the bridge. “The classification society does have some room for interpretation in this respect, but whatever it does it has to defend vis-à-vis the flag state administration,” says Lange. Quite often these designs require additional calculations or tests (see page 26).

points out: “We start with a length of about 55 metres, that is the range where we feel at home.” Yachts up to roughly 100 metres in length are built by the company’s facility Lürssen-Kröger Werft near Rendsburg, whereas the largest ones are created at the Bremen main yard.

Each vessel is uniqueWhether you take the 85-metre yacht Areti or the 123-metre Al Lusail, both of which were delivered last year and are DNV GL classed, every ship built by Lürssen is one of a kind. That makes things especially challenging for the yard team. “We only get one try and everything has to be perfect. That requires impeccable processes and extremely diligent people.” Projects are getting more and more complex: special customer requests, unusual design ideas, innovative technical solutions and applicable regu-lations all have to be reconciled so the future owner will be fully satisfied when the ship is finished. “This is why we begin cooper-

ating with classification societies such as DNV GL at a very early time so that any potential issues can be

resolved immediately,” says Reinke. The classifica-tion experts have comprehensive know-how and can provide recommendations on how to opti-

mize a design or its implementation. Right now, Lürssen is collaborating with

DNV GL on several projects. “We need to work with people who understand our

business; people who know that stand-ardized solutions are not what we need.

“We only get one try and everything has to be perfect. That requires impeccable processes and extremely diligent people.”Dr Justus Reinke, Managing Director at Fr. Lürssen Werft

The 2017-delivered Areti was designed by Winch Design and equipped with a magnificent spa area. It is the smallest yacht built to the PYC.

Tim Heywood created the 115-metre yacht Pelorus.

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INNOVATIVE SHIPYARD

YACHT UPDATE 5

Rules provide the frameworkBasically, Lürssen manager Reinke says, he is glad there is a sophisticated regulatory framework which applies to all market stakeholders and is developed continuously: “These are key guide-lines that serve as a basis for our conversations with designers and customers,” he says. The topic of his doctoral dissertation was electro-mobility: “Alter-native propulsion technologies and complex systems are an important field of activity for us at Lürssen,” says Reinke. The construction process is highly complex and involves numerous suppliers, in spite of the company’s consider-able in-house production depth.

When the 180-metre yacht Azzam, to this day the world’s long-est privately owned superyacht, was completed five years ago, Peter Lürssen said: “This vessel represents a major milestone, not only in the history of our company but in yacht building in general, as well.”

There are many more milestones: “Doing something for the very first time is always the biggest challenge,” says Reinke, no matter whether it is a complex pool, a spa landscape with a cold chamber, or a sophisticated digital entertainment system.

Similar to other shipbuilding segments, high-end yacht design is highly dependent on general trends in the shipping industry, as the recent SMM trade fair in Hamburg showed once again. Apart from digitalization, sustainability is high on the cur-rent agenda. Since the clientele in this segment is exceptionally demanding, the solutions developed here are often leading-edge. For example, all Lürssen-built vessels adhere to IMO’s strict Tier III criteria for nitrous oxide emissions, and alternative

propulsion systems are frequently discussed, as well: “Environmental awareness is quite strong among our customers. They take responsibility, and at the same time they are highly interested in clean oceans, which is part of the yachting

experience.” From diesel and diesel-electric sys-tems to the increasing interest in battery banks

to back up the on-board electricity grid, there is a wide range of options. Even liquefied natural gas (LNG) is being considered (see page 22). But Reinke is somewhat sceptical because of the patchy bunker-

ing infrastructure. “Being able to travel wherever you want is an important aspect of yachting, and when you depend on LNG, that simply isn’t possible yet.”

Trust and expert guidance are definitely two criteria that are of utmost importance for the business success of Lürssen: the com-pany owes its excellent reputation to its experience completing sophisticated projects that have earned it the trust of its customers.

“The fact that we are a family-owned business is extremely impor-tant. Unlike a public company, we do not have to present specific quarterly results or answer to any third parties. We can calmly make our own decisions in a flat hierarchy,” says Friedrich Lürssen, Managing Partner of the Lürssen Group and Peter’s cousin.

Full service packageEngineering Made in Germany is another important criterion that appeals to customers. Whether in engineering or production, Lürssen exclusively employs highly qualified staff. In addition, the shipbuilder will provide holistic assistance to the owner, if so desired: the company’s “Yacht Management” service package

Dr Justus Reinke, Managing Director at

Fr. Lürssen Werft.

The 110-metre Radiant has eight cabins for guests and 20 cabins for crew members.Areti’s features include a fully certified helipad.

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6 YACHT UPDATE

DNV GL ExpertDirk Lange, Key Account Manager Business Development Area GermanyPhone: +49 40 36149-7907E-Mail: dirk.lange@dnvgl.com

important role (see page 16). The yard has already delivered a few high-tech expedition yachts.

True craftsmanship“What triggers my enthusiasm time and time again is the love for detail and a perfect finish,” says Reinke. Segment-specific rules and standards, such as the Red Ensign Group’s Passenger Yacht Code (PYC), require utmost attention to detail regarding the materi als used for the ship’s interior, including flammability and other aspects. Some surfaces must be covered with paper-thin layers of genuine wood, which involves tedious manual work.

“What our suppliers from Germany and Austria accomplish is true craftsmanship,” says Reinke. The enthusiasm of yacht building is obviously still very much alive in this company even after genera-tions. HSG

includes training, crew management and other services such as housing, obtaining visas and organizing port stays. Custom main-tenance, repair or refitting services keep yachts ‘state-of-the-art’ throughout their lifetime, often with the help of the specialists of the Hamburg-based Lürssen subsidiary Blohm+Voss.

Apart from superyachts, naval vessels are Lürssen’s second major line of business. Both can profit from each other to a certain degree: “Both involve enormously complex systems, and some aspects are relevant to both ship types,” explains Reinke. As an example he mentions the issue of noise emissions: “Yacht custom-ers want to enjoy comfort and calm, and for naval vessels quiet operation is crucial for security reasons.”

Sheiks, billionaires, superstars? There are all kinds of rumours and legends surrounding Lürssen’s customers, but the company has a tradition of keeping its lips sealed in this respect. All they are willing to say is this: the main cruising regions for yachts continue to be the Mediterranean and the Caribbean. After all, the special flair and infrastructure of specific ports is part of the yachting experience, and other parts of the world, such as some Asian regions, have not developed these capabilities as yet. There might be a future market there. A conspicuous trend among own-ers is their increasing appetite for adventure. As a consequence, special properties such as ice class are beginning to play a more

TOP QUALITY FOR DEMANDING CUSTOMERS

High-performance vessels for navies and coastguards and sophisticated, custom-built luxury yachts are the two lines of business powering the success of Fr. Lürssen Werft, established in Bremen-Vegesack in 1875.

In 1886, the shipyard built the world’s first motor boat. From 1957 onward, naval shipbuilding was the main business until

company management made a strategic decision at the end of the 1980s to add luxury yacht building as a second area of activity to reduce the dependence on the naval business. The company’s yacht new-building activities are complemented by a wide range of services including repairs, upgrading, maintenance and worldwide logistics support. 2,700 highly qualified,

experienced employees working at six dif-ferent sites combine proven northern Ger-man shipbuilding tradition with a passion for excellence.

The company is headed by a board of six executives, including Peter Lürssen, fourth-generation member of the found-er’s family. His cousin Friedrich is responsi-ble for the naval business.

As the largest private motor yacht in the world, Azzam was a milestone for

Lürssen and for yacht building in general.

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INNOVATIVE SHIPYARD

YACHT UPDATE 7

As a naval architect specializing in yacht design, Espen Øino looks at rules and regulations in general, and classification in particular, from a different angle than most shipbuilders would. In this inter-view in his new offices at the entrance to Port Hercule, Monaco, he provides some food for thought and some suggestions regard-ing the direction the segment is taking as it embraces the green agenda and digitalization.

Mr Øino, what is on your mind today?Espen Øino: Take a look at this — a Windy Limousine Tender. She is 12.5 metres long and has two 400 hp engines that can make her go 40 knots, with up to 22 people on board. She was designed to a specific set of rules called MGN 280 (marine guid-ance notes), a British invention, connected with ISO, that ensures there is sufficient stability and lifesaving appliances aboard for safe operation. What I am thinking is this: why should we not do the same for superyachts? She is due for delivery to the yard next week and has hardly any hump as she gets planing, which is comfortable for guests.

How many projects are you working on?Øino: Strictly confidential! We always have some ten boats in con-tract. It sounds a lot but in reality you know the time frame is four

to five years or more. For full-on, detailed design we probably have five boats at any given time. Quite a few are DNV GL-class. We don’t release information — we prefer to leave publicity to the shipyards if you need renderings.

Do clients request specific classification societies?Øino: It is very rare that clients request to build to a specific rule. It seems to be more about working relationships shipyards have with class societies and the yards advise the client. But we do occasionally advise clients for example, in the past we have done some very high-performance yachts where, in my view, DNV GL had a better approach and more experience. They are really one of the pioneers in lightweight structures and have a more genuine approach to problem-solving. Moon Goddess and Shooting Star, 35 and 38-metre carbon-fibre yachts by Danish Yachts, are fast yachts we’ve done with DNV GL.

Do builders tend to stick to one society?Øino: Builders often have a preference and it may be down to personal working relationships between the shipyard and the sur-veyor. Also they may have had some good or bad experience with turnaround time for drawings and approval. Some surveyors may be more proactive than others, and there may be workload issues,

FRESH IDEAS FOR COLLABORATIONAt the top of the superyacht design game, Espen Øino shares his thoughts on working with class and improving regulations and the ownership experience.

REV, built to DNV GL class and scheduled to launch in 2020, will feature advanced eco-friendly technology, such as a hybrid energy system and an emission-free waste incinerator.

DNV GL

8 YACHT UPDATE

tender we designed can carry 22 people; ferries operate to coast-al restrictions carrying many more people. We are all pro-safety and don’t want casualties, but if you look at how a yacht carrying twelve passengers – or 36 – is engineered and built to comply with rules and then you go on a fast ferry, on which craft would you start thinking: ‘What is the concept here if something goes wrong?’ It’s like living in two different worlds.

So, I would welcome a fresh and new approach to the safety concept for larger yachts, even smaller yachts. We have the ability to carry many more passengers than we do. Occasionally we may have parties on board, where you have deck space for hundreds, and it is always complicated. It is OK in port but at anchor you have to have boats around you to get them off.

It is a fragile industry, even though it has grown in the last three decades and it appears to be resilient. But we are making things more and more complicated in design and engineering, adding to the cost of building, and then on the operational side, with working hours and so on. I would like to see an all-new, fresh, blank-sheet approach to safety, much simplified and with a lot of common sense!

Do you see any imminent major changes in the market, and what is Espen Øino International’s main expertise?Øino: I’ve been thinking for many years that the market for big yachts will come to an end – but I’ve been proved wrong over and over again. Being naval architects with a technical background is our main strength. This is very useful when building complex boats. For creative naval architecture you need to understand things like stability! NJ

with one snowed under and another with time to allocate. But my experience is that – on the larger boats – we are doing more and more with DNV GL.

Safer, Smarter, Greener is the DNV GL motto. Do you feel the industry is becoming greener?Øino: There was an LNG cruise ship launched last week. LNG is a greener option than diesel, and we’ve discussed it with ship-owners. The problem is that energy density is much lower, so you need more space on board for the package, which means you have to take out ‘real estate’ – which may be less critical on a cruise ship than on a yacht. Normally ships do set routes. But yachts are inherently associated with the freedom to go anywhere you want. We design yachts with banks of batteries already. One very large project we are working on now is the REV project, a very public project, launching in 2020. REV has a waste incinerator that doesn’t emit any harmful gases, it has heat recovery etc. The owner signed this boat up to The Giving Pledge so he will pay towards the running costs and make it available to researchers. Rather like Monaco Explorations’ Yersin, but clearly much bigger and with far more extensive research facilities, bigger cranes, moon pool and the latest equipment.

Do owners actually bring up environmental topics at the brief stage?Øino: Yes, since about a year ago; before that it was mostly jour-nalists talking green. I can sense a change. People are genuinely concerned, or want to be perceived as being so, which is good anyway. Don’t forget, people on yachts don’t want to sit with plas-tic drifting by and muck in the water around them!

Are we going to see an “efficiency ranking” one day?Øino: Yes, we are working with somebody at the moment to see if we can establish a rating system for boats that is similar to the energy efficiency rating for houses. We go all the way back to building materials. For example, aluminium is lightweight and energy-efficient in use, similar to a lighter car which uses less energy when accelerating and braking. On the other hand, alu-minium is energy-intensive to produce.

To what extent do regulations influence the design of a yacht?Øino: Absolutely – they do to a very large extent. However, luck-ily we have no rules or regulations for the aesthetic part of the design. If you compare yachts to houses and land-based designs you have all sorts of people sitting down deciding what kind of windows to allow and so on. If you compare to houses & land-based designs where you have all sorts of committees sitting deciding what aesthetics to authorise, at least yacht design is not restricted by ‘style councils’!

What would be on your “wish list” for future regulations?Øino: My wish list is very simple! It would be to come up with a set of rules and regulations that better reflect the real use of yachts – which is basically one of coastal cruising. There are very rarely passengers aboard for ocean passages. For example, the

DNV GL ExpertJacques Maury, Business Development Manager Iberia & FrancePhone: +33 491 13 71 66E-Mail: jacques maury@dnvgl.com

“We are working to see if we can establish a rating system for

boats that is similar to the energy efficiency

rating for houses.”Espen Øino, Owner of

Espen Øino International

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SUPERYACHT DESIGN

YACHT UPDATE 9

Since it was first established in 2004, the “Yacht Company” Y.CO, headquartered in Monaco, has been growing steadily from an initial team of ten to over 100 today, with additional offices in Lon-don and Fort Lauderdale, Florida. Its range of services includes everything from newbuilding and brokerage for buyers and sellers to chartering, yacht management and related services.

IT makes the differenceThe main focus of Y.CO’s business is operations. To better handle a growing number of yachts and enhance visibility throughout the fleet, the company maintains a leading-edge big data network across all its managed assets called Y.CO LIVE. Applying analytics to the growing data base improves decision-making, says Russell Stockil, Director Maritime Compliance at Y.CO, and allows Y.CO to optimize its services. “On Y.CO LIVE we can see everything for all boats – class, insurer, crew, P&I, the DPA, finance, operations, man-agement contacts at Y.CO, all at a glance,” he describes.

Captains like the portal: “The system provides an easy way to get a risk assessment.” Risks identified in previous assessments are stored in a database, says Stockil. “That information is shared throughout the fleet. You can input an activity, such as fuelling up or tender launching or entering an enclosed space, and the system gives you a list of associated risks which you can review for items relevant to your present situation.”

Easy access to important information is likewise a great resource for shipmasters and the ship managers at Y.CO, Stockil points out: “For example, we like DNV GL’s DATE service which gives direct access to technical experts and incorporates a kind of artificial intelligence (AI). The system goes through all the ques-tions asked and responses required, and as it builds up its data-base you get answers more quickly.”

A fast-moving segmentEnvironmental awareness is getting stronger in the yacht commu-nity, says Stockil. Y.CO therefore makes a point of asking clients

Yacht operations is an intriguing world quite unlike any other segment of the shipping industry. DNV GL Yacht Update visited Y.CO to take a closer look.

INDIVIDUALISM RULES

right at the beginning whether they would like an eco-friendly craft, and many decide for that option. Advanced technology is making it easier to measure and rank efficiency, Stockil points out, which enhances ecological transparency.

Individualism is key in superyacht design, and owners often have very special ideas for the boat of their dreams. Designers love the challenges and opportunities that come with every pro-ject; it is up to class to make sure all safety criteria and regulations are met. Finding a mutually satisfactory solution for a new design idea can take many meetings. But, says Stockil, with its openness to taking “the broader view”, “DNV GL is flexible enough”, an approach designers, builders and managers truly value. In new-building projects DNV GL provides a client representative and a technical surveyor at the yard, which ensures transparency and allows the Y.CO team to influence certain aspects of the build.

“That’s a big plus for us,” Stockil stresses.Of course, the regulatory landscape evolves at a slower pace

than designers and naval architects would prefer. It often takes years until new, disruptive technology is adequately reflected in rules and regulations. Take autonomous shipping, says Stockil:

“At Y.CO we are already looking at robo-ethics. We have laws for humans, what about laws for robots?” DNV GL’s proactive involve-ment in regulatory initiatives embodies what Stockil calls “Scan-dinavian openness”: “They are flexible to interpretation of their rules” — a quality the yacht segment is thankful for. NJ

Russell Stockil, Director Maritime Compliance, Y.CO

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At the Monaco marina, yachts compete for the most extravagant design.

DNV GL ExpertJacques Maury, Business Development Manager Iberia & FrancePhone: +33 491 13 71 66E-Mail: jacques maury@dnvgl.com

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On-board technology is getting more complex all the time as new, more advanced systems are added to improve operational effi-ciency, automate control functions, better protect the environment, and enhance comfort and the cruising experience.

When rotating components rumbleThe propulsion and power producing machinery is a universe of its own, and there are more choices than ever to consider when custom-designing the perfect system for a yacht — from diesel-electric or hybrid solutions and pods all the way to batteries and fuel cells. But all the innovative technologies and alternative fuels have repercussions on the remaining on-board ecosystem.

This is where DNV GL’s advisory services can make a big dif-ference: its very purpose is to minimize risks and pinpoint crucial aspects that should be considered before any final decision is made. For example, if a customer envisions a newbuild with a hybrid propulsion system, there are experts available at DNV GL to assist in the development and evaluation of system specifica-tions from a holistic perspective. Bid Evaluation and Hybrid Evalu-ation are software tools DNV GL uses to streamline the machinery selection and benchmarking processes ensuring all components work together to achieve the desired fuel and emission-saving or eco-friendly profile. This includes presenting the client with alternative options so the features and benefits will live up to the owner’s expectations.

Pinpointing the sourceNoise and vibration on board are not only a nuisance to the pas-sengers and crew but also typically indicate that energy is being wasted somewhere in the machinery and components are subject to excessive wear. Detecting the root cause takes experience and sophisticated equipment, and since every yacht is different,

the right strategy for approaching the problem must be devel-oped from scratch in nearly every case. For example, shaft and structural vibration measurements, combined with local vibration measurements in problem areas on board, may reveal the vibra-tion source. Computer-based finite-element modelling can deliver further decisive clues.

In one such example, DNV GL was contacted when unfamiliar noises on board a yacht seemed to indicate trouble. It turned out that a stern tube bearing was overloaded due to poor design and inappropriate operation. The risk of loss of propulsion was evident if no corrective action was taken. The yacht had to be taken off hire for major repair. Experts from DNV GL accompanied every step of the process, from root cause analysis to preparing a proposal for a new bearing design that accounted for the effects of hydrodynamic propeller forces, hull deflections and shaft line interactions with the hull and bearings, through to quality moni-toring at the repair yard. Guiding all these processes carefully is important to minimize the off-hire time and make sure the repair costs will be justified by the improvements achieved.

Design assistance and vibration analyses, design and system verification, simulation and optimization, strength and fatigue analysis, alignment and in-situ measurements — the ultimate goal is always the same: to make mechanical and power systems run as smoothly as possible while minimizing the risk of failure. AK/SH

Designing and sailing modern yachts involves engineering complexities that are difficult to resolve. DNV GL’s advisory services support owners in selecting and optimizing a wide variety of on-board systems.

HOW TO SAIL THE BEST YACHT

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DNV GL’s advisory services help find the right answers for machinery and power challenges.

DNV GL ExpertSondre Henningsgård (SH), Discipline Leader – Systems, Managing Director Maritime Battery ForumPhone: +47 41 65 84 10E-Mail: sondre.henningsgard@dnvgl.com

NOISE AND VIBRATIONS

YACHT UPDATE 11

It is exactly 11 o’clock local time (LT) on 26 July 2018. The ship-master of one of the world’s largest superyachts contacts the Emergency Response Service (ERS) of the classification society DNV GL. The position of the disabled ship is 43° 30’ 24’’ N / 07° 03’ 31’’ E. The superyacht has hit an underwater rock to the north-east of the small island of Saint-Ferréol, just a few nauti-cal miles to the south of the French Mediterranean sea port of Cannes.

At DNV GL headquarters in Hamburg, three members of the Duty Team immediately jump up and run to the ERS Situation Room. Equipped with computer banks, monitors and drawing boards, the room serves as an emergency operations centre where the experienced team members can carry out calculations to determine the ship’s damaged stability and residual strength, and assist the shipmaster as well as the land-based staff in devel-oping a plan of action.

The three damage control experts have now arrived at the Sit-uation Room. “In an actual emergency, every second counts in our coordinated efforts to safeguard life, the environment and prop-erty,” says Christoph Peickert, Head of Section ERS at DNV GL. On this particular day, however, the situation is not quite as dramatic.

“The emergency call from the Cote d’Azur was an unannounced exercise conducted to verify the availability of our services and the required computational performance,” Peickert explains.

Nevertheless, the team in the ERS Situation Room doesn’t waste a second and immediately begins to focus on the given task.

“Yacht free-floating again with water ingress and damaged spaces in forward area; fore peak and tank no 1 PS and void space,” was the shipmaster’s radio message. Now it is all about calculating the yacht’s stability in damaged condition and providing advice to the crew to help improve the situation. The first, simplified calculations for assessing the floatability of the damaged craft are expected to be available within 20 to 30 minutes. “The first response shows whether the vessel is in immediate danger (e.g. sinking, capsizing). This evaluation supports the captain in his decision to evacuate or stay on board. This is the most important question, and in an ac tual emergency it requires an immediate answer,” says Christian Hass, ERS expert at DNV GL with more than twelve years of experience.

Experts are on call 24/7DNV GL has access to vessel drawings and computerized models of all of the 4,100 vessels registered with the ERS – from pure car & truck carriers (PCTC) to container ships and tankers, through to megayachts. The classification society has been offering its emer-gency service for 25 years. More than 50 experts form the ERS teams based at DNV GL in Hamburg and Høvik. Relying on their comprehensive experience and ship-class-specific knowledge, they make sure the 24/7 ERS is always properly staffed.

In a marine accident, every second counts. The DNV GL Emergency Response Service (ERS) supports the crew on board the disabled yacht by preparing a quick assessment of the situation and precise calculations. Frequent drills make sure the system will function in a real incident.

AWARENESS AVOIDS ACCIDENTS

Reefs and underwater rocks pose a serious accident risk for any

ship, including yachts.

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12 YACHT UPDATE

to relocate volumes of liquids within the hull would improve the yacht’s stability and maintain its structural integrity.

While the ERS is available to any ship, registering DNV GL-classed vessels is easier for the owners because all required ship data and design drawings are already on file at DNV GL. Peickert says he has noticed an increasing interest in the ERS in the yacht segment recently. “This may in part be owing to the fact that ships have become significantly more expensive over the past few years.”

Active asset protection begins with exercises and drills – one of the many benefits of registering your yacht with the ERS. Announced or unannounced drills, such as in the case of the superyacht off Cannes, heighten the crew’s awareness of potential hazards. There is growing interest in voluntary drills among yacht crews. All in all, the DNV GL ERS team performed roughly 60 exer-cises across all ship types in 2017. Peickert puts it in a nutshell:

“Training raises awareness, and awareness avoids accidents.” PL

No matter whether it is just a drill or an actual emergency, the experts can always access a so-called digital twin of the disabled vessel on screen to conduct stability and strength calculations. The highly detailed, three-dimensional representation of the ves-sel, supplemented by current loading condition and damage details, allow the team to simulate various scenarios of the disa-bled vessel quickly, accurately and reliably. As digitalization pro-gresses, more and more live data will be fed into the digital twin models automatically to further improve their accuracy.

The initial calculations for the real-case scenario involving the superyacht off Cannes indicate that from a technical view-point it will not be necessary to evacuate the ship. “The ultimate decision about an evacuation is always up to the shipmaster on board the vessel. What we can do from our end is support him by providing our expertise,” Hass notes. This is not an easy task, especially in the yacht segment, where ship designs are frequently unique. Many vessels have special technical features which affect their stability, such as a tender garage with water-tight doors in the outer shell, or cross-flooding devices that allow water to flow from one side to the other in the event of leakage to reduce the heeling angle.

In the meantime the ERS team performs more detailed calcu-lations to help get the ship afloat again as quickly as possible in close communication with the responsible persons on board. It doesn’t take the team long to complete this task. Within an hour, the shipmaster receives a detailed ERS report summarizing the current state of the vessel as well as calculations describing a vari-ety of scenarios. The crew now checks whether the recommended mitigation measures are realistic and feasible. In an actual inci-dent, the responsible authorities, the owner, the insurance com-pany or the chartering company will have been informed by now. This exercise fully met the client’s high expectations. From the calculations performed on the given scenario to determine suit-able remedial action, the ERS team concluded that using pumps

DNV GL ExpertChristoph Peickert, Head of Section, Emergency Response Service (ERS™) Phone: +49 40 36149 3705E-Mail: christoph.peickert@dnvgl.com

ERS: GOOD ADVICE WHEN YOU NEED IT

With over 4,100 vessels registered, the DNV GL Emergency Response Service (ERS) is the largest service of its kind in the industry, covering:

■ Detailed and verified advice on how to improve a ship’s condition in a distressed situation, with a plan for the fastest return to operation.

■ 24/7 access to damage stability and residual strength experts for immediate support to vessels in distress, from the incident up until the vessel is safely in repair or back in operation.

■ Communication checks and realistic scenario exer-cises for effective and reliable crew training.

■ Evaluation of an existing emergency response plan against reference best practices.

■ Compliance with relevant international regulations and requirements.

■ The DNV GL ERS is available for all ship types, off-shore units and inland vessels, independent of class.

In the event of an incident, the DNV GL ERS will calculate the damage stability and residual strength of the hull.

Luxury yachts have become more expensive. This may be one reason why demand for ERS is increasing.

“The ultimate decision about an evacuation is always up to the shipmaster on board the vessel. What we can do from our end is support him by providing our expertise.”Christoph Peickert, Head of Section ERS at DNV GL

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EMERGENCY RESPONSE SERVICE

YACHT UPDATE 13

Marine Construction Management (MCM), based in Newport, Rhode Island, has been managing newbuilds for 30 years, including a number of DNV GL-classed yachts. Peter Wilson, one of the two founding partners, recently predicted that along with advances in construction, efficiency, communications, security and lower emis-sions, the whole superyacht lifestyle will be even more about shar-ing adventures with family and friends, with a focus on the health and well-being of those on board – and the environment in which they cruise. Wilson expects to see more explorer-style vessels ven-turing further afield with owners, their friends and charterers while witnessing or participating in “citizen science and ocean research”.

Worked-up yacht designs Nigel Ingram, MCM’s other founding partner, believes it is only a matter of time before hydrofoils are incorporated in superyachts. This view is shared by designer Clifford Denn – he has noticed the popularity of foils on smaller yachts and believes younger-generation owners will demand them on superyachts soon. Denn was part of the team that designed the 75-metre Eco (now Zeus) at Blohm+Voss 30 years ago – itself sporting a hydrofoil aft of its waterjets, so they are not entirely new.

One industry trend is clear and that is that shipyards and designers are teaming up to present worked-up yacht designs that are ready to start building without losing a year on initial

More green, more exploration for experiencing nature, with glass and possibly hydrofoils: These are themes that builders and designers nearly unanimously see as major current superyacht trends.

EXPLORING DESIGN TRENDS

design. Clifford Denn’s 83-metre Maximus, developed by the Dutch yard Heesen, was well-received at the Monaco Yacht Show 2017. Claydon Reeves and March & White presented Linea with Fincantieri, while Winch Design teamed up with both Wally and Nobiskrug to show an 83-metre explorer.

Bannenberg & Rowell and builder Kusch Yachts’ 118-metre Project Blazon looks set to wow at MYS 2018 – they last collabo-rated on Le Grand Bleu. Dickie Bannenberg states: “We attempt to bring the outside in, to capture the marine and beach life – hence the merging of these spaces that are no longer deemed outside or inside. The spine of the boat is the core, the focal point through which the wide, open-plan stairwell links all decks and binds together the crew stairs, pantries and engine casings.” Concentrat-ing these key vertical elements leaves more space for the living areas, giving the designers greater freedom to deconstruct what have traditionally been the cosy, inward-looking spaces: the salons.

“In this case we’ve lowered the aft main deck area to get it closer to the water level. It becomes the saddle between the raised pool aft, with the spa beneath, and the interior going for-ward.” This creates the conservatory lounge, an exterior space

Project Blazon, developed by Ban-nenberg & Rowell and Kusch Yachts,

introduces a new vertical concept interlinking all levels of the vessel.

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14 YACHT UPDATE

between exploring and yachting; she might spend her summers in the Mediterranean and winters going further afield, similar to the 83.5-metre hybrid Feadship Savannah, which is selectively chartered through Edmiston at a million euros per week when her owner is not aboard.

A greener mindsetEven suppliers of fine linen and china to superyachts, such as Glancy Fawcett, have noticed buyers asking where the products are sourced and whether they come from sustainable sources. More customers are eco-friendly and eco-conscious. The Prince Albert II Foundation’s Monte Carlo Gala fundraising dinners have done their share to pressure owners to go greener. When the Espen Øino-designed 183-metre REV, a yacht with a 21,120-mile range currently being built for the Norwegian owner Kjell Inge Røkke, is launched in 2020 (see also page 8), expect to see younger owners vying to beat the boats of their peers in eco-friendliness rather than sheer size. REV’s hull – designed to DNV GL SILENT-R notation and complying to DNV GL Ice PC6 class notation – contains accommodation of high enough qual-ity to attract those who might otherwise charter a superyacht. These guest “explorers” will be able to assist, witness or publicize the valuable expedition research work being done to save the oceans. NJ

divided by steps running full beam. It connects to the elevated forward section and is surrounded by sliding glass walls, a trans-parent envelope that controls temperature and humidity. “Low-ering the floor is akin to raising the ceiling, affording the space a sense of scale and grandeur with four-metre ceiling heights,” describes Bannenberg. Aft of the sliding glass walls, the port and starboard side decks fold out into expansive stairwells leading to the water as well as the beach toy store beneath. Looming high above this space is the superstructure’s underbody, a sunken observation salon hung beneath the wide coamings of the upper deck. It opens upwards internally into the main salon and dining room on the owner’s deck. This elevated position provides the dining and lounging spaces with panoramic views and opens up to wide side and aft decks.

Youthful spiritDesigned as Passenger Yacht Unrestricted Engaged in Trade (PY-U), in compliance with REG Yacht Code Part B, Project Blazon has a 6,000-mile range at 16 knots and accommodates two own-ers in a 310-square-metre suite, 30 guests and 44 crew. Likely to appeal to the younger buyer, Project Blazon bridges the gap

DNV GL ExpertMartin Richter, Ship Type Expert YachtsPrincipal Engineer – Statutory SupportPhone: +49 40 36149-7930E-Mail: martin.richter@dnvgl.com

Bringing the outside in and being closer to the water and to nature are design concepts reflecting a growing environmental awareness among younger buyers.

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YACHT UPDATE 15

The new generation of luxury yachts are now being geared towards sailing around the globe without frequent stops. These round trips also include the stunning nature of polar waters. Some of the latest yachts are being equipped with larger fuel tanks and reinforced hulls capable of “breaking” through ice, enabling Arctic expeditions in comfort and style.

Safe Arctic operationsA remote and inhospitable environment like the Arctic combined with limited infrastructure makes safety an absolute priority. Many potential hazards in the polar regions differ little from those in other sea regions: collision with another vessel or offshore instal-lation, fire and explosion hazards, structural failure, grounding, an accidental oil spill. But the consequences of any individual inci-dent in Arctic waters could be much more serious.

Added regional hazards such as sea ice, topside icing, low temperatures, darkness and fog change the risk equation. Many of these factors were considered in the development of the IMO Polar Code, a set of internationally agreed minimum standards for ice operation which has been in force since January 2017.

“Apart from SOLAS, most of the major yacht codes make direct reference to the IMO Polar Code. Applying the philosophy and requirements of the IMO Polar Code should guide yacht owners towards adapting to the expected polar conditions to provide a safe environment for the persons on board and to protect the environment,” Martin Richter, DNV GL’s Ship Type Expert Yachts, points out. The overall goal of the IMO Polar Code is to identify additional hazards which may be experienced during a voyage through the Arctic, and to identify and implement the most effi-cient measures to mitigate the associated increased risks.

“For those who plan to operate in polar waters, our long expe-rience of different ship types, operations and equipment enables us to provide expert support and make sure that the safest, most practical and most economically feasible solutions are implement-ed,” explains Morten Mejlænder-Larsen, Director, Arctic Operation and Technology, DNV GL. Relevant additional hazards for the

planned operations should be identified in the early design phase so the best vessel-specific solutions can be selected.

“The code requires that a Polar Code Operational Assessment involving the owner, yard and designer is carried out early in the design phase to establish a common understanding of the requirements of the Polar Code and agree additional relevant hazards. Since the code is goal-based, it is crucial to determine which requirements of the Polar Code apply so that more con-crete calculations and quotations can be carried out and costly design changes at a later time are avoided,” Mejlænder-Larsen explains.

“At the end of these workshops our customers know exactly what part of the code applies to them and what kind of capabili-ties they have to demonstrate. With this knowledge at hand, the designer and yard can develop a vessel that complies with the code so the Polar Ship Certificate issued at the end of the process matches the operational profile the owner had in mind at the beginning. The workshops help all parties involved to clarify the initial questions related to the Polar Code,” Mejlænder-Larsen points out. “For expedition vessels and large yachts, it is also essential to provide additional crew and passenger training to make sure everyone on board is aware of the risks particular to the Arctic environment.”

With the overall objective of the code to identify the addition-al hazards polar waters pose for the planned operation, estimate the associated risks, and find appropriate mitigating measures, yachts can operate in the Arctic in a manner that is similar to oper-ation in non-polar waters. JS

Exploration trips to polar regions require specific vessel design features to mitigate risks specific to Arctic waters. Knowing how to apply the Polar Code is crucial.

ADVENTURES IN POLAR WATERS

DNV GL ExpertMorten Mejlænder-Larsen Director – Arctic Operation and TechnologyPhone: +47 997 13 588E-Mail: morten.mejlaender-larsen@dnvgl.com

Floating ice and cold temperatures are risks yachts must be able to handle to safeguard human lives and the environment. DNV GL provides expert advice.

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“It is a transformational technology,” says Narve Mjøs, Director, Battery Services & Projects, DNV GL. “There are currently more than 250 all-electric or hybrid vessels either in operation or under construction, and that figure has grown from zero over the last five years. I think awareness of the benefits of battery technology is widespread now.” In fact, many yacht owners are contemplating retrofitting their existing craft or building new ones with a battery-assisted power or hybrid propulsion system. However, like any other energy source, integrating a battery bank into an existing or new vessel is a complex task that requires careful planning.

Hybrid highlights“All-electric vessels powered by batteries are confined to short-sea operation at present,” says Sondre Henningsgård, Discipline Lead-er – Systems at DNV GL. On yachts, batteries only make sense in a hybrid scenario where they complement another power source and enhance flexibility, he states. They can help run the machin-ery, including generator sets, at optimum load, reducing fuel consumption and emissions to air; they can stabilize the on-board grid, avoid power blackouts, and enable silent operation for lim-ited periods of time, for example in port or in marine sanctuaries.

Batteries can also optimize propulsion systems powered by LNG or other eco-friendly fuels, and enhance the performance of emission abatement technologies. DNV GL can model and simulate on-board energy systems to help determine the best way to use batteries on a given vessel, from sizing to system inte-gration. “There are rules for the selection of lithium-based battery systems, and DNV GL has not only developed the most advanced and comprehensive rule set for batteries but also has far-reaching

class-independent advisory experience in the field,” Hen-ningsgård points out. The DNV GL class notations Battery(safety) and Battery(power) ensure both proper battery installation and safety.

Things to considerOne of the first criteria to account for when planning to add bat-teries to an existing vessel or a new design is weight. Batteries are quite heavy, which means that the hull needs to be designed or reinforced to carry that weight. Furthermore, adding weight will change the draught and possibly the stability and navigational behaviour of the boat as well.

Lithium-ion technology, while superior to any other battery type, is not without inherent hazards. Lithium is highly reactive and flammable and can generate intense heat when coming into contact with water, producing flammable hydrogen as well as caustic lithium hydroxide. Proper ventilation of battery spaces must be ensured. Improper battery handling and insufficient familiarity with the operational implications can lead to battery cell overheating and thermal runaway, degradation, and toxic gas development. A well-designed battery management system (BMS) is essential for effective battery control, use and maintenance, and proper crew training is of critical importance as well. DNV GL offers expert advice and engineering support including computer simulations to properly account for all these concerns.

Technology outlookA yacht requires enormous amounts of power and an optimal life cycle, as high-stress performance requirements can easily shorten battery life if not properly accounted for. While batteries for other applications are considered as disposable items, this would not be feasible for maritime batteries because of their specific safety, testing and system integration demands, says Benjamin Gully, Senior Engineer at DNV GL. “But with the right technology and engineering, maritime battery life cycles exceeding ten years should be possible before long,” he says. “And battery prices are likely to continue falling.” Both Mjøs and Gully agree that the case for hybrid yachts is far-reaching and compelling. AJ

Batteries are powering a new wave in ship engineering: From all-electric vessels to hybrid solutions, batteries reduce emissions, noise and vibration, maintenance and fuel costs, and facilitate compliance with current and future environmental requirements.

LEADING THE CHARGE

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Battery technology has progressed enormously in recent years and holds promise for shipping as well.

DNV GL ExpertSondre Henningsgård, Discipline Leader – Systems, Manging Director Maritime Battery ForumPhone: +47 41 65 84 10E-Mail: sondre.henningsgard@dnvgl.com

BATTERIES

YACHT UPDATE 17

A luxury sailing yacht is not only expected to have excellent sail-ing performance but also to offer all the comfort and amenities that the word ”luxury” implies. In fact, features that had been reserved for larger and more robust motor yachts are increas-ingly finding their way into pleasure sailing – where they are much more difficult to engineer into the overall concept because of the stringent structural and weight restrictions imposed by sail propulsion.

Pink Gin is not an unknown name in the superyacht world. When owner Hans Georg Näder decided to order the next-generation Pink Gin VI, he was envisioning a number of enhance-ments over her predecessor, Pink Gin V: a record hull length of 53.90 metres, a 67.90-metre mast, accommodation for a total of 20 persons and, most notably, two fold-out balcony doors, a standard feature on motor yachts but never before seen on a car-bon sailing yacht.

The award-winning yacht Pink Gin, launched in June 2017, is the world’s largest all-carbon-fibre sloop. The designers and engineers worked closely with the classification society DNV GL to make her owner’s visions a reality.

PUSHING THE LIMITS

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18 YACHT UPDATE

Interdisciplinary collaborationA carbon-fibre hull is a complex, highly sophisticated structure that must be able to handle the loads and torsional forces from wind and waves as a single, coherent organism. Cutting two siz-able holes for balcony doors into such a hull seems daring. But Näder, a passionate sailor, knew that his proven partners, naval architects Judel/Vrolijk & Co. of Bremerhaven, the British stylists Design Unlimited, and Baltic Yachts in Finland, would find a way to make it happen; after all, they had worked together successful-ly for many years. The structural engineering work for the carbon-fibre hull was placed into the trusted hands of Gurit Composite Engineering in the UK, and DNV GL was chosen as the classifica-tion society.

So the designers and engineers went to work. An analytical approach and a design concept were agreed with DNV GL at an early stage to define core parameters for the subsequent devel-opment work. This cooperation continued throughout the project to make sure the finished boat would fulfil all class and flag state requirements.

Finite element analysis (FEA) models of the entire ship, the rig and several other crucial details were generated to simulate and study all design alternatives thoroughly and identify weight-saving potential before deciding which way to go.

“What was extraordinary on this yacht was to identify and secure loading scenarios for the integrated doors. There were no sources of knowledge available and this hadn’t been defined in our class rules so far.”Hasso Hoffmeister, Senior Principal Engineer at DNV GL

The luxury Baltic 175 sailing yacht Pink Gin offers innovative design features that have never been installed on this type of craft before.

FACTS & FIGURES PINK GIN

Length overall: 53.90 mLoad waterline length: 45.27 mBeam: 9.55 mMast height: 67.90 mDraught: 4.50/5.56/7.00 mDisplacement: 250 tBallast: approx. 79 tAccommodation: 20Ph

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YACHT UPDATE 19

In spite of all the extras, it is still a lightweight hull: “A 250-tonne displacement is relatively low for a yacht of this type and size. It was achieved by using advanced carbon sandwich hull and deck construction methods,” explains Hasso Hoffmeister, Senior Prin-cipal Engineer at DNV GL. Even the construction sequence was painstakingly coordinated with the yard: “For example, the hull topsides were produced separately and joined to the hull bot-tom after most of the interior structures had been fitted.”

A combined solutionIntegrating the balcony doors into the overall structure of the yacht without sacrificing global strength was the toughest chal-lenge. The balcony of the owner’s suite is located in the fore ship, between the mast and the forestay. Considering the maxi-mum compressive force of 300 tonnes from the 67-metre mast, and a maximum tension of 60 tonnes on the forestay, the for-ward hull section must withstand enormous forces while sail-ing. The second balcony door was to be located in the lobby area on the opposite side of the ship. The designers had to make sure that neither the doors nor their opening mecha-nisms would warp, and that the global strength and overall integrity of the ship would not be affected by the openings,

The global FEA model gives an insight into both global and local laminate behaviour.

“All yachts larger than 30 metres are prototypes. Their rigs are always unique and state of the art.”Johannes Werner, Senior Engineer Structure, Special & Light Craft, IWV & EC at DNV GL

Foredeck patching and core layout driven by global strength and keel grounding requirements

Sheer-line global stiffness tapes

Patching around hull openings and portlights

Patching sidestay chainplates

Reinforcement in way of owner’s cabin hull door (door and pin/hinge elements not shown)

Foredeck global stiffness tapes

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20 YACHT UPDATE

which extend over 75 per cent of the local freeboard. In other words, the balcony doors had to be made integral parts of the ship’s structure. This was accomplished by combining hydraulically actu-ated hinges at the bottom corners of each door with transverse retractable locking pins in the upper corners. When the doors are closed, these four elements firmly interlink the doors with the hull, making sure all forces are distributed evenly. Two additional pins keep the closed doors tightly sealed against sea water. “The veri-fication of carbon composite hull structures is always a complex task,” says DNV GL’s Hasso Hoffmeister. “What was extraordinary on this yacht was to identify and secure loading scenarios for the integrated doors. There were no sources of knowledge available and this hasn’t been defined in our class rules so far. The design and review loop included probabilistic methods and it was pio-neering work for all parties involved.”

Another challenge for the design engineers was the lifting keel. Weighing in at 71 tonnes and adjustable in three vertical positions, the keel gives the ship a flexible draft ranging between 4.5 and seven metres. The design and integration of the keel lift-ing appliances into the hull was a joint effort between the keel manufacturer APM, Gurit and Baltic Yachts. Fine element (FE) modelling was used to study the interplay of forces and deter-mine the best way of building up the laminate. High precision in the fabrication process was essential to prevent imbalance or uneven bending behaviour of the structure under load.

State-of-the-art rig designAn important aspect of DNV GL’s role in the project was to certify the rig. Based on its own criteria for the assessment and approval of large modern yacht rigs, DNV GL offers rig analy-sis, rig certification and rig design certification as well as MCA LY3 compliance certification services. “All yachts larger than 30 metres are prototypes,” explains Johannes Werner, Senior

The owner’s cabin is sited well forward. The hull door can be used as a balcony. The considerable reinforcement and mechanics of the door are well concealed.

Luxurious without revealing the lightweight design of every component, the internal furnishings provide all the comfort the owner had envisioned.

Engineer Structure, Special & Light Craft, IWV & EC at DNV GL. “Their rigs are always unique and state of the art.” Certification began by reviewing the rig design data and assessing the mate-rials, dimensions and load data. An FE model was built and analysed under a variety of sailing load cases. The practical portion of the certification procedure comprised a visual assess-ment of the physical mast and rig components and monitoring of the mast stepping process.

This was followed by a series of sea trials, including specific manoeuvres and scenarios while capturing the related load data using sensors on board. The results were compared with the calculated data to identify any discrepancies. A final visual inspec-tion of the mast and the upper parts of the rig concluded the service. All results were documented, whereupon DNV GL issued the Rig Design Certificate, and the MCA LY3 Compliance State-ment (Large Yacht Code of the British Maritime and Coastguard Agency).

Since her launch from the shipyard in Jacobstad, Finland, Pink Gin has won the Sailing Yacht of the Year title and the Sail-ing Yachts 50 m and above category at the World Superyacht Awards 2018. She has visited South America, the Caribbean, the Mediterranean and the Baltic, and seeing this unusual, innova-tive craft plough the world’s oceans is not only an aesthetic pleasure but also a source of immense joy and satisfaction for the designers, engineers, experts and craftspeople who have jointly accomplished all this. AK

DNV GL ExpertHasso Hoffmeister, Senior Principal Engineer Hull Structure & Outfitting Phone: +49 40 36149-411 E-Mail: hasso.hoffmeister@dnvgl.com

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F ENew technologies for more sustainability are among the most impor-tant trends also in the mega yacht segment.

biofuel and hydrogen as the most promising solutions. Among new technologies, the classification society believes battery sys-tems, fuel cells and wind-assisted propulsion to offer potential for ship applications.

Fuel cell systems for ships are under development but will take time to reach a level of maturity sufficient for substituting main engines. Battery systems are finding their way into shipping; however, on most seagoing ships their role is limited to enhanc-ing efficiency and flexibility. Wind-assisted propulsion, while not a new technology, will require some development work to make a meaningful difference for modern vessels.

When it comes to CO2 emissions, LNG is the fossil fuel pro-ducing the lowest amounts. However, the release of unburned methane (so-called methane slip) could reduce the benefit over HFO and MGO in certain engine types. Methane (CH4) has 25 to 30 times the greenhouse gas effect of CO2. Nevertheless, engine manufacturers claim that the tank-to-propeller (TTP)

CO2-equivalent emissions of Otto-cycle dual-fuel (DF) and pure gas engines are lower than those

of oil-fuelled engines. If produced from renewable energy or biomass the carbon

The IMO decision to limit the sulphur content of ship fuel from 1 January 2020 to 0.5 per cent worldwide, and the recently adopt-ed resolution to reduce greenhouse gas (GHG) emissions by 50 per cent by 2050, will change the future mix of ship fuels dramati-cally. As shown in Figure 1, the combined amount of heavy fuel oil (HFO) and marine gas oil (MGO) consumed by ships accounts for no more than 25 per cent of total global diesel fuel and petrol pro-duction (2016 figures). This is roughly equivalent to the amount of energy consumed using liquefied natural gas (LNG), which stands at 24 per cent; however, LNG represents only a small portion (approximately 10 per cent) of the overall gas market.

Assuming an installed base of about 4,000 scrubbers in 2020, no more than eleven per cent of ship fuel usage will be high-sulphur fuel, DNV GL calculates. Latest estimates assume that no more than 2,000 scrubber installations will be carried out between now and 2020. This raises the question whether high-sulphur fuel will even be available outside the largest bunkering ports if only 4,000 or even fewer ships will be able to use it. The next question is what the price differential between HFO and compliant fuels will be.

New technologies and alternative fossil fuelsAmong the proposed alternative fuels for ship-ping, DNV GL has identified LNG, LPG, methanol,

DNV GL has issued a new white paper assessing a range of alternative fuels and technologies. Titled “Alternative fuels and technologies for greener shipping”, the paper examines the cost, availability, regulatory challenges and environmental benefits of alternative fuels and technologies.

ALTERNATIVE FUELS: THE OPTIONS

Download the white paper from dnvgl.com/alternative-fuel

DNV GL

22 YACHT UPDATE

Wind-assisted propulsion could potentially reduce fuel con-sumption, especially when used for slow ships, but the business case remains difficult. Batteries as a means of storing energy can be considered as an alternative fuel source in the widest sense (see page 17). Especially on ships operating on short, regular voy-ages, they have major potential as a means to boost the efficiency of the propulsion system. GW

footprints of methanol and hydrogen can be significantly lower than those of HFO and MGO.

The greenhouse gas challengeThe cleanest fuel is hydrogen produced using renewable energy. Liquefied hydrogen could be used in future shipping applications. However, because of its very low energy density it requires large storage volumes, which may prevent hydrogen from being used directly. In a sustainable energy world where the entire energy demand is covered by renewable, CO2-free sources, hydrogen and CO2 will be the basic ingredients for fuel production, most likely in the form of methane or diesel-like fuels produced in a Sabatier/Fis-cher-Tropsch process. The Sabatier process is a reaction between hydrogen and carbon dioxide at elevated temperatures – optimally 300 to 400°C – and pressures in the presence of a nickel catalyst to produce methane and water. An alternative, the Fischer-Tropsch process converts a mixture of carbon monoxide and hydrogen into liquid hydrocarbons in a series of chemical reactions.

Looking ahead, LNG has already overcome the hurdles of international legislation, and methanol and biofuels will follow suit very soon. It will be a while before LPG and hydrogen are covered by appropriate new regulations within the IMO IGF Code as well. The existing and upcoming environmental restrictions can be met by all alternative fuels using existing technology. However, the IMO target of reducing GHG emissions by 50 per cent by 2050 is ambitious and will likely require widespread uptake of zero-carbon fuels and further energy efficiency enhancements. Fuel cells can use all available alternative fuels and achieve efficien-cies comparable to, or better than, those of current propulsion systems.

However, fuel cell technology for ships is still in its infancy. Promising and advanced projects are, e.g., those running under the umbrella of the e4ships lighthouse project in Germany, with Meyer Werft and ThyssenKrupp Marine Systems heading the pro-jects for seagoing ships.

DNV GL ExpertDr.-Ing. Gerd Würsig (GW) Business Director Alternative FuelsPhone: +49 40 36149-6757E-Mail: gerd.wuersig@dnvgl.com

A world map of current bunkering opportunities for alternative fuels is a key feature of the AF Insight platform: dnvgl.com/AFI

ALTERNATIVE FUELS INSIGHT (AFI) PLATFORM

To encourage the uptake of alternative fuels, DNV GL has developed a new online platform that will provide reliable and com-prehensive market and bunkering information. Similar to the suc-cessful LNGi site, the Alternative Fuels Insight (AFI) platform gives detailed, visual insight into existing and planned bunkering opportuni-ties along with up-to-date statistics

on the uptake of alternative fuels and fleet status. The AFI platform is accessible for free through the Veracity marketplace. Initial fea-tures include:

■ Interactive map of bunkering infra-structure for LNG, LPG and metha-nol with detailed project data

■ Statistics on ship uptake for LNG, LPG, scrubbers, batteries and methanol

■ Encyclopaedia with information on alternative fuels needed for well-informed decision-making

■ Interactive fuel finder with inter-faces for sending fuel requests and establishing contact with fuel suppliers

FIGURE 1: YEARLY ENERGY CONSUMPTION IN RELATION TO DIESEL AND GASOIL CONSUMPTIONin per cent; figures represent 2016 statistics.

Yearly diesel and gasoil consumption

HFO (marine) 21

MGO (marine) 4

Biogasoline (ethanol) 4

FAME (biodiesel) 2

LPG 23

LNG 24

Natural gas (total) 243

Gas 219

Share in consumption

Total consumption

Crude oil 305

100

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ALTERNATIVE FUELS

YACHT UPDATE 23

Although the notion of a ship in the middle of the ocean being disabled by a software malfunction or by hackers was initially greeted with considerable scepticism and denial, a spate of incidents has transformed attitudes. Today the maritime indus-try acknowledges the potential dangers and is taking steps to address cyberrisk at various levels.

Cybersecurity is a moving target. Threats continue to grow in reach and complexity, with new vulnerabilities discovered on a seemingly daily basis. In the space of a few years, hacks and security breaches have jumped from being an exceptional event confined to a special breed of technology companies to becoming a fact of life impacting everyone.

While in earlier decades office IT systems were the predominant target, these days more incidents are affecting operational technology (OT) – the pro-grammable control systems responsible for operating machinery. The trend reflects the growing complexity of such systems and a general increase in connectivity, which in turn increases the attack surface of a vessel.

Now the threat has escalated to confront the safety of life, property and the environment. The stakes are much higher. For this reason cybersecurity must now be considered an integral part of overall safety management.

Risky jobManaging cyber risk is ultimately not different to managing any other risk, remarks Patrick Rossi, DNV GL’s Maritime Cyber Security Service Manager. “The equipment and terminology may be unfamiliar and somewhat daunting but the approach is fundamentally the same as, say, preparing for and carrying out hot work modifying a vessel’s structure.”

Software changes, for example, should not be done on a whim. Instead updates should be carefully planned, tested, approved and recorded. They should be categorized as minor or major to ensure personnel with the appropriate authority can approve them. This, Rossi says, is virtually iden-tical to the process for gaining approval prior to carrying out welding.

If there was one positive outcome of the NotPetya ransomware attack on Maersk last year, reasons Rossi, it was awakening owners and operators to the fact that cyberthreats are not hypothetical.

“Today there is much greater awareness of the real-world implica-tions and acceptance that cyberrisk has to be tackled.” However, shipowners and operators are at different stages on the learn-

ing curve in formulating a response, he observes. “Some are bewildered by the scale of the problem and don’t

know where to begin; others have introduced some countermeasures but are uncertain whether they’ve covered everything they need to cover.”

Practical advice In its role as a classification society DNV GL has

adapted and expanded its cybersecurity services to assist owners and operators in protecting their assets

against evolving threats and ensuring their safeguards satisfy new industry rules and regulations.

DNV GL now provides services for educating and raising the awareness of all stakeholders assessing and implementing defen-sive and reactive countermeasures; and monitoring and reviewing the effectiveness and robustness of barriers with an emphasis on continuous improvement.

These services are purposely designed to be non-system specific so as to work equally for conventional IT and industry-specific operational technology, which is important when systems are interlinked. This also avoids obsolescence. While the conse-quences of an OT outage are likely to be more serious, they can often be traced back to a weakness in IT systems, particularly if they originate from an external source.

In September 2016, DNV GL published a Recommended Practice (RP) to educate shipowners and operators on how to deal with cyberrisk. “It was designed to demystify a subject the industry was still getting to grips with. We took care to write it in a maritime language and context.”

The focus was on practical steps, stresses Rossi. “Most advice coming from industry bodies at the time, while produced with noble intentions, was very high-level. Our idea was to close the gap between theoretical concepts and the real world.”

As owners act to fortify their ships and shore-side operations against cyberrisk in the face of evolving threats and imminent regulation, DNV GL has expanded its services to cover control systems, software, procedures and human factors.

DIGITAL DEFENCE

Cybersecurity was considered

a minor issue by the shipping

industry for a long time. Recent

events have changed

that.

DNV GL

24 YACHT UPDATE

This was accomplished by introducing defined risk handling and accommodating procedures to all stakeholders in the project

– not only the owner and yard but also the vendors. Incorporating technology and systems from third-party suppliers unavoidably adds complexity to a project and, from a cybersecurity perspec-tive, increases potential exposure to malevolent actors. Meanwhile, shipyards are as much on the learning curve as vessel owners.

The feedback from the project, he notes, was overwhelmingly positive. “Tackling cybersecurity right from the beginning of a vessel’s life cycle enables stakeholders to take a proactive, rather than reactive, approach to the problem. It provides more opportu-nities to insert barriers.”

Based on these advisory services, DNV GL has developed its first class notations covering cyber resilience. The Cyber Secure notations have three qualifiers: Basic, Advanced and “+”. Basic is primarily intended for ships in operation; Advanced is designed to be applied throughout the newbuilding process. The ‘+’ quali-fier is available for systems not covered by the scopes of Basic and Advanced.

The human elementOf course, cybersecurity is not just a matter of firewalls and anti-virus software. Up to 90 per cent of incidents are attributed to human behaviour. Phishing and social engineering, unintentional downloads of malware etc. remain common issues. At the same time, most crews and onshore staff are not taught how to respond to cyberattacks or major technology failure and consequently fail to contain the damage.

DNV GL has therefore expanded its options for training through its Maritime Academy. Courses cover cybersecurity from both management and technical angles and even include lessons in hacking to give participants an insight into how cyber attackers operate. Additional new tools incorporate friendly phishing cam-paigns and simulations of other social engineering techniques as well as features for assessing staff alertness so customers can fine-tune the level and frequency of cyber awareness training.

DNV GL can help yacht owners combine traditional IT security best-practices with an in-depth understanding of maritime opera-tions and industrial automated control systems. DNV GL under-stands the importance of tackling and integrating the human factor when devising and implementing a cyberrisk management strat-egy because ultimately, it is people who drive our industry. KT

More information: dnvgl.com/cs

For example, DNV GL’s RP accounts for common constraints such as limited budget and resource availability. The core approach is to identify weaknesses, assess their severity, then prioritize the most serious ones. The RP has been released as a free resource.

The next step for vessel operators would be to carry out a cybersecurity assessment. DNV GL can support this by sending interdisciplinary teams to help onshore and offshore personnel identify and address specific business risks.

“While operators typically understand the written guidance, translating those principles into action is sometimes more challeng-ing,” notes Rossi. This collaboration results in a highly methodical approach to developing effective risk mitigation procedures that mesh neatly with the operator’s structure and working practices. Apart from closing cybersecurity gaps by technical means, this appraisal also considers system management and the human factor.

Once countermeasures and a new risk management regime have been implemented, they can be followed up and quali-fied by penetration testing. “Testing the robustness of barriers is essential to ensure that assets are secure and nothing has been overlooked,” explains Rossi. In this process, authorized “white-hat” hackers do their best to compromise the IT and OT defences to validate that safeguards work as they should and risks have been eliminated.

Life cycle managementDNV GL also provides third-party verification of cybersecurity requirements throughout the newbuild project life cycle. “Our cybersecurity team recently worked with a major cruise line on devising a process for embedding cyber resilience from the very beginning of the vessel design phase,” reports Rossi.

DNV GL Expert Svante Einarsson, Senior Cyber Security AdvisorPhone: +49 40 36149-3610E-Mail: svante.einarsson@dnvgl.com

Today’s complex networks and interlinked applications have increased exposure to cyberthreats considerably.

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YACHT UPDATE 25

CYBERSECURITY

Glass has for decades played a part in ship design, and over time the size of glass elements has increased considerably as new applications were introduced, such as glazed bulwarks and atriums. “DNV GL has broad experience with large glass element applications, going back to the Lürssen-built Rising Sun with its slim supports and full-height glass panels,” says Martin Richter, Ship Type Expert Yachts at DNV GL.

With the development of laminated glass there is increasing interest in using glass even as a structural element. Especially in recent years designers and shipyards have approached DNV GL intending to make greater use of glass as a structural element.

Key considerations for designersDNV GL’s main focus as a classification society is to ensure safety and structural integrity. From a design perspective this means finding solutions in a way that statutory and class requirements are complied with, most importantly in terms of structural strength, watertight integrity and freeboard requirements.

It is the manner in which any particular glass element is to be integrated into the structure of a yacht that demands close coopera-tion, not just between the designer, the yard, the flag state and class, but also with the suppliers and manufacturers. This aspect is of vital importance in view of the specific properties of the glass intended to be used and the way it is integrated into the surrounding struc-ture. “At the same time, keeping an open mind towards the design-er’s vision as well as the owner’s wishes is essential — without com-promising safety and structural integrity, of course,” states Richter.

One of the advantages of using glass as a structural element is the fact that it allows the designer to create an impression of

Bringing in the light, opening up panoramic views from inside the cabin — large glass elements fascinate designers and owners alike. DNV GL presents the class perspective on using glass in structural components.

Rising Sun, one of the world’s longest mega- yachts, was a pioneer in generous glass structures.

DNV GL

26 YACHT UPDATE

open space. This brings natural light into the interior of the yacht in a way that has never been possible before. What is more, lami-nated glass is superior to monolithic glass in its ability to maintain integrity and weather-tightness even after sustaining damage.

“There are some trade-offs, however,” Richter states. The tensile strength of glass is comparatively low. Dependent on the loads, a similar structure made of glass rather than a more traditional material, such as steel, might consequently be heavier. In addition, when designing and constructing a yacht it is important to account for the stiffness of glass elements when surrounded by the remain-ing, more flexible hull structure of the vessel, and to pay increased attention to the structural response and bond design.

Furthermore, wherever glass is used as part of a fire-rated divi-sion, the glass elements must pass the relevant fire tests. Since it is generally the largest glass element in the structure that will have to be fire-tested, it might be challenging to find a test labo-ratory that can handle such a large glass element.

Structural glass on yachtsDNV GL sees a growing tendency of new yacht designs trying to incorporate large glass constructions that function as structural elements. “The number of enquiries received recently confirms this trend,” Richter observes. There is a clear intention among designers to push the envelope in yacht design.

In particular, increasing sizes and new materials for these elements are in vogue. A similar trend can be observed in the cruise industry where large open areas create amazing panoramic views for guests. Yacht designers are likewise looking to bring natural light into cabins and the superstructure. Curved glass ele-ments are used to reinforce the design of the yacht, which will be enhanced by structural glass.

As far as the material itself is concerned, there is growing interest in products commonly referred to as “smart glass”. This means that sensors are embedded in the glass that can alert the crew to damage, or enable the material to change its colour to reduce glare or otherwise change the properties of the light entering the vessel. Stronger but lighter types of glass could also open up new options for using glass in a ship’s structure.

DNV GL is an active member of the ISO working group developing new standards for glass and has spent considerable amounts of time evaluating and discussing how it can, as a clas-sification society, support designers and manufacturers in this area, and especially how lighter and safer glass structures could be designed and applied so they will meet statutory and class requirements while satisfying the expectations of all stakeholders. DNV GL experts are well-prepared to give advice and evaluate design concepts. SIAD

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Glass can greatly enhance the on-board experience if applied

in accordance with structural requirements.

DNV GL ExpertMartin Richter, Ship Type Expert YachtsPrincipal Engineer – Statutory SupportPhone: +49 40 36149-7930E-Mail: martin.richter@dnvgl.com

GLASS ELEMENTS

YACHT UPDATE 27

SAFER, SMARTER, GREENER

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Regional Maritime offices

The trademarks DNV GL and the Horizon Graphic are the property of DNV GL AS. All rights reserved. ©DNV GL 09/2018 ID 1881610

DNV GLDNV GL is a global quality assurance and risk management company. Driven by our purpose of safeguarding life, propertyand the environment, we enable our customers to advance the safety and sustainability of their business. Operating in morethan 100 countries, our professionals are dedicated to helping customers in the maritime, oil & gas, power and renewablesand other industries to make the world safer, smarter and greener.

DNV GL 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 offshorestructures. We invest heavily in research and development to find solutions, together with the industry, that address strategic,operational or regulatory challenges.

Disclaimer: All information is correct to the best of our knowledge. Contributions by external authors do not necessarily reflect the views of the editors and DNV GL.

DNV GL – MaritimeBrooktorkai 1820457 Hamburg, GermanyPhone: +49 40 361490www.dnvgl.com/maritime

DNV GL ASNO-1322 Høvik, NorwayPhone: +47 67 579900www.dnvgl.com