The Motorship May 2019

MAY 2019

Vol. 100 Issue 1170

Skin Friction Database: Lift kit trends: Antifouling cost/benefit

Evolving technology

BWMS Overview:

Nor-Shipping:

Buoyant market pressures

Per Martin Tanggaard

ALSO IN THIS ISSUE: De Nora interview | Heinzmann CR retrofit | Piston rings | MAN CEON

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CONTENTS

MAY 2019

10

8 44

NEWS

REGULARS

14 R&D framework call

CIMAC calls for a technologically-neutral legal framework to help support the development of technical solutions to meet IMO GHG reduction targets.

16 Danfoss powers hybrid Ropax Danfoss Editron provides a hybrid electric drivetrain to a hybrid ferry built by Denmark’s Søby Værft shipyard.

18 Vard delivers third expedition cruise vessel

MAN has become the first turbocharger manufacturer to establish variable turbine area as standard for large-bore four stroke engines.

10 Leader Briefing Per Martin Tanggaard, Director of Nor-Shipping, says the only way the maritime industry will meet climate goals is through collective understanding, strategic insight and action.

40 Design for Performance Sweden’s SSPA has launched an open access Skin Friction database, which should simplify the process of modelling the effects of hull roughness on skin friction resistance.

44 Ship Description Online motorship.com 5 Latest news 5 Comment & analysis 5 Industry database 5 Events Weekly E-News Sign up for FREE at: www.motorship.com/enews

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24

14 Ringing in the changes Engine designers MAN ES and WinGD detail plans to introduce three-ring and two-ring packs for new engine designs.

16 Common rail retrofit

Vard has delivered a third expedition cruise vessel for French cruise operator, Ponant Cruises, at its Søvnikes yard.

18 MAN sets VTA as standard

FEATURES

Norwegian operator Torvald Klaveness has commissioned the first in a series of combination carriers extending the caustic soda/bulk carrier (CABU) concept.

For the latest news and analysis go to www.motorship.com/news101

Heinzmann undertook a common rail retrofit on the engines of a 40-year old stalwart of Sweden’s icebreaker fleet and achieved substantial operational fuel savings.

24 On the hook Stevie Knight looks at trends in crane technology, the momentum behind electrical winches, as well as alternatives to batteries for peak shaving, such as flywheels or supercapacitors.

33 Buoyant ballast water Charlie Bartlett provides an overview of the current state of the ballast water management market, as surging orders lead to tight supply chains amid continuing regulatory uncertainties.

36 BWMS monitoring regime Dr Stelios Kyriacou, De Nora’s BWMS General Manager, says it is time for the ballast water industry to agree a performance monitoring regime.

The Motorship’s Propulsion & Future Fuels Conference will take place on 19-21 November 2019 in Hamburg, Germany.

Stay in touch at propulsionconference.com

MAY 2019 | 3

NEWS REVIEW

VIEWPOINT

CALLS FOR NEUTRAL LEGAL FRAMEWORK TO BOOST R&D

NICK EDSTRÖM ❘ Editor nedstrom@motorship.com

Ahead of what is set to be the most sustainable Nor-Shipping event yet, we return to the environmental agenda. The pressure on the shipping industry to lower its environmental footprint is unrelenting, and there is little sign that the ratchet of standards and regulations is easing.

The MEPC is already facing unprecedented time and resource pressures as countries attempt to add additional work items to its overcrowded agenda. The 74th MEPC meeting in May was expected to address the issue of scrubber discharge regulations, among other issues.

However, ballast water management system (BWMS) suppliers also discuss the challenges of regulating and enforcing standards. Dr Kyriacou, General Manager of De Nora's ballast water management system discusses the challenges of regulation in a wide-ranging interview, while Dr Brian Phillips of Chelsea Technologies directly addresses the issue of the absence of ISO standards for on board testing.

Environmental ministers at the Nordic Council (comprising ministerial representatives of Denmark, Finland, Iceland, Norway and Sweden) called on 10 April for an international treaty covering marine plastic pollution.

This suggests the IMO's Marine Environmental Protection Committee (MEPC) Action Plan on marine plastic litter, currently scheduled for delivery in 2025, may become a new area of focus. This is likely to extend beyond a high-level focus on fishing nets.

Or to put it another way, it looks increasingly unlikely that pressure within developed nations for tighter environmental regulation can be wished away. The genie isn't going to go back into the bottle.

However, this doesn't mean that there is a single solution (or silver bullet) to this common challenge for the industry. Instead we are seeing a number of complementary and competing solutions emerge. Looking to the big picture, Per Martin Tanggaard, Director of Nor-Shipping, argues for a collective approach based on shared understanding, strategy and action.

While Big Data and increased connectivity are likely to represent a fruitful avenue of research, technological advances are likely to play an important part of the solution.

However, implementing appropriate financing mechanisms to help develop and disseminate these advances remains a key obstacle. The International Council on Combustion Engines (CIMAC) has called for a technologically-neutral legal framework to support R&D expenditure.

Meanwhile, we focus on technological advances in engine component design, as two-stroke engine designers MAN and WinGD announce plans to move towards three and two ring piston ring concepts for their new engines. We can expect continuing developments as designers seek to enhance operational performance and withstand the additional demands from new combustion chamber designs and the higher temperatures generated by alternative fuels. New developments in powder metallurgy hold the promise of additional advances.

Technological advances are not limited to engine design. Stevie Knight looks at different energy saving solutions in the area of deck machinery, which is one of the focuses in this edition of the Motorship, while MacGregor showcases the introduction of an offshore fibre-rope crane.

Finally, we feature the results of a new public access database developed by Sweden's SPPA covering skin friction and biofilm on the operational performance of vessels. The Skin Friction database can be used to estimate fuel consumption without requiring background knowledge in hydrodynamics. SSPA hopes the database will make it easier for shipowners and operators to produce cost/benefit analyses around planning surface treatment of vessels.

4 | MAY 2019

Credit: Remontowa

On genies and silver bullets

The International Council on Combustion Engines (CIMAC) has called for a technologicallyneutral global legal framework to help support development of the technical solutions needed for shipping to reach the IMO's target to reduce the total annual GHG emissions from ships by at least 50% by 2050.

Only technologically-neutral rule-making will be able to attract the necessary investments worldwide, while a consensus on finely focussed R&D activities with support from regulatory bodies to enable funding is also required, said the organisation.

“To support the development of technical solutions in the medium and long-term, an efficient cross sector R&D framework must be defined and supported without delay,” stressed CIMAC. LOOK TO LONG-TERM It noted the technical solutions currently available do not meet all types of shipping needs.

Short-term measures should “focus on efficiency improvements

8 The Spirit of Vancouver Island was converted to LNG in March, but LNG is a short-term solution, says CIMAC

and take account of existing and close to market-ready technical solutions, such as LNG retrofits or system optimisation”. They must specifically focus on the least efficient ships, and part of a range of solutions for shipowners.

Current changes such as the switch to LNG are necessary and helpful, but should only be considered as bridging technologies, if they are still fossil-fuel based.

Hydrogen and carbon-neutral (bio or synthetic) fuels are nowhere near being competitive solutions.

Other ideas such as innovative ship design and broader digitalisation call for a wide scope of parties to be involved.

CIMAC said the necessary developments require cooperation between all stakeholders including ship owners, shipbuilders, engine manufacturers, equipment manufacturers, system integrators and Classification Societies.

SCHOTTEL’S NEW NOZZLE TYPE German manufacturer of marine propulsion systems, Schottel, is introducing a new nozzle type SDC 40, a compact design which offers superior free running efficiency, and will lower operating costs compared with existing nozzles.

The SDC40 nozzle also stands out with its optimally designed propeller geometries and exceptional performance characteristics. It comes equipped with Schottel patented ProAnode

as standard and is now available for all Schottel Rudderpropellers.

Using computational fluid dynamics (CFD) to maximise efficiency, the new nozzle is characterized by its small outer diameter. This compact geometry allows for optimal adaption to different vessel designs and applications. At the same time, the high-performance nozzle is also suitable for conversions and modernizations with limited installation space.

For the latest news and analysis go to www.motorship.com/news101

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NEWS REVIEW

Havyard has signed a contract with Norsk Fisketransport (NFT) for the design and construction of 2 Havyard 587 wellboats with an option for one more vessel.

The ships will be designed by Havyard Design and Solutions and will be constructed at Havyard Ship Building Technology`s shipyard in Leirvik, Norway. The other three business areas of the Havyard Group will also be involved in the project. Fish Handling (MMC First Process) will deliver the on-board fish handling system, while Power & Control (Norwegian Electric Systems) will deliver power and management from bridge to propellers, while Production & Services will deliver subcontractors to the yard.

The ships will be the fifth and

HAVYARD INKS CONTRACT FOR 2+1 NEW WELLBOATS

8 The Havyard 587 design is designed for efficiency and environmental friendliness

sixth Havyard 587 design vessels for NFT and are due to be delivered in December 2020 and June 2021. The contract includes an option for a third vessel, which

must be exercised by November 2019. The value of the contract is estimated at over NOK1 billion (US$115 million).

The Havyard 587 is 84.6m long and 16.9m in width. The design features cylindrical tanks for good flow conditions and constant and

DANFOSS POWERS DANISH HYBRID ROPAX

good water quality, filter and water treatment systems that enable closed transport across long distances, a high lifting height for unloading and delousing systems for the fish. Efficient propulsion machinery and optimised hull lines for the expected operational conditions give the design a leading position among efficient and environmentally friendly wellboats.

“Wellboat building is a complicated process, but with our expertise, experience and cooperation across our business areas, we are able to deliver what the customer wants. We are very pleased to work on new projects with NFT so we can continue our good collaboration,” said CEO of Havyard Geir Johan Bakke.

energy storage, a 45kVA shore charging connection and two compact direct current panels including power management system controllers, as well as connections for both energy providers and consumers.

OPERATING PROFILE Like most ferries in Denmark, the Thyborøn-Agger service operates over a relatively short distance, with an approximate crossing time of just 12 minutes. Because of this short journey time, it undertakes a high number of crossings every day. This operational profile meant that when a new ferry was required it was suitable to be

powered by hybrid electric propulsion, as the savings in operating costs would be so great that they would cover, and eventually exceed, the initial investment expenditure.

The new Thyborøn-Agger ferry has capacity for 22 vehicles and is anticipated to transport 5000 trucks, 50,000 passenger vehicles and 140,000 passengers annually.

It is equipped with a Danfoss Editron serial hybrid drivetrain system comprising two 374kW redundant propulsion lines. The Editron system consists of two 374kW electric propulsion motors, two 323kW diesel engines, two electric generators mounted onto the diesel engines and two 75kVA hotel load outlets for alternate current consumers. It also features two 78kWh battery packs for

PERMANENT MAGNET MOTORS The system uses synchronous reluctance assisted permanent magnet technology and is engineered to function in harsh conditions. It is also half the size of conventional, diesel-electric propulsion systems, making it the most compact and lightweight available on the market. The Editron software also cuts fuel and running costs, resulting in significantly reduced CO2 emissions and payback period.

Kim Raabjerg Korshøj, Crossing

Leader of the Thyborøn-Agger ferry, commented: “Danfoss Editron's system was smaller and lighter than other products by a weight equal to four cars, meaning it was the perfect choice to be used in our new hybrid electric ferry. The space savings and high efficiencies mean that, even though the new ferry is larger than the old one, it is expected to have a lower operational cost per crossing due to the savings in fuel and the reduced maintenance needs.”

Siebe de Vries, Danfoss Editron's Marine Operations Manager, added: “In the future the energy storage on board could be expanded so the ferry operates on even more batteries, reducing the use of gensets. Our EDITRON system is easily adaptable for such future optimisation and is even capable of being converted to a fully-electric vessel if required.”

New Swedish operator

Maersk online platform

DESMI tanker deal

SunRui combo deals

Ship operators Wallenius and Swedish Orient Line established Wallenius SOL, a new Swedish shipping company, focused on the transportation of wood pulp and other forestry products. The company has ordered four neoPanamax dual-fuel LNG Ro-Ro vessels from Chinese shipyard CIMC Raffles, with delivery scheduled for 2021. The vessels will be the largest RoRo vessels with Swedish/Finnish ice class 1A Super classification.

Logistics company, Maersk, has launched an online shipping management platform across Europe aimed at helping shipping companies' owners navigate cargo regulations. The Ocean and Customs Clearance tool will be rolled out across Germany, France, Denmark, The Netherlands, Poland, UK and Spain. The new platform will allow Maersk to handle export and import declarations, while quotations will be displayed online, simplifying the process of obtaining quotations.

Desmi Ocean Guard has signed a frame agreement with Sea Trade, a France-based tanker operator, to retrofit a deck-mounted CompactClean-750 system on the operator’s fleet of vessels. The deck solution has been chosen because the tankers do not have a pump room where the BWMS can be installed. Sea Tankers has also appointed DESMI Ocean Guard to undertake the required engineering for the retrofit installations.

Chinese manufacturer SunRui confirmed receiving orders for combined retrofits of its ballast water management system (BWMS) and its SOxFree exhaust gas cleaning system. An Eastern Mediterranean based shipping company ordered SunRui’s BWMS and its new SOxFree EGCS for a combined retrofit on three VLCCs in early February. The company’s hybrid wet EGCS system received type approval in late 2018 from DNV GL and LR.

Danfoss Editron has provided the hybrid electric drivetrain system powering a new ferry connecting the communities of Thyborøn and Agger in north west Denmark.

The ferry, which was delivered by the country's Søby Værft shipyard, was ordered to replace the previous one that had been running for over 40 years and reached the end of its operational lifetime.

6 | MAY 2019

For the latest news and analysis go to www.motorship.com/news101

NEWS REVIEW

THIRD PONANT CRUISE VESSEL

BRIEFS LR AiP for tanker design Hyundai Mipo Dockyard (HMD) has received Approval in Principle (AiP) from Lloyd’s Register (LR) for an LNGfuelled 50,000 dwt class MR tanker design. This development is the result of close collaboration between HMD and LR. HMD has incorporated an LNG-fuelled propulsion system into its most successful design, following technical cooperation with LR, ensuring that the design complies with the new IGF code as well as LR’s Gas Fuelled Rules, covering other applicable requirements.

Norwegian shipyard and vessel designer Vard delivered its third expedition cruise vessel for Breton cruise operator, Ponant Cruises, at its Søviknes yard on 5 April 2019.

The 131 metre-long, 10,000gt vessel, Le Bougainville, is the third in the Ponant Explorers series, which has been designed and built by Vard. The vessel has capacity for up to 180 passengers, with each of the vessel's 92 state rooms and suites featuring balconies or private terraces.

Vard Søviknes is currently working on a fourth sister ship, Le Dumont d'Urville, scheduled for delivery in June 2019. The vessel is undergoing outfitting at Vard Søviknes. Vard successfully delivered the first of the vessels, Le Laperouse, on schedule in June 2018. A second vessel Le Champlain was delivered in October.

Ponant exercised an option for two further Ponant Explorer series vessels in 2018. Le Bellot is scheduled for delivery in spring

8 Vard delivered the third in a series of expedition cruise vessels, Le Bougainville, to Ponant Cruises on 5 April

2020, while Le Jacques Cartier is scheduled for delivery in summer 2020. Vard is also currently working on an electric hybrid cruise icebreaker with LNG propulsion for Ponant, which is due to be delivery in Q2 2021.

Le Bougainville set sail for its first cruise from Malaga in Spain on 16 April 2019.

The US Coastguard has awarded type approval to technology group Wärtsilä for its Aquarius UV ballast water management system (BWMS). Wärtsilä is the first manufacturer able to offer two USCG Type Approved BWMS technologies.

The company's other BWMS technology, the Wärtsilä Aquarius EC, already received Type Approval from the US Coast Guard.

“Wärtsilä's dual technology offering provides the broadest range of BWMS solutions for fleet wide regulatory compliance. This means that owners can be sure of having the most appropriate system for their particular needs from the same premium support

Credit: Wärtsilä

WÄRTSILÄ OBTAINS USCG TYPE APPROVAL FOR AQUARIUS UV BWMS SYSTEM

8 The Wärtsilä Aquarius UV Ballast Water Management System

supplier,” says Craig Patrick, General Manager, Sales, Water and Waste, Wärtsilä Marine.

The Wärtsilä Aquarius UV (UltraViolet) technology utilises proven filtration and UV irradiation, while

For the latest news and analysis go to www.motorship.com/news101

maintaining a high degree of safety and operability. It retains its effectiveness regardless of the water quality.

The Wärtsilä Aquarius EC (Electro-Chlorination) system features a simple two-stage process involving filtration and electro-chlorination across the full scope of a ship's operating and environmental conditions.

In addition to the USCG approvals, both technologies have also been awarded Type Approval by the International Maritime Organization (IMO). Wärtsilä supports its products, systems, and solutions with the marine industry's most extensive global service network.

Babcock introduces ethane BOG Babcock International has launched an ethane Boil Off Gas (BOG) reliquefaction technology, ecoETHN™, to its portfolio of solutions. The patent pending ecoETHN technology integrates the reliquefaction system with the fuel gas supply system, enabling reliquefaction of ethane-rich BOG that can be used as fuel for main engine and auxiliary power generators. ecoETHN is designed to handle ethane cargoes with high methane content of up to 2.0 mol% in the liquid phases.

Nakilat forms jv Qatari gas firm Nakilat and Angelicoussis firm Maran Ventures have formed a new joint venture company, Global Shipping Co., incorporating four LNG carrier newbuilds. With the addition of four new 173,400 m3 LNG carriers, currently under construction at Daewoo Shipbuilding and Marine Engineering (DSME) in South Korea, the deal brings the number of vessels in Nakilat’s umbrella to 74, around 11.5% of global fleet capacity.

MAY 2019 | 7

NEWS REVIEW

Wärtsilä inks Sovcomflot deal Wärtsilä, has been contracted by Sovcomflot, Russia’s largest shipping company, to roll out a Wärtsilä Fleet Operations solution for its fleet of Arctic shuttle tankers. The agreement comprises the upgrade of the navigation systems which will then ensure real-time ship-toshore data exchange, connecting the onboard equipment with Sovcomflot’s operation centre to enable decision making. The Sovcomflot shuttle tankers operate year-round in Russian Arctic waters. The fleet operation centre, located in the company’s St Petersburg headquarters, has already been commissioned and the project is expected to complete before the end of the year. Through its subsidiary, Transas, Wärtsilä will also develop a solution for the company’s fleet operation centre.

Equinor inks HullWiper deal Equinor ASA has signed a hull cleaning frame agreement for its fleet of oil and gas tankers with HullWiper, the hull cleaning provider. The agreement covers Equinor’s vessels operating in Scandinavia, Far East, Middle East and Europe. HullWiper’s Remotely Operated Vehicle (ROV) system uses adjustable seawater jets under variable pressure to remove fouling, instead of brushes or abrasives, minimising the risk of damage to the anti-fouling surface. No divers are used, so there is no risk to human life and cleaning can be conducted day or night, in most weather conditions, and whilst cargo operations are underway.

8 | MAY 2019

ULSTEIN DELIVERS SERVICE OPERATION VESSEL TO ACTA MARINE Ulstein Verft has delivered a Walk to Work service operation vessel, the Acta Centaurus, to Acta Marine. The new vessel is about to set sail for her first offshore wind assignment.

The new vessel for Netherlandsbased Acta Marine is of the Ulstein SX195 design type developed by Ulstein Design & Solutions.

“Building on experience with our first Ulstein Walk to Work construction support vessel Acta Auriga delivered to us last year, we are highly confident that Acta Centaurus will be very well suited to operate in the offshore, and specifically the renewable market.

We will now get ready to bring her out to the Offshore Wind Farm to commence work,” says Rob Boer, managing director of Acta Marine.

SECOND VESSEL This is Ultein Verft's second service operation vessel for Acta Marine. The previous vessel, Acta Auriga, was delivered in 2018.

The vessel features X-BOW® and X-STERN® hull designs to minimise hull vibrations in heavy seas. The X-STERN® offers higher in-field flexibility and improved winter workability. When keeping The Finnish Transport Infrastructure Agency is launching a new icebreaker concept equipped with an innovative motorised removable bow.

The removable bow, to be delivered by Turku Repair Yard Ltd, is part of the Winter Navigation Motorways of the Sea II project. The €7.6 million scheme, co-funded by EU Connecting Europe Facility programme, aims to develop and enhance the maritime winter navigation system and its safety during winter times.

One of its key targets is the creation of a motorised icebreaking removable bow concept, which will enable icestrengthened vessels to be used as icebreakers during the winter.

Danfoss Editron's hydrid electric system is powering the removable bow with two generators, built as a DC system, and two propulsion systems. In addition, the company has provided a front

Credit: Ulstein Verft

BRIEFS

the stern facing the weather on dynamic position (DP) the vessel will be able to stay positioned with lower thruster load, resulting in a lower fuel consumption.

The Acta Centaurus is classified

by DNV GL, and is 93.4m long and 18m wide. The vessel can accommodate up to 120 persons and is fitted with a helideck to further support offshore operations.

It has a large, centrally positioned walk to work motion

8 The Acta Centaurus is Ulstein Verft’s second service operation vessel for Acta Marine

compensated gangway and elevator tower for personnel and cargo transfers. Furthermore, it will have a 3D compensated knuckle boom crane capable of six-tonne cargo lifts.

The vessel is equipped with a fuel-efficient drive system including battery-solution from Ulstein.

‘ICEBREAKER BOW’ WILL BE HYBRID POWERED supercapacitor so that peak powers can be efficiently controlled. The Editron software also cuts fuel and delivers high efficiencies as the dieselgenerators in the DC system can be driven at variable speeds. The power plan and propulsion system of the removable bow has been designed to be operated from the pusher tug wheelhouse, and the machinery can operate unmanned.

Jukka Väisänen, Project Operator at Väylä, commented: “Lake Saimaa's ice is more solid than sea ice and can reach up to 80cm thick. Developing this innovative design concept for the removable bow and equipping it with its own propulsion system means that we will achieve savings in capital costs, as we will charter the pusher for only part of the year.

We are also expecting to see savings in fuel consumption thanks to the hybrid propulsion system.”

Kari Savolainen, Project Manager at Danfoss Editron, added: “Our headquarters are in Lappeenranta, so we can see firsthand how harsh winter conditions directly impact shipping transport.

This new kind of removable bow will make the whole industry more efficient and sustainable, as it enables virtually any kind of tug to become an ice-breaker ship. Our Editron system is easily adaptable for future optimisations and can be converted to a fully-electric system if needed.”

The icebreaker will be moored in Mustola harbour in Lappeenranta, Finland and will operate in the Lake Saimaa area from winter 2020.

For the latest news and analysis go to www.motorship.com/news101

READY FOR SULPHUR CAP

2020?

See You In Vanco uver

We keep you clean and safe on the ocean. With LNG. Visit us @ CIMAC – 801

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LEADER BRIEFING

THE ONLY WAY FORWARD IS TOGETHER The IMO's desire to eliminate shipping's greenhouse gas emissions is startlingly ambitious.

But, argues Per Martin Tanggaard, Director of Nor-Shipping, it has to be

8 Per Martin Tanggaard, Director of Nor-Shipping

IMO has set shipping the goal of halving emissions by 2050 and eliminating them entirely by 2100. For some this may seem fanciful, for others it won't be enough - set against a background of climate change, extreme weather patterns and rising sea levels 2100 seems a very long way off.

We can argue about the timescale, but we can't argue about the objective. If shipping wants to retain its position at the vanguard of world trade it must act to safeguard the very world it serves. But how?

I don't have the answer. And neither do you. But maybe we do.

What shipping needs to play the part in the protection of the environment that society demands of us is collaboration. A truly joined up approach - across segments, across industries, across borders - bringing in all stakeholders to build the accord, momentum and strategy that is required for success.

Work is now underway. Last year the Norwegian Prime Minister, Erna Solberg, initiated a High-level Panel for a Sustainable Ocean Economy, comprising a group of world leaders from coastal states committed to action in support of the UN's Sustainable Development Goals - international shipping has a key seat at the table. 2018 also saw the launch of the UN Global Compact Action Platform for Sustainable Ocean Business, with an open invitation to help develop a framework and enthusiasm for responsible use of our ocean resources.

Ahead of this year's Nor-Shipping, taking place from 4-7 June in Lillestrøm and Oslo, Solberg is now convening a roundtable discussion entitled 'Engineering Green Shipping', inviting some of the world industry leaders attending Nor-Shipping to share information, present solutions and address challenges for the introduction of scalable low and zero emission technologies.

This activity alone won't take us to the carbon neutral destination we desire, but it might just show us the way forward.

At the very least it's a start - a platform for sharing ideas and developing approaches. And that is what we need, action.

10 | MAY 2019

Nor-Shipping 2019 wants to play a part. We will bring together participants from the traditional maritime industry, but also bring together participants from non-traditional sectors.

These new people from sectors such as tech sector and finance offer new partners and ideas. In that way we can help our customers develop sustainable commercial and environmental activity into the future.

THE MOTHER OF INVENTION Necessity may be the mother of invention, but we think personal connections are the seeds of collaboration. We have a focus on innovation in this year's Nor-Shipping event, which naturally emerges from interaction of ideas. And we think that there is no better industry event for making and strengthening existing connections - or indeed for exchanging ideas - than Nor-Shipping.

Speaking of innovation, Nor-Shipping remains an important venue for industry announcements. Expect to see a range of exciting new announcements covering existing and emerging technologies at Nor-Shipping. Corvus Energy plans to share details of a new higher capacity battery for marine applications.

And underpinning it all, we have a commitment to sustainability. Our new Blue Economy Hall will showcase ways of using our precious ocean resources in the most responsible, yet profitable way. We think we have an opportunity to promote a positive agenda: look out for ideas about cleaning up marine plastic pollution, or how encouraging the sharing of open ocean/shipping data can help us safeguard the environment.

It will provide a hub for networking, knowledge sharing and building partnerships. In doing so we hope it will help galvanize our industry to see not just the challenges, but also the opportunities for change.

The goal of creating a truly sustainable shipping industry is ambitious, but I don't believe it's naive to say we can do it... if we stand together. I'll look forward to seeing everyone at NorShipping to discuss how.

For the latest news and analysis go to www.motorship.com/news101

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NORSHIPPING PREVIEW

VIEW FROM THE HALL AT NOR-SHIPPING The Motorship takes a look at a selection of exhibitors at this year’s Nor-Shipping event 8 ABB Marine Visitors to ABB's stand at this year’s Nor-Shipping will be offered insights into the advanced technologies and suite of technical services developed as part of its 'Electrical. Digital.

Connected' (EDC) vision for the maritime industry.

ABB equipment was instrumental in a breakthrough trial of a remotely operated passenger ferry in Finland, proving that human oversight of vessels from a distance is already achievable. ABB is also leading the industry in the development of power sources based on renewable energy, such as battery power and fuel cell technology. The company recently supplied the integrated electric storage solutions that power Iceland’s first electric ferry.

ABB's insights can be found at E03-12 8 Alfa Laval While diverse equipment, knowledge and services will be on display, Alfa Laval’s stand will have a single focus: partnership with customers to secure lifetime vessel performance. Alfa Laval offers ship owners, ship operators and shipyards a unique breadth of equipment solutions and insights. With innovation built on deep understanding, the company is helping customers achieve reliability, compliance and efficiency – throughout the vessel and over its lifetime.

That cooperation will be front-and-centre in E02-25 8 BIO UV Group: D06-53 The UV-based water treatment specialist BIO-UV Group will showcase its fully type-approved BIO-SEA ballast water treatment system at Nor-Shipping.

The ballast water treatment system can be seen at D06-53 8 ClassNK Japanese classification society ClassNK will be introducing and updating visitors to its stand on a range of survey and advisory services founded on technical independently developed rules and guidelines. ClassNK is leading the way in maritime research and development, working closely with the industry to develop cutting-edge technological solutions for a safer and greener future in the global maritime community.

ClassNK will be available at B02-10 8 Inmarsat The focus for Inmarsat at Nor-Shipping 2019 is enablement and updating visitors on the range of solutions devised to support uptake of Fleet Xpress, which is already the market-leading pathway to digitalisation in the shipping industry. Inmarsat recently secured its first formal agreement enabling vessel operators to access and analyse real-time onboard data through a dedicated application hosted on its new Fleet Data IoT service, through software and data analysis provider NAPA. Inmarsat will be located at B02-30 8 Kongsberg Maritime Kongsberg has positioned itself as the first-choice single supplier for all critical onboard systems, at the forefront of a

12 | MAY 2019

new era of sustainable solutions for marine operations of every description. Its ‘Full Picture’ portfolio has expanded significantly following the acquisition of Rolls-Royce Commercial Marine, unlocking potential for new efficiencies from state-of-the-art operational technology, engines, propellers, deck handling equipment and ship design; all from a single global supplier.

Kongsberg Maritime will be positioned at C03-14 8 Shell Marine The team from Shell Marine will guide visitors through the high performance marine lubricant options available in the run up to the new International Maritime Organization rules on fuel sulphur content, which come into force from January 1, 2020.

Particular attention will focus on Shell Alexia 40, Shell Marine’s new two-stroke engine cylinder oil for engines running on 0.5% sulphur content fuel oil.

Shell Marine can be found at E02-37 8 Survitec Group: C01-38 Safety and survival equipment expert Survitec, will be promoting its new davit at this year’s Nor-Shipping. For merchant vessels Survitec offers SOLAS 360, a service designed to support ships’ masters and operators keep tabs on servicing and inspections.

Survitec’s new davits can be found at C01-38 8 Thordon Bearings: E02-16 Leading water-lubricated bearings designer and manufacturer Thordon Bearings will be exhibiting its award-winning COMPAC water lubricated propeller shaft bearing and Seathigor safety seal at this year’s Nor-Shipping. COMPAC is now being widely installed in newbuild and retrofit passenger and cargo vessels as a way of meeting environmental regulations, particularly the US VGP rules.

Thordon Bearings can be found at E02-16 8 Viking Visitors to Nor-Shipping will have the opportunity to experience the extended line-ups of Viking Norsafe lifeboats, rescue boats, daughter craft and launching appliances in addition to Viking liferafts and marine evacuation systems. The newly enhanced range follows the 2018 acquisition of renowned the 116-yearold Norwegian lifeboat maker Norsafe. Its range of boats, davits and hooks are now offered under the VIKING Norsafe brand.

Viking’s selection of craft can be found at C02-43 8 Wärtsilä Wärtsilä is showcasing a number of initiatives under the aegis of its broader Smart Marine concept. This is based on utilising connectivity, big data, smart algorithms, and artificial intelligence backed by close collaboration with customers and industry partners. Wärtsilä will share insights from its work on hybrid propulsion, including Wärtsilä’s new energy storage solution, autodocking and cyber security developments.

Wärtsilä experts are available to discuss these developments at stand D3-40.

For the latest news and analysis go to www.motorship.com/news101

Rethink what you know about UV Today you can think smaller – and smarter It was once common wisdom that UV ballast water treatment systems were better for smaller flows, while electrochlorination was more practical for larger flows. Today, however, UV treatment is highly competitive in any flow range.

Alfa Laval PureBallast 3 can be not only more compact than electrochlorination systems – but also safer, simpler and far more cost-efficient. In fact, though it provides coverage for flows up to 6000 m3/h, Alfa Laval PureBallast 3 Compact Flex has the smallest footprint on the market.

Get the facts about UV and large flows at www.alfalaval.com/pureballast Come join us at Nor-Shipping, Stand E02-25 4 –7 June in Oslo, Norway.

TWO-STROKE ENGINES

RINGING IN THE CHANGES FOR PISTON RING DESIGNS The Marine industry is facing tough challenges like the reduction of fuel consumption, the use of complex fuel combinations, less emission and increase of engine efficiency.

To facilitate this, the combustion system will have to survive at higher temperatures and combustion pressures that result in increased stress on the cylinder liner, piston, and piston rings.

To meet these demands, new technologies and material combinations are required.

PISTON RINGS The overall piston assembly including the piston, the piston rings and the cylinder liner, historically accounted for up to half the mechanical losses within the engine.

Engine availability and efficiency are heavily influenced by the wear rate of these components, with high wear rates shortening component life times. Engine efficiency is also impacted by the effect of wear on seals, with “blow-by” (or the release of pressure between rings in the engine caused by imperfect cylinder lubrication sealing) increasing as wear continues.

While improvements in engine efficiency and service life spans have extended rapidly over the course of recent decades, increasing bore sizes, with knock on effects on ring diameters and consequently rigidity, and increasing combustion pressures and temperature levels in modern engines are driving demands for even more resistant piston rings.

The development of alternative fuels and LNG, which also result in higher combustion chamber temperatures, are also contributing to the additional focus in this area. We can expect the development of combustion chamber parts will not end with this but is being driven by ever-increasing demands for efficiency and most importantly the environment.

MAN ES Within the two-stroke segment, MAN 2-stroke, crosshead marine diesel engines have traditionally used cast irons and Alucoat as the standard material and coating used for piston rings.

The target is to achieve a ring with a hard coating material, fulfilling tribology properties but in a better way and moreover better equipped for the challenges mentioned above than the cast irons with Alucoat which are currently used.

MAN has announced plans to use cermet coating with improved surface roughness covered by Alucoat on all rings in the three-ring pack type.

MAN has also informed The Motorship that as part of its design work for its next generation Mark 10.5 engines it has developed its piston ring design. It is planning to ground the cermet on the top ring, in order to get a defined and a uniform oil wedge and running profile. This evolution will be used in combination with a cylinder liner design that features fullhoning conversion at the TDC area. This evolution will be used in a majority of future MAN 2-stroke engine designs, the engine designer confirmed.

Task one of the ring improvement project was to understand the service behaviours of the ring and coating morphology running in sulphur free engine running systems. Secondly, the

14 | MAY 2019

Credit: WinGD

Ever increasing demands from two-stroke engine designers are driving advances in piston ring technology

8 WinGD is introducing a two-ring pack type on its X52, X92DF and X72B two-stroke engine type

experience from this generated the most suitable ring, liner, surface and coating composition and then applied this material for the Mk 10.5 as well as for multi fuel engines in service.

WINGD Engine designer WinGD has also been developing its piston ring design. Konrad Räss, WinGD director, research and development, has shared that the engine designer has introduced a two-ring pack type on its X52, X92DF and X72B two-stroke engine types. “Next generation engine designs will include a two-ring pack as standard,” Räss said. The engine designer is considering the possibility of modifying existing engine designs to include the two-ring model.

Aside from lower production costs “which wasn’t the main driver”, the two-ring model offers improved sealing, as fewer rings lead to lower friction, and lower mechanical losses. It offers a good compromise between reducing the build-up of pressures between different compression rings (pressure differentials increase in line with the number of rings used), which contributes to blow-by, and ensuring redundancy.

The WinGD two-ring model employs a gas-tight lock on the top compression ring to reduce the risk of ‘blow by’. Räss noted that WinGD is using galvanic wear-resistant coatings on its piston rings in order to prolong service life. WinGD has been undertaking research into coatings for low friction coefficients high scuff resistance and low piston ring and cylinder wear rates for decades.

Räss noted WinGD adopted a fully ground and lapped wedge-shaped running profile for its piston rings over 20 years ago to ensure a robust oil film in any situation. Close observation and cooperation with OEMs for other sectors, such as the automotive sector, had led to the adoption of best practice, he said. For next generation fuels, WinGD sees no need to update the piston ring concept from its current design.

For the latest news and analysis go to www.motorship.com/news101

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FOUR-STROKE ENGINES

COMMON RAIL RETROFIT ACHIEVED 11% FUEL SAVINGS

A FIRST STEP TOWARDS EMISSION AND FUEL REDUCTION The system installation and commissioning was done without any major modification to the engine itself. It comprised the complete replacement of the fuel system, the mounting of a local operation panel and the integration of the Heinzmann control, monitoring and safety system into the ship's automation system. A second main engine with original hydraulic governor-based configuration was operated under comparable conditions in order to rate the improvements.

During a two-year-test period, the Heinzmann CR-system met the target of 5% fuel savings. Emissions met the expected IMO Tier 1 level. An additional turbocharger upgrade achieved an additional fuel saving by 2.5%. In addition, visible smoke disappeared completely. The vibration level fell by 30% and maintenance costs decreased markedly.

PERFORMANCE IN MOST CHALLENGING CONDITIONS The retrofit of the remaining four main engines was completed by the end of 2016. Further fuel saving were achieved by reducing the engine speed from 485 rpm fixed speed down to 360 rpm variable speed under part load. As a so-called “Green Drive“, this load dependent speed mode successfully resulted in a further fuel saving of more than 4%. As a side effect the lube oil consumption decreased by 50%.

After completion of the commissioning of all five engines, the successful integration into the ship automation system was verified during sea trials.

The Heinzmann CR-system has performed reliably throughout three seasons under challenging and harsh operating conditions. All objectives have been met to the fullest satisfaction of SMA. Further retrofits for the remaining sister vessels are in serious consideration.

During the measurements in field service, a total fuel saving of 11 % could by confirmed by SMA.

16 | MAY 2019

8 Ymer no longer emits visible smoke after the retrofit

SOLUTIONS FROM HEINZMANN Heinzmann has more than 20 years of experience in electronic fuel injection, offering in-house-developed and produced mechanical components such as high-pressure pumps and fuel injectors. Complete common rail systems including monitoring and protection components as well as touch screen based operating panels, can be supplied from one source. The company also offers all related services including engineering, application works, installation, commissioning and maintenance.

Engine sizes range from 500 kW up to >10.000 kW. Common rail retrofit is particularly recommended for applications with variable load and speed; thus utilising all the benefits of advanced electronic fuel injection. Due to the remarkable fuel saving achieved on typical marine applications, the return of investment can be expected in less than two years (assuming >5000 operating hours per year).

In the case of dual fuel conversion of an engine, the electronic fuel injection on the diesel side provides the best possible conversion ratio and lowest fuel consumption, in diesel as well as in gas operation. Based on a modular concept and standard components, cost effective solutions can be provided for different applications.

8 A Heinzmann HDPK4 high pressure pump on Pielstick 2.2 engine aboard the SMA icebreaker Ymer

Credit: Albert Hagander, Sjöfarsverket Rederi

The retrofit successfully increased the vessel's engine efficiency, and lowered fuel consumption by up to 11%, according to Swedish Maritime Administration (SMA) service data.

The Swedish Maritime Administration (SMA) operates a fleet of several icebreaking vessels. SMA examined the technical possibilities of an advanced fuel management system to meet the environmental guidelines and to make their vessels more efficient. The project started with the retrofit of the 40-year old icebreaker Ymer. During an on-site survey, Heinzmann's experts reviewed the feasibility and the expected performance of implementing a CR-retrofit system to the ship's five main Pielstick 2.2 engines generating 3.5 MW each. It turned out that the specific customer requirements could be met by retrofitting the engines to Common Rail.

An on-site survey, including on-engine measurements, was performed and a mock-up of the high pressure fuel piping and rail system was built. As a proof of concept, one of the five main engines was retrofitted with the HEINZMANN CR-system in December 2013 to determine the impact on efficiency and emissions.

Credit: Staffan Ahlstrand, Sjöfarsverket Rederi

Engine and turbine management solution specialist Heinzmann retrofitted a common-rail (CR) retrofit conversion to a 40 year old vessel from the Swedish icebreaker fleet

For the latest news and analysis go to www.motorship.com/news101

FOUR-STROKE ENGINES

BIG, DEEP... AND MORE PROCESSING CAPACITY THAN SOCIAL MEDIA “It's not just big, but deep data we need,” said Kjeld Aabo, Head of New Technology for MAN Energy Solutions, Two-Stroke promotion, says Stevie Knight

8 CEON will provide crew and owners' support services access to data on a granular level

“Big is collected on the fleet level, deep comes from analysing specific systems. Making both available, near-real time from any internet connection will change the way we operate.”

He's talking about the new MAN CEON platform. Besides being able to monitor several thousand installations, it will be able to see “down to the level of subcomponents” said Aabo's colleague, Head of Digital and Strategy Per Hansson. He added that consequently, its data-processing capacity “exceeds that of many major social-media platforms”.

In practice it will mean that besides MAN's own PrimeServ team, crew and owners' support services will also have access to data on a granular level, providing details that could make all the difference to whether the ship keeps running happily or not. “For example, MAN CEON could give you information about the way an individual cylinder liner is performing,” said Aabo, “This would alert the crew to the immediate need for more lube oil - and possibly a check later.”

Moreover, the introduction of this kind of platform has the potential to create a shift in the market far more quickly than previous rounds of innovation.

In fact, the effect could be almost immediate: rather than being rolled out on new installations or have to wait for a major upgrade and a dry docking, those signing up to the service will find the supporting hardware could be retrofitted to the company's current engines and turbochargers in many cases inside a couple of hours. Although some vessels may require data mapping and/or an interface upgrade, this can often be performed by the ship's crew, explained Aabo.

The shipboard element is based on established, robust technology. The standard installation is based on a locked-down

device within the engine control room cabinet, utilising a Linux operating system. To make the most of it, vessels will need an internet connection of at least 256kB and upload and download speeds of up to 400kb/s for high-quality video calling.

Importantly, it aims to manage the torrent of information.

“Knowing what you need to know,” has been a perennial issue for big data, admitted Aabo. “It's very important to be selective; just to have millions of data points coming in, that's not effective.”

Therefore MAN CEON has been designed to make things simpler; both onshore and onboard personnel should be able to configure the system to match their own requirements: “You only get shown what you need for the task in hand,” he explained, turning the flood into useable, tailored streams.

It's important to note that MAN is not alone in developing this kind of technology: Caterpillar has its Asset Intelligence (AI), a total vessel monitoring solution, and WinGD has its own Integrated Digital Expert (WiDE) system analytics.

Further, a Markets and Markets report points to a number of key players including Northrop Grumman and General Electric in the US, with Wärtsilä , Kongsberg and Marlink from Scandinavia among others - pushing the boundaries. According to the writers the 'connected ship' sector, which covers operations and situational awareness as well as vessel health and condition-based monitoring, is projected to grow to reach US$7.19bn by 2023.

MAN CEON itself promises a very broad appeal that builds on the company's other connectivity offerings: while there were a number of four-stroke engines monitored by PrimeServ, previously fewer than 100 vessels with MAN two-stroke engines have had linked, remote diagnostics. All these will soon be moved over to the new platform, promises MAN.

For the latest news and analysis go to www.motorship.com/news101

MAY 2019 | 17

FOUR-STROKE ENGINES

MAN SETS VTA STANDARD FOR 51/60DF ENGINE MAN Energy Solutions becomes first turbocharger manufacturer to establish VTA as standard for large-bore, four-stroke engines

Credit: MAN

8 MAN’s VTA turbocharger: MAN is the only manufacturer to offer axial turbochargers with VTA as standard for any large-bore, four-stroke engines

MAN Energy Solutions is introducing VTA (Variable Turbine Area) as standard on TCA turbochargers for its MAN 51/60 engine type. This step is the first time that VTA technology has been approved as standard for a large-bore MAN four-stroke engine.

Stefan Terbeck, Project Manager for the MAN 51/60 engine series at MAN Energy Solutions, said: “High-tech solutions are necessary to meet the market's demanding requirements and with this announcement - we have really delivered. VTA turbochargers are becoming more and more important, especially when it comes to gas engines. VTA has already been applied from our licensee, Kawasaki Heavy Industries, who has reported excellent performance and high reliability on their engines.

Furthermore, the VTA concept is even now employed commonly in the significant formaldehyde-manufacturing segment.”

MAN Energy Solutions reports that it already has more than 380 references of turbochargers sold with VTA technology, and that VTA is approved for its TCA turbocharger sizes TCA55 to TCA88 - both for marine and power applications.

MAN is the only turbocharger manufacturer to offer axial turbochargers with VTA as standard for any large-bore, four-stroke engines.

Terbeck added: “We collected more than seven years of operational experience before approving VTA technology as standard. As a result, our 51/60DF engine is getting a proven, field-tested product.”

speed range. This has several benefits, including: 5 significant fuel savings 5 improved dynamic performance 5 fuel flexibility: smart control management means engine adapts itself automatically to get to best possible operating point 5 range extension: it includes elevated ambient temperature without de-rating 5 peaking balance: handles load fluctuations.

MAN Energy Solutions reports that the typical payback period for VTA on MAN engines will be one-and-a-half to two years, and that its next step is to make VTA standard for its MAN 51/60G engine type. It also states that its PrimeServ Academy has already increased the VTA training portfolio, due to its rising importance, citing the new VTA-VacSeal four-stroke course that was introduced in September 2018 as an example of this.

8 The Variable Turbine Area nozzle ring with adjustable vanes, set to the closed position (far left) and open (left)

VTA BENEFITS Under the VTA concept, the volume of charge air can be precisely matched to the quantity of injected fuel at all points in an engine's load and

18 | MAY 2019

For the latest news and analysis go to www.motorship.com/news101

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FOUR-STROKE ENGINES

TOTAL LUBMARINE ANSWERS SULPHUR DILEMMA The cost of a barrel of oil may decrease by $2, or go up by as much as $20, according to Bloomberg; meanwhile, according to oil majors, enough low-sulphur fuel will be available only through blends, which differ between batches in terms of their viscosity, cold flow and other properties.

Various refiners have pledged to provide low-sulphur fuels of a consistent quality, but only if owners pay a premium for it.

Jérôme Leprince-Ringuet, Total Marine Fuels Global Solutions Manager, explained to The Motorship: “We will of course propose a minimum viscosity, but it comes with a cost, because what is not mainstream is bespoke.”

Low-sulphur fuel will definitely be considerably more expensive than the alternative thanks to supply concerns, and the additional crude which will have to be cracked at refineries to meet demand. “Most customers will not be willing to pay for a specific viscosity on top of a specific sulphur content,” said Leprince-Ringuet.

As well as switching to low-sulphur fuels, shipowners can meet with the requirements of the cap by having scrubbers fitted, which would in theory allow them to continue burning heavy fuel oil (HFO), or by burning LNG, a move with prohibitive retrofit costs for many ship types, and which is likely to be reserved mostly for newbuilds. Of these options, LNG is the only one which has been categorically proven to work reliably.

But with HFO becoming a niche fuel, supply could fall as low at 10% of today, Leprince-Ringuet warns, and could drop off entirely at smaller ports. “As a fuel provider, will I keep my [HFO] logistics in place at the refinery? For who?” he said.

THE RIGHT TOOLS Yet another variable in IMO's great experiment is that of lubricants, which Total Lubmarine must provide to address the problems posed by fuels in ships' engines. The company has brought out a new online tool, 'Rank My Vessel', a survey application which compares vessel lube findings with those on similar vessels.

Most people know about Talusia Optima, BN100, which is low ash and provides basicity, without the mineral components that build up deposits in the engine. So you can burn LNG without building up deposits Modern engines are designed for high-efficiency, and a long piston stroke; this means a cooler cylinder environment which causes many of fuel's constituents - including sulphuric acid to condense on the surface and corrode the piston rings and cylinder liner (cold corrosion). This has necessitated lubricants with a high BN (base number), such as BN100, to neutralise the sulphuric acid.

But where BN additive is unused, hard deposits form on the piston crown, a major risk if vessels continue using high-BN

20 | MAY 2019

Credit: Total Lubmarine

The IMO sulphur cap represents a total upheaval for the maritime industry, and one which is expected to distort the market for years to come

lubricants with new fuel blends featuring 85% less sulphur than their predecessors. Jean-Phillipe Roman, Technical Director at Total Lubmarine, indicates various factors aside from the sulphur cap which manufacturers must grapple with, as well.

“Engines produced after 2020 will have to be Tier-III [NOx] compliant, or at least Tier-III ready,” he says. “We will see technologies such as exhaust gas recirculation (EGR) or selective catalytic reduction (SCR) applied. Experience shows us that new technologies introduce greater severity in terms of the way the engines are operating.”

Come 2020, vessels will have to be capable of switching fuels if scrubbers fail, Roman says, or when switching from 0.5% sulphur fuels to North American, North Sea, or Baltic ECAcompliant 0.1% fuel. However, “When switching the fuel, you will have to switch luboil, and most ships only have one storage tank.”

8 Total Lubmarine has developed a new product, Talusia 40, to meet the requirements of operators using low-BN lubricants after 2020

A COMPLIMENTARY PALETTE “Most people know about Talusia Optima, BN100, which is low ash and provides basicity, without the mineral components that build up deposits in the engine. So you can burn LNG without building up deposits.”

However, “since close to 90% of operators will use low-BN lubricants after 2020 - from BN25-60 - we have developed a new product, Talusia 40, fit-for-purpose with [SCR and EGR], as well as operation on 0.5% sulphur fuel oils. It will be fit-forpurpose for ships going in and out of ECAs - we have qualified this lubricant to be used when ships are burning 0.1% sulphur fuel types,” he adds.

For the latest news and analysis go to www.motorship.com/news101

FOUR-STROKE ENGINES

THE TRUE VALUE OF A PREVENTATIVE MAINTENANCE STRATEGY Peter Fraser, Product Support Sales Manager for Finning (UK & Ireland), discusses why we should consider preventative maintenance expenditure as a positive means of achieving long-term savings

8 Fuel testing at Finning’s office and laboratory in Yorkshire, England

Prevention is definitely better than cure when it comes to the marine sector. Operators can take measures to avoid unplanned shutdowns and the inevitable costs they bring, or they can hope for best.

A UK Department for Transport study found that the overall annual cost of running a ship is growing by around three percent a year, when you factor in everything from a crew's wages to spare parts for engines. So, it's understandable that those working in the marine industry would look to make cuts where possible. And when costs are under scrutiny, maintenance is often the first thing to be set adrift.

Maintenance spend should rather be viewed as an investment that improves total cost of ownership. While a reactive approach can sometimes make good savings in the short term, the potential long-term impact can be far more significant and costly, cancelling out any savings that might have been made at the time.

It's a simple fact of life that wear and tear of use over time will take its toll, despite our best efforts to turn things around.

An operator might choose to overhaul a fuel pump - to try and generate several more thousand hours' worth of operation when it should have been replaced. The true value of a preventative maintenance strategy will only really come to light when the pump abruptly fails.

When it comes to maintenance, there are a number of support options available to ensure marine engines continue to operate

at peak performance and, as a result, help operators to avoid unwelcome expenditure on servicing when equipment fails.

One element of a preventative maintenance strategy should be fluid analysis, as using incorrect fluids can lead to a range of problems. Let's take a worst-case scenario for the marine industry. When plain water is used as a coolant, liners can be penetrated in as little of 500 hours of operation and would require immediate attention. A bare liner surface could become exposed to corrosion, effectively drilling holes in the liner wall.

This would mean that oil will flow into the coolant when the engine is running, and coolant into the oil when the engine is shut down, placing the entire installation at risk.

Another example is modern anti-freeze's composition, which is often purpose-designed for engines, but it is common for incorrect coolants to be used. This can result in cylinder liner cavitation or pitting.

Furthermore, the insights that fluid analysis provides can help operators to make smarter and more informed decisions, which can reduce downtime and improve the whole life costs for equipment. For instance, many oil changes are based on how an engine is predicted to perform, which fails to take into account all the operating conditions that may impact upon this over time.

This is why a condition-based maintenance approach, such as fluid analysis, is so useful, because it can assess the health of an asset and advise when oil actually needs to be changed.

Fluid analysis helps ensure the maximum value can be

For the latest news and analysis go to www.motorship.com/news101

MAY 2019 | 21

FOUR-STROKE ENGINES

extracted from the lubricants and other fluids in the engine, while also minimising the cost of disposal. In addition, through the use of genuine oils and ongoing condition monitoring, operators can even extend oil drain intervals, with savings in excess of 15 per cent on oil costs achievable.

Another factor to consider is the use of genuine spare parts.

Failure to use these can potentially be incredibly detrimental to overall performance, as even slight differences in tolerance and fit can contribute to inefficiencies in areas such as fuel and oil consumption, and in some cases even lead to premature wear.

CatÂŽ put this to the test by examining the case for using a manufacturers' spares and the true cost of using non-genuine alternatives. One example offered is that by fitting the correctly specified fuel filter, an injector's lifespan could be increased by more than 45 percent. This approach ensures critical engine components are protected, while cutting maintenance costs too.

REMOTE ENGINE MONITORING Engine performance can also be managed using remote monitoring. Data on how well an engine is performing can be transmitted directly to the operator, or even to the experts that have supplied the engine. This means any potential issues can be identified promptly before they cause real damage.

Furthermore, this not only saves money, but can also prevent issues that would otherwise leave equipment out for repairs.

A good example of intelligent remote monitoring is Cat Connect Marine, which measures data on numerous performance-related metrics for Cat engines. These include oil pressure, intake manifold temperature, speed, engine load,

coolant temperature and fuel burn rate. Owners and operators are able to then utilise the data to better inform maintenance and service schedules - taking the guesswork out of equipment management and avoiding unforeseen downtime and expensive repairs.

Cat Asset Intelligence (AI) gives operators advanced predictive analytics and advisory services across their vessel - or

8 Cat Connect Marine measures data on numerous performance-related metrics including oil pressure for Cat engines

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22 | MAY 2019

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For the latest news and analysis go to www.motorship.com/news101

FOUR-STROKE ENGINES

an entire fleet. The selection is tailored to specific needs: What equipment is included, types of expert services, metrics, reports, and dashboards. Automated analytics identify potential issues before failure and Fleet Advisors provide recommendations for maintenance and operations improvements. It also has the technical flexibility to integrate with existing data sources, providing operators with all the information they need to always be in control.

Remote experts used AI to identify an exhaust manifold issue and prevent a costly engine failure and excess energy consumption. Analytics flagged up a high variance in exhaust gas temperature, coupled with a larger-than-expected difference in air manifold pressure. The root cause was quickly identified as either an exhaust manifold leak, or a seized open bypass valve. The chief engineer was alerted, and the problem addressed. Knowledge really is power.

This innovative technology and service offering compliments a range of Cat Marine products and technologies, which are focused on providing the highest level of uptime and lowest lifecycle cost.

Recognising the value of accurately estimating total cost of ownership, Cat has gone beyond traditional models to develop an engine value analysis tool that can accurately capture and compare the total lifecycle costs for engine platforms across multiple engine manufacturers. The software supports parameters that aren't often included in similar analysis tools, including LNG and DEF consumption, load profiles across varied power inputs and emissions regulations, including EPA Tier 4 and IMO III.

Engines are one of the most important expenses for a vessel and ensuring a high-performing solution at the best possible price is a key concern for every owner and operator in the marine sector. As a result, we should be considering maintenance expenditure as a long-term investment. It's always worth considering how customer service agreements or extended service coverage can help limit long-term support costs too. With Cat these can be tailored to meet different budgets and needs.

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For the latest news and analysis go to www.motorship.com/news101

MAY 2019 | 23

DECK MACHINERY

ON THE HOOK: LIFT CAPABILITY RAISES SIGNIFICANT QUESTIONS A large ship and heavy lifting kit might superficially seem to be well-matched, but scratching the surface uncovers two, very different parameters, writes Stevie Knight

LIFT KIT TRENDS There has also been an evolution in the lifting technology itself.

This has taken place alongside the running debate between hydraulic and electrical advocates on 'which system is the most compact'. While hydraulic equipment generally has smaller prime movers, it requires oil tanks, HPUs, coolers, accumulators and piping. In comparison, electrical systems usually have somewhat larger motors that are often themselves liquidcooled, plus banks of cabinets for rectifying, inverting and otherwise processing the power.

Despite the jury still being out on this matter, one has the edge when it comes to accuracy. “Hydraulics have been king for a long time and certainly have their advantages,” says Garriott, but he's clear that electrical kit has been steadily advancing, not just because it is eco-friendly, but because it results in finer control.

Future developments promise further gains, says Garriott's colleague, Arne Tomstad: “We are currently testing a large winch that - so far - shows it can heave compensate with accuracy measured in a couple of millimetres - much better than can be afforded with hydraulic systems where plus or minus 5cm is generally the goal.”

Over the last couple of years, various technologies have combined to further this particular innovation pathway. For example, permanent magnet (PM) motors, which incidentally have been around - and continually improving - for two decades have several advantages “including very accurate

24 | MAY 2019

Image: Huisman

“The crane's demand often doesn't get the full attention that it needs,” says Cees van Veluw of Huisman: “People think 'we have big gensets for the propulsion, that will be sufficient'... but these have very different characteristics.”

He points out that while the propulsion draw is 'slow and steady', and focused on the overall energy consumption, for lifting gear, “it's more about available power”.

The loads can be particularly dynamic during Active Heave Compensated (AHC) crane operation: “With each wave you see the same cycle again and again, it can be horrible for the propulsion plant if you don't take that into consideration.” He explains this applies to both fully electric and electro-hydraulic solutions “as they all connect to the vessel's electrical grid”.

As a result, the industry has been looking more closely at the potential for peak-shaving the power draw - and there are some opportunities as well as snags along the way.

“If we decide that we'd like that power to come from the actual lifting equipment itself - until recently rather unorthodox - then, that is dependent on the crane being able to feed the power to some kind of energy storage unit, either on the lifting equipment or on the ship itself", points out MacGregor's Scott Garriott.

It's more plausible now, he adds, as “there has been a major shift” in the underpinning technologies.

Firstly, there's the energy storage revolution: both battery power and energy density have benefited enormously from ongoing R&D. As a result, uptake is rising especially as it grants the designer more flexibility in meeting peak demands.

response even during high acceleration”, says Tomstad, who believes their potential has sometimes been overlooked. “They can also regenerate power when lowering a load, in which case they could feed DC directly back into the grid.” Further, where AHC is utilised, payout could peak shave the haul-in demand.

Tomstad concludes: “As long as the grid is designed to receive and deliver large amounts of power quickly, the system is fairly simple.”

8 AHC cranes have to take on broad, fast fluctuations in the load

ALTERNATIVES This last is pertinent and could mean other solutions may be more appropriate.

“It depends on the crane, the load and speed: however our knuckleboom winches require a lot of power to keep up with AHC - peak consumption can be 1.5MW to 2MW,” says Jarle Sigurd Ødegård of Seonics.

Further, the pattern is demanding, AHC winches have a very short duration in which to recharge: “We are typically looking at 12 to 15-second rolls. Within that time, you see zero to maximum power, through zero to minimum power and back to zero again, including a very high power demand of three to five seconds.” As a result, “you usually have only ten seconds or so to get the charge back up again”, he explains.

Therefore, although a number of offshore support vessels are considering batteries for peak-shaving dynamic positioning

For the latest news and analysis go to www.motorship.com/news101

operations, it doesn't follow they're automatically suitable for covering AHC crane lifts “which can have a very sharp, high demand” says Paul Cairns of MJR Controls. “Batteries generally don't like this kind of treatment: it shortens their life - and in trying to avoid the effect, you can end up with an expensive, massively overrated pack”.

However, there are a variety of alternatives. Firstly, there is a mechanical flywheel solution, coupled with an electric motor.

This isn't as basic as it might seem at first and possesses some useful advantages. Interestingly, a flywheel has a high conversion efficiency and relatively high power density for its size when compared with batteries; that is, it is swift at capturing and releasing energy and of course, there's an unlimited number of charge and discharge cycles as there's no impact on performance.

Further, some manufacturers presently focused on the utility markets - like Amber Kinetics - mitigate the friction which tends to lose the tech longer-term storage potential by building a vacuum chamber around the spinning disc and using permanent or electromagnetic magnets. In fact, active magnetic bearings can be used to stabilise the system, compensate for some imbalances and react to dynamic loading.

“The flywheel I'd say is quite straightforward, but you do have more losses than with batteries,” says Ødegård. “You also have rotating equipment, bearings and a motor that you need to maintain, physical forces that have to be supported and generally more components to go wrong...”

There are other options: AC could be fed back to the ship via an active front-end input, but its efficacy does depend on the scale of other consumers.

Image: MacGregor

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Then, there are supercapacitors: these are a very useful solution, especially as they could hold energy - for a short while - on the machinery rather than push it back to the grid explains Tomstad. Ødegård adds: “The losses are far lower than flywheel, and you don't have gyro-forces to deal with, you don't need the supporting structure, and you are freer about where you can place it.”

Supercapacitors are also one of Huisman's favoured solutions. Van Veluw explains that the characteristics are very different to a battery, which has comparatively limited power but far higher energy density: “A big disadvantage of supercapacitors is the amount of energy you can store - not

For the latest news and analysis go to www.motorship.com/news101

8 The other loads may be taken care of, but what about the crane?

MAY 2019 | 25

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much at all - but you can push it in and out very fast, making for excellent regeneration on an AHC device.”

However, Ødegård says the steep investment might give some pause for thought. Certainly, Van Veluw admits: “The price is quite high, there is a definite cost in being green. Therefore, how you are going to make use of the regenerated energy becomes an important question.”

Still, as Cairns says: “It all depends what you are looking for,” adding: “Batteries have high energy density, capacitors have high power densities - about an order of magnitude difference in each between the two.” Therefore, he underlines, make sure you are “comparing apples with apples”. However, he says: “If you are looking to supply current very quickly, supercapacitors are really very cheap - and smaller.”

He describes a 90-tonne AHC winch, working in 2.5m waves with 8-second cycles, which has a draw in the order of 1MW. A supercapacitor solution will probably cost between US$150k and US$200k “and fit inside something the size of four double wardrobes”.

By contrast, to get 1MW delivered in one go from batteries, you need 1.6MW installed, as a depth of discharge below the 30% mark will destroy the cells, says Cairns. That would entail a total system the size of a pair of 20ft containers “and cost in the region of US$1m”.

Further, Van Veluw adds “the peak shaving potential for crane operations can be significant” and help balance out installation costs: for example, an ATEX certified 500kW diesel genset was switched for a 100kW version, with the fluctuations handled by the supercapacitors.

There's an interesting idea for smaller lifts, up to 50 tonnes, that combines batteries and supercapacitors. Screaton and MJR Controls got together to develop the Telesto AHC concept which puts both together with an electrically actuated rotating sheave unit - and fits it all to the hook of a crane. The joy of this idea is it requires little to no modifications to existing equipment while still yielding a 5m stroke over 10 seconds, a 1km depth rating and an hour of autonomous operation.

Bigger lifts could also see batteries and supercapacitors paired to provide a solution for a heavy AHC crane and ballast pumps.

ACCUMULATORS Also very interesting is a power regeneration device that has “many of the same characteristics as supercapacitors,” says Van Veluw.

Huisman, Seonics and MacGregor all have a new take on established technology: hybrid drives store the lowering energy in compressed nitrogen banks - and then incorporate electric drives to fine tune the release.

For example, Norside Supporter's crane had a Seonics hybrid drive to cover a 1MW peak-power lifting draw. Here, a large part of the load is carried by the hydraulic motor, supplied by the HPU and pressure accumulators. At the same time an electric motor, designed to support a smaller proportion of overall weight, allows for precise control of the winch.

Likewise, the 400-tonne cranes for Maersk Supply's I-Series also use a sizeable passive piston accumulator, again paired with an electric drive. “It's not just environmentally friendly, it's safe as there's a lot of power available even in blackout conditions,” explains Van Veluw.

And MacGregor's 'semiactive' AHC crane system - using hydraulic motors - has also been complemented with accumulator-balanced electric designs.

“It's the best of two worlds,” adds Ødegård: “We achieve both high capacity and a very accurate AHC with a modest power supply.”

26 | MAY 2019

GOING ALL THE WAY According to Scott Garriott, the biggest gains come from deploying, for example, ocean floor components, harvesting energy “while lowering a load all the way down, not just when in AHC mode which is only used when the load is near the seabed”.

Paul Cairns also points to the potential for braking energy to be recovered then reused during the lifting part of the cycle.

This is rather more demanding than peak shaving and consequently requires a larger system to absorb the power but Garriott explains that recent technologies are making it plausible: “Now, with the advent of smart power grids and newer storage technologies, big lifting equipment can actually play a helpful role in this ship-wide effort instead of being the awkward, heavy-drinking user.”

Supporting this is the trend toward DC distribution, “which seems to be gaining the most traction at the moment” says Tomstad. In his view, a DC configuration “is perfectly suited to the very efficient, variable frequency control of multiple systems around the whole ship”, adding that it can accept power from various sources. Usefully, it also “lends itself to energy storage solutions and leaner power generation strategies for vessels trying to save money”.

Further, if you look at the ship at its entirety, regenerated power “can be used by the crane, but could alternatively be stored and used by other hungry users such as DP” adds Garriott. “A few years ago this was theoretically possible, but only the newest ships had any equipment that could receive power from anything other than the generators.”

This in turn could lead to an entire reimagining of the ship's electrical distribution.

But there's a further challenge here; most designers and builders want to make the ship as future-proof as possible but what about accepting novel energy technologies? Tomstad explains “there is still some hesitance - or at least concern about the idea of welcoming power from various, undefined, future producers”. However, he adds: “It certainly can be done [but] it will require clear specifications and cooperation from earlier on in the process.”

As Garriott points out: “The trick is to ensure that the vessel and its power system are configured for regeneration. This may mean getting into the ship design or retrofit phase early something that unfortunately doesn't always happen for providers of lifting equipment.”

In conclusion, if a lift-ship is on the drawing board, have a good look at what the crane requires before the power configuration is settled.

8 Huisman's active and passive heave compensation system in motion

For the latest news and analysis go to www.motorship.com/news101

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MACGREGOR INTRODUCES FIRST FIBRETRAC CRANE MacGregor, part of Cargotec, has completed the construction of FibreTrac, the first fibre-rope offshore crane to enter the market The neutrally buoyant fibre rope does not suffer from the limitations of steel wire in deep water, such as the payload constraints imposed by the weight of the line itself.

“The project to build, certify and validate the MacGregor FibreTrac crane is the result of our confidence in its potential,” says Høye Høyesen, Vice President, Advanced Offshore Solutions, MacGregor. “We strongly believe in the advantages that it will deliver to our customers.

“FibreTrac uses existing, proven technologies combined in a new application that offers deep-water load handling operators a simple pathway to some of the most significant cost-saving advantages seen in decades.”

FibreTrac is able to exploit its full lifting capacity because fibre-rope is neutrally buoyant: no additional load is experienced by the crane, regardless of the length of rope used during load handling operations.

“In practical terms, this means that a smaller crane and vessel can be used for more assignments, and owners are able to bid on a wider range of contracts,” Mr Høyesen highlights.

“The ability to use smaller vessels for deep-water projects will also drive down the cost of these operations and give our customers a stronger competitive edge.

Credit: MacGregor

FibreTrac uses existing, proven technologies combined in a new application that offers deep-water load handling operators a simple pathway to some of the most significant costsaving advantages seen in decades

Credit: Parkburn

“Feedback from the event was extremely positive,” Mr Høyesen continues. “We were able to present the finished crane to demonstrate how the shift from steel-rope to fibrerope in offshore cranes is technologically possible and how the crane delivers substantial cost benefits to owners, particularly for deep-water projects."

The fibre rope crane also addresses the challenge of

8 Parkburn’s innovative capstan utilises interleaved fingers to break up the contact surface and reduce the wrap angle

28 | MAY 2019

minimising spooling tension and consequent frictional heat generation on soft fibre rope.

“Although the crane is new, the technology is tested, combining decades of MacGregor's load handling expertise with the fibre-rope tensioning and handling skills of Parkburn Precision Handling Systems.”

MacGregor fibre-rope cranes use a novel capstan, developed by Parkburn, as a traction winch. It consists of two interlocking drums slightly angled and offset in relation to each other. The drum geometry creates a natural and stable helix without generating any fleeting forces, so the rope does not twist on the drum as it is gently de-tensioned. The meshing of the drums into one reduces the footprint and system weight substantially, allowing for a large drum-to-rope diameter. The open architecture of the drum allows for efficient air circulation, keeping overall temperatures down.

Designed to comply with rigorous DNV GL regulations, the FibreTrac crane has a 150-tonne safe working load (SWL) capacity and features an advanced rope monitoring and management system that provides clear lift line status information for the operator at all times.

8 MacGregor’s FibreTrac crane has a 150-tonne safe working load (SWL) capacity

For the latest news and analysis go to www.motorship.com/news101

GreenOil supply for Havyard 831 L SOV-design

GreenOil Standard ApS in Denmark have secured the contracts for three new Service Operation Vessels. Havyard Ship Technology and ESVAGT have selected GreenOil for the supply of all offline oil filtration systems for total 21 systems in different oil applications onboard each vessel.

In GreenOil we are happy to continue our strong growth in the maritime market where it recognized the many benefits of the GreenOil system compared with other traditional filter systems. GreenOil have now secured 8 out of ESVAGT’s latest 10 newbuilding’s.

ESVAGT knows that clean oil is vital on the long term to keep the vessels in good and safe operation conditions and we are happy to continue our cooperation with ESVAGT, says Sales Manager in GreenOil Mr. Rune Hjortnæs Pedersen.

GreenOil Standard ApS Manufacture and designer of oil filtration solution for any oil types. Maintenance at low cost, so you can save at the more expensive maintenance.

Most efficient water separation on the market and solutions also for engine lub. oil and DO/MGO instead of traditional separators with several economic and operational benefits.

Visit us at Nor-Shipping 2019 at stand E03-09 and join our Technical Seminar Thursday 6/6 at 11.00 in Hall E

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MOONRAKER: MORE THAN 30,000 TONNES OF LIFT The UK is aiming to enter the offshore decom market with a splash: Moonraker, currently in design in Singapore, will be capable of lifting over 30,000 tonnes at a time, writes Stevie Knight The design for this innovative, six-column semi-submersible has sprung from a group of oil and gas industry veterans which founded Offshore Decommissioning Services (ODS) in 2017. It's an ambitious engineering feat, and for ODS' Morgan Howes-Roberts it promises to put a British presence on the map: “Something we missed out on during the early days of North Sea construction,” he explains.

Usefully, a semisub has a distinct advantage over typical installation ships: while it doesn't have particularly fast transit pace, making an adequate 4 to 6kts, it makes up for this in stability. “The water acts as a hydraulic damper so Moonraker can work in harsher conditions than standard designs: for example, it can pick up a platform in 2m to 3m significant wave heights,” says Howes-Roberts.

However, it's still a rather different beast from most others of its kind. Its 114m width is divided by a 64m-wide, 90m long slot: this enables a neat trick - the resulting U-shape receiving area wraps snugly around the platform's underside while still allowing for a 3,500m2 laydown area on the deck.

Twelve lifting beams, six on each side, have been designed to slide out across the gap: each has an active heave compensated head “that can remain static with respect to the topsides” he explains, adding that given the very limited required outreach, the lifting beams which nominally have a capability of 2,500 tonnes, “will in reality, be able to handle as much as 2,700t each”.

The mechanisms that deploy the beams, along with the beams themselves, have been integrated into the structure of the vessel itself, adding strength and bringing down the overall weight.

To get this up close and personal, the vessel carries out the final approach using its dynamic positioning capability: this is achieved by eight 4.5MW fixed pitch, fully azimuthing variable speed thrusters, a pair on each pontoon extremity, powered by eight, 8.85MW dual fuel four-stroke gensets. It's underpinned by a plethora of positioning devices and four separate engine rooms to give it DP3 redundancy.

However, to understand why Moonraker is reliant on no less than 71MW's of installed power, it's necessary to dig into the details of the lift operation itself.

On reaching the working arena, the vessel ballasts down to a point where the beams will slip under the platform “with roughly a 2m margin”, says Howes-Roberts: this usually requires bringing the vessel down from its transit draft of around 11m by another 18m to 23m as most topsides have a 20m + air gap the former is more prevalent. However, in some cases, Moonraker will have to ballast to its lowest point to pick up a platform that might only have 14m of clear space beneath.

Therefore, the vessel relies on “an extensive, sophisticated ballast solution” says Howes-Roberts: eight 2,500m3p/h pumps divided across four pump rooms supply the tanks seated in the columns with a combined 71,000m3 capacity.

Once in position around the topside, the vessel is then deballasted so that between 80% and 90% of the platform weight is then resting on the lifting heads at the end of the beams: sensors help balance the load between them.

30 | MAY 2019

Then comes a particularly demanding manoeuvre: the platform's legs are simultaneously severed using diamond wire cutters and the powerful lifting rams rapidly elevate the topside.

Why the need for speed? Despite the extreme weight, there's a time limit, explains Howes-Roberts: “Basically, we want to make sure we avoid contact between the sheared legs and the remaining jacket, so we need to gain clearance inside one wave period.” He adds: “In the North Sea that usually means 9 to 12 seconds, so we want to achieve a 2m to 3m lift in that time.”

Therefore the water pumps also have an essential role in granting an extra safety margin: while a single beam failure wouldn't be too problematic, he points out “in the event of a major catastrophe, we'd have to rely entirely on the lift from deballasting”.

Lastly, the process can be reversed to offload onto a shuttle barge or bring the topside into the decommissioning port itself.

Moonraker need not stop at the topside. “We can lift around 8,000 tons of jacket,” he says, accomplishing a 35m or, with an Aframe extension, a 60m vertical pick up, using the beams' 1,000t capacity linear winches. Drum winches, also incorporated into the beams, can be used to recover pipe from the seabed. For this the four onboard ROVs cut the pipeline into approximately 100m sections; after lifting the pipes are neatly slotted into storage cassettes attached to the inner surfaces of the 'U', making for a quick operation: “Depending on pipe diameter, up to 8Km can be recovered per day,” says Howes-Roberts.

Of course, there's other equipment supporting operations: 1,000 tonne and 300 tonne electrohydraulic cranes are on hand to transfer loads to laydown areas or move items around the deck, a helideck and 42M AHC gangway can be utilised for personnel transfer. Since around 70 crew will be needed in rotation, there's accommodation for 134 people.

This isn't an inexpensive ship, but it's got scale on its side.

Having said that, money has still been kept in mind. It's not, after all, aiming for decommissioning the heaviest platforms as that would necessitate adding an extra 50% to its overall capacity; “Instead we are aiming at the 90%+ that fall between 16,000 to 30,000 tonnes,” says Howes-Roberts.

This may well give Moonraker more than a thin edge over the competition: “We aim to reduce current decommissioning costs by as much as 35%.”

8 Moonraker's 114m width is divided by a 64m-wide, 90m long slot: this enables a neat trick - the resulting U-shape receiving area wraps snugly around the platform's underside while still allowing for a 3,500m2 laydown area on the deck

For the latest news and analysis go to www.motorship.com/news101

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HUISMAN TO BUILD MAIN VOLTAIRE CRANE

Credit: Huisman

Huisman has been awarded a contract for the design, engineering, construction and delivery of the main crane on Jan De Nul Group's newest offshore jack-up installation vessel Voltaire

Voltaire will have the biggest leg encircling crane ever installed on a wind turbine installation vessel, enabling it to have crane capacity of over 3,000t, and allowing efficient installation of the next generation offshore wind turbine.

Joop Roodenburg, president of Huisman, said: “As the next generation wind turbines are becoming bigger and bigger, we keep on pioneering to develop novel and innovative solutions to install these turbines.”

The vessel will be built by COSCO Shipping Heavy Industry in China and the Huisman crane will be built in Huisman's own

8 Artist impression of the leg encircling crane for the Voltaire

production facility in Xiamen, South China and installed at the shipyard. With the crane installed alongside the flyjib, the vessel will have the highest lifting height in the world.

The Voltaire is specifically designed to transport, lift and install offshore wind turbines, transition pieces and foundations.

It has an operating depth of approximately 80m, a payload of about 14,000t and is equipped with a DP2 system.

Huisman's cranes have a segmented slew bearing design, significantly reducing the weight of the machinery. The company also offers a fully electric drive system.

Damen Marine Components (DMC) will make its winches generally available to third-party shipyards and equipment suppliers for the first time.

Up until now, the winches have only been onboard Damen-built or maintained vessels, as they were sold exclusively within the Damen group.

“Our doors are now open for enquiries from anyone looking for the best in maritime winches for all applications,” said Steef Staal, managing director of Damen Marine Components. “We may be a new entrant into the general market, but we offer a wealth of experience and expertise, and our winches can already be

32 | MAY 2019

Credit: Damen

Damen winches now available to third parties

8 Third-party shipyards and equipment suppliers will now have access to Damen winches

found on vessels all over the world, delivering first-class performance and value for money.”

Damen Marine Components has been producing winches on a commercial scale since

2010, however Damen Maaskant Shipyards Stellendam maintained and built winches for its fishing vessel clientele for a substantial period previously.

Damen Winch Technology was formed in 2015, bringing onboard additional engineers and creating a dedicated unit with R&D, design & engineering, production and after-sales support all under one roof.

This consolidation and expansion also enabled the benefits of Damen's expertise in standardisation to be exploited in full, allowing maximum advantage to be taken of series production and proven designs to deliver better quality and lower costs.

For the latest news and analysis go to www.motorship.com/news101

BALLAST WATER MANAGEMENT

A BUOYANT MARKET FOR BALLAST WATER The buoyant market for ballast water retrofits is creating pressure within the supply chain, writes Charlie Bartlett The surge in orders has created a number of pressures for ballast water treatment system (BWTS) suppliers, with subcomponent suppliers, such as a few high-profile filter or UV lamp suppliers, reported to be struggling to meet 20-week lead times. Some manufacturers have moved to open assembly plants in East Asia or diversified sourcing of subcomponents to new suppliers, which has in some cases created fresh challenges of oversight and quality assurance.

Meanwhile, shipowners and BWMS suppliers are struggling to ensure sufficient availability of trained marine engineering and installation expertise. According to 2018 data from Clarksons, some 115 surveys were conducted at the world's busiest shipyard, CIC Changxing, closely followed by its next biggest rival Drydocks World Dubai, at 110. But repairers not only have to cater to customers' requirements in the ballast water field, but in the increasingly frenetic exhaust gas cleaning sector too.

“Shipowners need to understand that standing still isn't going to be an option. In fact, given the fact that we have 10,000 vessels per year chasing retrofitting berths at 250 odd yards, and that each retrofit requires ship design availability in addition to the yard, and the BWMS suppliers have their own supply chains, delays are likely to be all but inevitable for late adopters,” BIO-UV chairman Benoit Gillmann told the Motorship in February.

This is leading to the emergence of tie-ups between EGCS and BWTS suppliers, seeking to reduce the advantage of diversified suppliers who have the ability to supply both systems. Such concerns are focused on the retrofit market, where the shipowner has the ability to specify the type of system. A separate recent development has been increasing vertical integration between shipyards and BWTS suppliers, such as Havyard's April 2019 acquisition of MMC Green Technology, or Samsung and HHI's own BWMS solutions.

Different dynamics are driving the newbuild market, where shipyards' standardised designs are also playing an increasingly important role in determining system selection for newbuilds.

“I know some [East Asian] shipyards that are asking for significant sums of money if shipowners want to purchase different systems - and the systems that they are specifying happen to be local systems,” a BWMS manager added.

A preference for specifying local solutions can also be seen in Europe. Denmark's DESMI Ocean Guard quickly secured a frame agreement with DFDS, entailing the mammoth retrofitting of DESMI's ultraviolet-based CompactClean systems on board 40 ferries between 2020 and 2024, after receiving IMO Type Approval for its relatively new system, CompactClean, in September 2018. The systems are to be installed in two sizes, DESMI indicated: CompactClean-340, with a capacity of 340 m3/h, and CompactClean-500 system, with a capacity of 500 m3/h. However, a small number of vessels will be fitted with larger CompactClean-750 and CompactClean-1000 systems.

Other manufacturers, such as the French OEM BIO-UV, have likewise benefited from orders from their countrymen at CMA CGM; Rasmus Folsø, DESMI Ocean Guard CEO, was unabashed

about the fact that this was almost certainly an act of patriotism by the Danish ferry operator. “Like DESMI, DFDS is headquartered in Denmark and has a very long history going back more than 150 years, and as such, we believe that our companies share a lot of the same values,” he said.

DESMI's CompactClean system won full USCG typeapproval in April 2019. Interestingly, DESMI's timing was impeccable; the USCG approval process has been updated since many of DESMI's competitors secured it, incorporating a new piece of legislation, introduced in December 2018, the Vessel Incidental Discharge Act (VIDA), which demands that ballast water taken up and held in the tank must be fully treated and ready for discharge inside of 24 hours.

VIDA also amended the US Coast Guard testing criteria to create greater compatibility with the IMO regime, expanding the definition of 'dead' to include the IMO's 'unviable' - and the MPN testing method, which DESMI previously came to grief, has now been accepted.

“CompactClean... does not need a special US operation mode to meet the USCG requirements in US territory... with just one operation mode used globally, there is no need for knowing the de-ballast location at the time of ballast uptake, in order to determine if the BWTS should be operated in IMO or US mode,” Folsø said at the time of the announcement.

“Likewise, there are no issues related to mixing IMO and USCG treated ballast water when water is treated in one mode during ballast operation, but then pumped to a tank with remains of water treated in another mode.”

The introduction of VIDA has required those systems which have already won USCG approval to reapply. Optimarin reasserted its leading market position, demonstrating compatibility with the 'zero-day' requirement in early March; it was followed by Alfa Laval's PureBallast 3.0, which had been type-approved by USCG since January 2017, and garnered approval for a holding time of 2.5 hours.

“We are committed to keeping operations simple, even under the more complicated USCG legislation,” said Anders

For the latest news and analysis go to www.motorship.com/news101

8 Techcross and Korean exhaust gas cleaning system supplier Hi Air Korea announced plans to develop joint BWMS and scrubber packages for customers in April

MAY 2019 | 33

Lindmark, Head of Alfa Laval PureBallast. “The new, and dramatically reduced, holding time for PureBallast 3 removes a key frustration when operating in United States waters.”

The VIDA gives UV systems something of an advantage, since the treatment is over by the time the water enters the ballast tank. By contrast, electro-chlorination (EC) systems such as Ocean Guard, by China's Headway Technology, granted USCG type-approval in October, and BALPURE, by US-based De Nora, approved in December, require the water to be neutralised before it leaves the ship - a process that requires long holding times or large volumes of neutralisation chemicals. That said, EC systems enjoy operational cost advantages over UV systems for vessels with larger ballasting requirements, such as bulkers or tankers.

But although almost all BWTS are either UV or EC, a Danish startup, Bawat, is seeking recognition for another technology which would benefit from VIDA, with its application to the USCG for type-approval. A very new system, it has completed landbased USCG tests and is now undergoing testing at Port Klang, Malaysia, and the Mekong River estuary in Vietnam, both of which are home to large numbers of potentially invasive organisms.

Bawat's technology is unique in the market, eschewing the conventional ultraviolet (UV) or electro-chlorination (EC) methods in favour of a pasteurisation-based method, replicating the process by which shop-bought milk is sterilised on land. The process is undertaken at temperatures of as little as 64°C, although hotter is preferred, since it decreases treatment time.

This allows the system to make use of some extremely elementary components - pipes and heat exchangers - and

Credit: Bollfilter

BALLAST WATER MANAGEMENT

harvest the energy it needs from engine jacket water, or exhaust gas waste heat. Thus, it could potentially be offered considerably cheaper than other systems, for which manufacturers are looking to corner large swathes of the market for difficult-to-source replacement components like UV lamps or electrodes - offering some explanation as to why nobody appears to have thought to use such a simple procedure before.

One particular area of interest will be how Bawat's technology compares with EC in operational cost and efficiency for larger vessels operating in sub-Arctic and Polar water areas.

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BALLAST WATER MANAGEMENT

TIME FOR A PERFORMANCE MONITORING REGIME Dr Stelios Kyriacou, General Manager - Ballast Water Management Systems - De Nora Water Technologies, noted that the absence of clarity around sampling for enforcement of BWMS standards was contributing to shipowner uncertainty about current regulations. “We would welcome greater clarity and a common position on sampling and enforcement across the industry,” he added.

While the IMO and the USCG have introduced progressively better ways for evaluating and approving new treatment technologies and systems, there has been little regulatory progress on sampling for enforcement.

In the US, inspections of ballast water systems are taking place. However, Dr Kyriacou noted that there is no evidence that any sampling has occurred in the US, despite the fact that BWMS regulations have been in force for some time now and ship inspections are taking place.

The EPA VGP does require periodic testing of the performance of a unit, and this is being conducted on a selfreporting basis, whilst biological sampling is limited to indicative organisms. The current replacement of the now expired VGP 2013 by the new VIDA framework is estimated to happen over a 4-year period. The new regulations are expected to be at least as stringent as VGP 2013 with regards to corrective actions, inspections, monitoring, reporting, recordkeeping, and vessel-class specific requirements.

Evidently, US regulations remain well in advance of IMO regulations in terms of performance monitoring and reporting.

“Anything that would improve the biological performance monitoring of systems would be welcome,” Dr Kyriacou said.

“The IMO has made little regulatory progress about the implementation of a monitoring framework unlike the USEPA instruments of VGP”.

However, more than anything else, Dr. Kyriacou stressed that what shipowners wanted was clarity about reporting requirements and certainty about the future evolution of regulations.

“Our customers are unclear about what they need to do and regard the increasingly complex web of reporting requirements as a costly overhead for their businesses”.

Kyriacou called for the regulatory harmonisation between different jurisdictions around the globe. Such criteria would include agreeing a common definition of acceptable and standardised sampling procedures, including a definition for representative sampling as well as the definition of approved analytical processes for sample testing that should be applied subsequently.

TAKING A LONGER-TERM VIEW Turning to the wider BWMS picture, Dr Kyriacou offered his view on current state of the market. He 8 Dr. Kyriacou, General Manager of De Nora Water Technologies’ Ballast Water Management Systems, stressed that what shipowners wanted was clarity about reporting requirements and certainty about the future evolution of regulations

36 | MAY 2019

Credit: De Nora

The ballast water management industry needs to agree a performance monitoring regime

noted that the present boom for low-cost BWMS suppliers was likely to end before the end of the current retrofit window in 2023. Some buyers with legacy BWMS systems may struggle with support in the medium term if a market consolidation occurs as anticipated.

“The ballast water market is currently populated by many single-product companies that exist solely to extract the maximum return from the current four-year window to retrofit BWMS.” The newbuilds being built today are being built to operate for the next 20-plus years. The implications for service support for these systems is obvious, let alone the availability of components after 2023, when we can expect a degree of market consolidation to occur and some also feel this could be earlier.

Dr. Kyriacou questioned the likely longevity of suppliers who have no particular expertise or track record in the marine market, nor any alternative business on which to draw, particularly after the demand for BWMS installations falls at the end of the retrofit boom.

De Nora is a €0.5 billion turnover corporation, which derives 60% of its turnover from its leading position in electrode technology. The company's BWMS business is one of several products focused on the marine sector, including the company's Omnipure marine wastewater treatment product as well as a novel wastewater product targeted at the cruise ship sector.

8 De Nora is the only EC BWMS supplier to use its own cell technology in its BALPURE system installations, pictured

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BALLAST WATER MANAGEMENT

8 The OMNIPURE™ Series 64 G2 system is a marine sewage treatment system that oxidises sewage in an electrochemical cell. It also generates sodium hypochlorite for the disinfection of sewage streams

The company's particular expertise in electrode technology also benefits its BWMS products. De Nora uses its own reverse polarity electrodes in its cells powering BALPURE®, which extends the life span of De Nora's EC system. This unique feature ensures maximum cell efficiency whilst eliminating the need for acid cleaning.

However, a narrow focus on capex costs discounts the lower opex costs that the De Nora BALPURE® system enjoys compared with less sophisticated EC systems.

De Nora is the only EC BWMS supplier to use its own cell technology in its BALPURE system installations. One feature of De Nora's design is that it employs power modulation to flow rate and when water salinity or temperature levels are better than the unit's minimum design values, which allows the unit to deliver substantial improvements in opex. “This can deliver opex savings of 15% depending on the ambient conditions - if someone is operating on constant power, they are using more power than necessary,” Dr. Kyriacou noted.

De Nora, a pioneer in electrochlorination, began research into ballast water treatment and what became the BALPURE® system in 2004. De Nora has achieved significant advances in cell design and continues to conduct research into more efficient electrode coatings and cell designs.

De Nora has extensive global R&D capability and research hubs focused on product development, basic and applied electro chemistry research, located in Italy, USA and Japan.

The French BWT specialist IMO & USCG type approved From skid to modular version For retrofits and new building projects A wide range of systems integration possibilities supported by engineering studies capabilities

biosea@bio-uv.com

www.ballast-water-treatment.com For the latest news and analysis go to www.motorship.com/news101

MAY 2019 | 37

BALLAST WATER MANAGEMENT

HAVYARD ACQUIRES FULL OWNERSHIP OF MMC GREEN TECHNOLOGY Credit: MMC Green Technology

8 Havyard has acquired full ownership of BWMS producer MMC Green Technology

Norwegian ship design company Havyard has recently taken full ownership of ballast water treatment system MMC Green Technology, as part of a deal that has seen it divest its seafood handling division, MMC First Process, writes Samantha Fisk.

The deal occurs against the backdrop of a rush to install BWMS solutions, with both shipyards and naval architects looking to bring solutions in house to be able to offer whole

38 | MAY 2019

packages to its customers. Some observers have been waiting for a wave of consolidation to sweep the crowded ballast water treatment market to bring balance to the market.

Havyard has recently been one of these companies to do this with the acquisition of MMC Green Technologies. “Havyard Group ASA is the largest shareholder. The company was established in 2010 and has largely focused on R&D activities and the process of achieving IMO/DNV type approval for the MMC BWMS”, explains Håvard Gjelseth, MMC Green Technology.

MMC Green Technology is a Norwegian manufacturer of Ballast Water Treatment Systems based on filter and UV technology, branded as MMC BWMS. The system utilises filtration technology to remove particles and UV

at medium pressure to treat the water for organisms. MMC Green Technology achieved IMO type approval in December 2012 and USCG AMS approval in September 2013.

Commercial activity of the BWMS started early in 2013 with the majority of references coming from the Scandinavian offshore segment. “MMC Green Technology is continuously expanding the international sales and marketing network through agent cooperation worldwide”, added Gjelseth, “We are continuing to pursue type approval processes for both USCG type approval and renewed IMO type approval.”

With efficient power consumption and low operational costs, combined with easy operation and easy maintenance, the product is a "perfect fit for retrofit,” Gjelseth comments.

MMC Green Technology is continuously expanding the international sales and marketing network through agent cooperation worldwide

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BALLAST WATER MANAGEMENT

MANAGING WITHOUT MEASURING: PORTABLE TESTING AND THE BWC Ensuring accuracy in portable ballast water testing is a step towards enabling effective enforcement of the Ballast Water Convention, writes Dr Brian Phillips, executive chairman, Chelsea Technologies The entry into force of the Ballast Water Management Convention (BWC) in September 2017 after years of debate finally provided the maritime industry with a framework to properly address the threat of invasive aquatic species in the world's oceans, and to date, the Convention has been ratified by 80 states, impacting the operations of more than 80% of the global fleet.

Carried in ships' ballast waters, invasive aquatic species have had a significant economic impact throughout the world.

Specific ballast discharge events have been held responsible for disasters such as outbreaks of deadly disease, complete collapse of fish stocks, mass blockages of internal waterways and even the total eradication of some species.

The lack of an agreed IMO regulation or ISO standard for the accurate shipboard testing and analysis of ballast water is creating genuine risk for shipowners, as well as limiting the effectiveness of the Convention. While ISO 11711-1:2013 provides guidance on the materials, design, and installation of equipment used to take samples of treated ballast water from the discharge pipe onboard a vessel, it does not yet include a standard on how to perform the representative sampling and analysis of ballast water.

Inaccurate testing and false readings could lead to delays with port state control and potentially significant fines, risking reputational damage, as well as the impact of non-compliant discharges on the environment. Indeed the USCG advised in its report that operational control restrictions had been imposed on 17 vessels due to the severity of deficiencies.

A challenge for shipowners and Port State Control (PSC) alike, the variance in ballast water testing standards is creating a significant challenge for the regulators as they look to develop and establish agreed guidelines for portable ballast testing standards to ascertain compliance with the Convention, and this ambiguity is creating challenges for PSC even as the industry continues to embrace and adopt portable testing.

At the IMO's next Marine Environment Protection Committee (MEPC) meeting, it is expected that discussions will be held around agreeing standards and guidance for shipboard testing.

However, it is crucial that any guidance being developed on methodologies and testing standards is reflective of both the technical requirements of the regulation, the technical capability in the market, and the needs of regulators and shipowners, now and in the future.

The United States Coast Guard (USCG) has already begun to align itself more with the IMO in terms of looking at the methodologies employed when assessing type approval of Ballast Water Treatment Systems (BWTS), and it would not be unreasonable to expect more progressive administrations to lead the charge on the analysis of the >10Îźm beyond the D2 standard in a drive to further limit the impact of invasive species. Put simply, indicative testing alone will not deliver the capability to conduct this kind of analysis - it requires a representative sample, and any regulations and guidance around testing need to be future-proofed to this effect.

Unlike detailed analysis methods where samples need to be

assessed in laboratories by specialists in water microbiology, testing with a portable testing device that uses a proven methodology can provide both shipowners and PSC with an accurate assessment of ballast water compliance, allowing shipowners to take preventative action before non-compliant discharges are carried out, and for PSC portable monitoring allows for efficient and targeted compliance assessment operations.

Chelsea Technologies is working closely with regulators including the IMO, ISO and port authorities as a trusted and workable international standard is developed for ballast water sampling and analysis, one that is based on a proven methodology for representative sampling and analysis of ballast water. The company has already initiated discussions with accreditation authorities and is undergoing a process of third-party protocol testing.

Chelsea's FastBallast compliance monitor can be used by any crew member at any stage during the ballast water discharge operation, producing results in under 10 minutes. FastBallast pairs the most sensitive technical components with a statistical method to generate a cell density that is truly comparable with laboratory analysis across all species and water types.

FastBallast is currently being used to conduct compliance tests onboard vessels in Saudi Arabian, Belgian and Chinese ports.

As the number of ballast water treatment systems on the market continues to grow, and with a wide array of treatment solutions, there will be an increasing number of vessels equipped with BWM systems and an acceleration in the spread of compliance monitoring. To eliminate the risk of any ambiguity over results, potential fines, delays and reputational damage, it is vital that ballast water sampling and analysis is conducted using a proven methodology and is measured to a consistent industry standard. Failure to deliver this standard will risk undermining the spirit of the BWM Convention.

For the latest news and analysis go to www.motorship.com/news101

8 The IMO Marine Environment Protection Committee (MEPC) 74th session meeting in May will discuss standards and guidance for shipboard testing

MAY 2019 | 39

DESIGN FOR PERFORMANCE

SSPA DATABASE SIMPLIFIES COST/BENEFIT ANALYSIS Amid the unrelenting focus on reducing fuel consumption in order to meet EEDI regulations, one potential area for reducing hull resistance has been partially neglected The impact of biofilm or fouling on hull resistance has long been understood. As skin friction can account for anything between 50% and 85% of the total hydrodynamic resistance a ship must overcome, anything that can reduce this resistance will lower costs. But quantifying the impact of hull roughness on skin friction resistance, and ultimately fuel consumption, is complicated by the difficulty of modelling hull roughness.

Decisions about which coating to use or how often the surfaces should be recoated or cleaned rely on detailed cost/benefit analyses. But the difficulty of modelling the effects of fouling on fuel consumption has meant ship operators and owners have not always factored this into cost/benefit analyses of the additional opex cost of more frequent surface maintenance.

To help to address this gap in easily accessible information for shipowners and operators, Sweden's SSPA, towing tank and maritime solutions company, has developed a publicly accessible tool in collaboration with hull coatings and paint supplier Jotun. The tool was a product of an SSPA research project into the effects of fouling on skin friction, funded by the Swedish Energy agency and Region Västra GÜtaland.

The solution includes an interactive tool, or Skin Friction database, that can be used to estimate fuel consumption without requiring background knowledge in hydrodynamics.

SSPA hopes the database will make it easier for shipowners and operators to produce cost/benefit analyses around planning surface treatment of vessels, as it reduces costs and emission of greenhouse gases from the maritime sector.

SKIN FRICTION DATABASE Existing published measurements that link surface roughness to skin friction are incomplete and do not cover all (or most) of the possible surface topologies seen on vessels. One of the goals of the Skin Friction database is to increase the knowledge of rough surface effect on skin friction. The database consists of three elements: Model tests of rough surfaces, extrapolation to full scale vessel length and speed and the database interface including a fuel consumption tool.

The database interface is interactive and consists of the following sections; vessel information, which requires only a minimum amount of information to allow for easy use, and graphs of skin friction in model and full scale. As the number of measured surfaces are quite large and will be increased over time, a filter for displaying surfaces along with additional information about the surfaces (such as roughness height, type and pictures) are available. Finally, based on the delivered power of the vessel, the fuel consumption increase for each selected surface is presented in absolute numbers and in graphical form.

Shipowners and operators who complete fouling measurements for the database are helping expand the dataset of skin friction measurements on rough surfaces for the maritime industry.

FUEL CONSUMPTION COMPARISONS The database also has a more practical purpose: to create an easy-to-use interactive tool that can be used to better estimate fuel consumption due to hull roughness.

40 | MAY 2019

This is designed to offer vessel management a tool to allow a better cost/benefit analysis of when and how to improve a vessel's surface condition. Ultimately, the data in the database could help contribute to ship operator decisions around the frequency and intensity of scheduled surface treatment of vessels, which could help to reduce fuel costs, as well as reducing overall emissions of greenhouse gases from the maritime sector.

Model tests: A flat plate was used to test various rough surfaces in SSPA's Towing Tank. By applying coatings, growing bio fouling in the ocean and creating simulated surfaces of flaking paint and cleaned surfaces (a total of 16 rough surfaces) and towing the plate through SSPA's Towing Tank measuring the resistance, the skin friction for each surface was measured.

All rough surfaces tested were chosen to reflect surfaces normally seen on commercial vessels.

Along with measurements from other laboratories, these results are used and presented in the database interface as input to the extrapolation and the fuel consumption increase estimate also included in the database interface. The extrapolation method consists of Granville similarity for extrapolation in the length dimension and roughness function extrapolation in the speed dimension according to the Towing Tank Conference (ITTC) procedure.

8 Flat plate testing at SSPA towing tank

VERIFICATION The results of the database and the evaluation tool have been compared with sea trial data and CFD computations.

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DESIGN FOR PERFORMANCE

SEA TRIALS The table below lists four cases from real ships, where the power was measured on board either at sea trials or during operation before and after docking. The power difference between before and after docking and a brief description of the hull conditions are summarised in the table below. This detailed data is rarely published and the impact of certain surface conditions on the fuel consumption is in general very low.

Based on pictures and description of surface condition, the database was used to estimate fuel consumption difference between before and after docking, which were, fairly close to the actual measured difference. No hull roughness height measurements were available for any of the vessels described below, which would probably increase the accuracy.

SKIN FRICTION DATABASE - CAR CARRIER The table below includes modelled power differences for hull conditions for a car carrier, based on the Skin Friction database.

The outcome is shown in the table below. For example, it is concluded that: 5 The fuel consumption increases by ~65 % if the hull surface is covered with barnacles.

5 Light biofouling can give a fuel increase of 8%.

5 The punishment for bad paint application work that increases the roughness from 65my to 130 my is 5% in fuel consumption.

5 A surface with barnacles that is mechanically cleaned with some remains of barnacles result in 5% higher fuel consumption than a surface that is high pressure cleaned.

that it is artificial flakes with significantly lower flake edge length/area that normally seen on a coated maritime surface

Surface condition

Surface condition

Power increase (%) compared to new antifouling, 65my Antifouling, 65my 0 Antifouling, 110my 3 Antifouling, 130my 5 Light clean, barnacles remaining (140my) 9 High pressure cleaned (110my) 4 Light biofouling 8 Barnacles, less dense 42 Barnacles, dense 63 IMPACT OF PAINT CONDITION ON FUEL CONSUMPTION The database also included several cases of the impact of paint condition/damage on fuel consumption. The table below shows the power increase for the example ship. The test case below revealed higher fuel consumption if the edges are not feathered (i.e. the edges between old and new layers smoothed with a grinder). For the flakes it should be mentioned

Flakes, 1mm, painted over Flakes 2mm, painted over Flakes, 3mm, 2.2% feathered Flakes, 3mm, 4.5% feathered Flakes, 3mm, 4.5%

8 Example of antifouling coating with multiple layers

Power increase (%) compared to new antifouling, 65my 0.4 0.3 0.8 1.2 4.0

Ultimately, it is the hope that the database can contribute to decisions leading to generally better surface treatment of vessels, reducing costs and emissions of greenhouse gases from the maritime sector. The extrapolation and fuel estimation tool are not intended to replace the more precise estimates that can be obtained from Computational Fluid Dynamics (CFD) simulations. But the results should be broadly reliable enough for cost/benefit estimation purposes, as comparison of the results of the Skin Friction Database and CFD simulations suggests a strong correlation.

Data from real ships Case

Condition 1

Condition 2

Data from

Speed (kn)

Measured power difference between condition 1 and 2

1

LNG

New vessel, just docked and cleaned

2 months of operation.

No hard fouling, slime of most of the hull

Speed trials

19

9%

2

Tanker

New vessel, just docked and cleaned

Key side 2 months.

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Speed trials

14

~50%

3

RoPax

2-year docking. Full blast and new paint

2-year docking. Old paint was cleaned and re-painted

Operation data

16

5%

5

RoRo

Docking. Full blast + self-polishing paint.

Docking. Spot blast + self-polishing paint

Operation data

20

5-10%

42 | MAY 2019

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SHIP DESCRIPTION

DEBUT FOR NEXT-GENERATION COMBI CARRIER

Credit: Klaveness

Norwegian operator Torvald Klaveness has commissioned the first in a series of combination carriers extending the unique CABU (caustic soda/bulk carrier) concept, writes David Tinsley

The 83,500dwt Baru provides the debut for the CLEANBU class, blending enhanced emissions performance with the CABU's flexibility to switch between dry and liquid cargo shipments in dedicated trade patterns, minimising ballast voyaging.

Six CLEANBU carriers were ordered from Jiangsu New Yangzi Shipbuilding, to complement the existing nine vessels of the CABU type, and all 15 units have been assigned to the March 2018-created entity Klaveness Combination Carriers (KCC). Fixed-price options are held by KCC on an additional four CABUs to be constructed by the Chinese yard.

In recent weeks, Klaveness has signed a contract of affreightment (COA) with one of the leading Australian importers and distributors of clean petroleum products for shipments using CLEANBU combination carriers. The COA covers multiple cargoes over a period of 12 months, commencing during the second quarter of this year.

The COA is an important milestone for the introduction of the CLEANBU series and the validation of the concept in the clean products market. KCC's CLEANBU service to Australia will meet demands for a reliable and substantially more climate-friendly solution for clean product transportation. KCC asserts that the CLEANBU tonnage, through its unique design and trading pattern, will secure a reduction of 30-40% in CO2, SOx and NOx emissions compared to standard tankers.

The CABU design was originally formulated to suit the particular needs of the aluminium industry, while also offering wider trading potential. The company's nine CABUs, ranging from 72,500dwt to 80,500dwt, each has the capability to transport caustic soda solution, floating fertiliser(UAN) and molasses, as well as all types of dry bulk commodities.

The CLEANBU type is both a fully-fledged LR1 product tanker and Kamsarmax bulk carrier, catering for clean petroleum products, heavy liquid cargoes such as caustic soda solution, plus the gamut of dry bulks.

Slightly beamier than the preceding CABU design, the CLEANBU iteration is powered by a six-cylinder model of the X62 two-stroke engine, manufactured by Hyundai Heavy Industries under licence from Winterthur Gas & Diesel (WinGD),

44 | MAY 2019

8 Baru manoeuvring at Bunbury, Western Australia

and turning a fixed pitch propeller. The auxiliary outfit is based on three diesel generators driven by Daihatsu 6DE-23 engines produced by the Japanese company's Moriyama division.

Following the Baru, the five other firmly-booked CLEANBU newbuilds are scheduled to be delivered between May 2019 and October 2020.

To replace the PROBO (product/ore/bulk/oil) combination carriers, the original CABU concept was developed by Torvald Klaveness in co-operation with Oshima Shipbuilding of Japan, which produced the six first-generation vessels of 72,500dwt between 2001 and 2007. A trio of second-generation CABU carriers of 80,500dwt, marrying increased revenue-earning volume with lower fuel consumption, was delivered by Ouhua Zhejiang Shipbuilding in 2016 and 2017.

The Klaveness combi fleet is utilised in dedicated trade patterns, with consecutive switching between dry and wet shipments, typically including the movement of tanker cargoes into dry bulk export hubs such as Australia and South America, hauling bulk goods on the return leg.

Caustic soda (sodium hydroxide) has ensured baseload contract business for the CABU combis. It is used to dissolve the aluminium compounds found in bauxite, separating them from the impurities. Other main commodities carried are salt, alumina, bauxite, ore, coal and grain, and liquids such as urea-ammonium nitrate (UAN) solution, applied as a fertiliser, and molasses.

PRINCIPAL PARTICULARS: Bulk/oil/chemical carrier Baru Length overall 228.0m Length bp 224.8m Breadth 34.5m Depth 23.2m Draught 14.8m Deadweight 83,500t Gross tonnage 54,043t Main engine WinGD W6X62 Class DNV GL Registry Majuro, Marshall Islands

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SHIP DESCRIPTION

VERSATILE COASTAL TRADER FOR NORWEGIAN OWNER

Credit: Multi Maritime

Norwegian shipowner Egil Ulvan Rederi has ordered a versatile new cargo vessel combining a coastal trading capability with a role in supplying feed to fish farms in inshore waters, writes David Tinsley

As the largest single investment ever undertaken by the Trondheim-based company, which reaches its centenary this year, the project is also distinguished by a raft of environmentally-protective features.

Construction of the 3,500dwt newbuild has been assigned to Tersan Shipyard, at Yalova, on the Sea of Marmara. Tersan currently ranks as one of the leading lights in Turkish shipbuilding, orientated to technically-challenging, specialised vessels and which is already established on the Norwegian market through a succession of newbuild contracts.

The Ulvan ship will be based on a design developed by the owner in conjunction with compatriot consultancy Multi Maritime of Forde, which has drafted many of the owner's existing vessels, and whose designs have been chosen for Norwegian ferries built and on order at Tersan.

Scheduled for delivery during the fourth quarter of 2020, the latest newbuild will be named Oddrun With, to become the eighth ship in the Ulvan fleet.

The Norwegian predilection for self-reliant cargo handling capabilities and a combination of lo-lo and pallet sideloading modes, plus substantial cargo compartmentalisation and freezer capacity, is embodied in the nascent vessel. The ship will be powered to primarily run on LNG fuel, supplemented by a battery pack, and the hull form has been hydrodynamically-optimised in the interests of cross-profile and through-life efficiency.

Within a compact hull envelope of 86m x 24m main dimensions, five cargo spaces will provide an underdeck load capacity of about 6,500m3, of which 4,000m3 will be accounted

46 | MAY 2019

8 Self-sustaining, low enviro impact coaster to be built in Turkey for Egil Ulvan

for by cold rooms to accommodate refrigerated goods. In addition, containers will be carried on the weatherdeck as well as underdeck.

A full-automated double-pallet elevator of 2 x 5t capacity for freight handling along the coast will be complemented by a 120t main crane and 20t auxiliary crane. The unloading system for fish feed in conjunction with dynamic positioning arrangements have been devised to render efficient and noncontact direct discharge at the fish farms.

The vessel will be installed with propulsion machinery that will allow operation mainly on LNG bunkers, so as to meet exacting Norwegian standards and significantly cut greenhouse gas emissions. The ship's carbon footprint will be further reduced by installing a battery pack, which will accomplish peak-shaving and load levelling and provide a spinning reserve.

The battery system will also be sized to enable the vessel to operate in full-electric mode for certain periods, as when manoeuvring and berthing, for instance. Battery-only running where feasible would result in negligible noise and vibration levels, a significant factor for local communities in the various ports and areas served.

The main crane and pallet lift will feature energy recovery arrangements feeding into the batteries, which will normally be recharged when alongside through connection to the shore grid. Another innovative aspect of the specification is the planned use of cold air, from the LNG fuel system, in the coolers for the freezer rooms.

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The Motorship Motorship Award Award The Zero Zero Emissions Emissions Race Race The Motorship Motorship Award Award willl return return to to the 2019 Propulsion Propulsion & Future Future Fuels Fuels Conference, recognising Con fe erence, honouring and recognising innovative low vessels inno vative lo w emis emissions v essels partnerships.

Submit your your entry entry now now Pr Projects ojects should ideall ideally y focus fo ocus on: o • fuels • c containment ontainment • infrastructure infrastructure • class rules/ safety considerations sa fety • engine considerations of the following following Pr Projects involve ojects must in volve at at least two two of industry ndustry y sect sectors: ors: • ship o owner wner • shipyard shipyard • class society society y • naval naval architect equipment/fuel ar chitect • equipmen t/fuell supplier su • academic institution Shortlisted entrants entrants willl present present their projects projects Shortlisted a otorship’s Propulsion Propulsion and Future Future Fuels Fuels att The M Motorship’s Con Conference fe erence 2019, where where the overall overall winner willl be decided b y a delega te vote. vote. by delegate

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SHIP DESCRIPTION

GREAT LAKES YARD LANDS SELF-LOADER

Credit: Fincantieri

A contract for Fincantieri Bay Shipbuilding in Wisconsin has wider resonance, writes David Tinsley

US operator Interlake Steamship Company has provided a boost to industry on the Great Lakes by awarding a contract for a 28,000dwt self-unloading bulk carrier to Fincantieri Bay Shipbuilding at Sturgeon Bay, Wisconsin. The project marks the first order for a US-built, US-flag Laker since the early 1980s.

The twin-engined, River-class bulker is due to be completed in mid 2022 and will be deployed in the transport of raw materials throughout the Great Lakes region. Headquartered in Middleburg Heights, Ohio, family-owned Interlake Steamship serves steelmakers, power generation companies, aggregate suppliers and users, and other sectors. It controls the largest privately-held US-flag fleet on the Lakes, currently consisting of nine vessels, the youngest of which dates from 1981.

With main dimensions of 198.4m (639ft) length, 23.8m (78ft) width and 13.7m (45ft) depth, and equipped with bow and stern thrusters and a flap rudder, the vessel affords a high degree of operational flexibility, allowing manoeuvrability at tight berths and through restricted channels such as the Cuyahoga River in Cleveland. The newbuild will feature what is described as a unique hold arrangement and hatch covers conceived to achieve maximum cubic volume and ensure the capability for handling difficult cargoes. The self-unloading boom conveyor will be pivoted forward.

The design project is a joint endeavour of the shipowner, the shipbuilding contractor and marine technical consultancy Bay Engineering of Sturgeon Bay. Fincantieri Bay Shipbuilding is an operating unit of Fincantieri Marine Group, the US division of the Italian-owned Fincantieri

48 | MAY 2019

8 New addition to the US Great Lakes fleet will be built in Wisconsin

organisation. The Sturgeon Bay yard is no stranger to Interlake: “We've had a long and positive relationship of partnering with Fincantieri Bay Shipbuilding as we have modernised and reinvested heavily in our fleet,” said Interlake's president Mark W.Barker. “They have skilfully handled four repowers, five exhaust gas scrubber installations, as well as regular maintenance and regulatory drydockings on our vessels,” he added. Sturgeon Bay is a winter lay-up and maintenance point for Lakers.

Through the retrofit programme, Interlake was the first USflag fleet to implement scrubber technology.

The new addition to the fleet will meet exacting emission limits, achieving IMO Tier III and US Environmental Protection Agency (EPA) Tier 4 certification through recourse to homegrown two-stroke, medium-speed diesel technology from Electro-Motive Diesel (EMD). Two 16-cylinder EMD710 engines will produce some 5,800kW (7,800shp) to drive a single Kongsberg controllable pitch propeller.

Electrical power requirements will be met by two 2,500kW shaft generators, one 940kW diesel genset and a 274kW emergency generator.

Fincantieri Bay's more recent newbuild workload has entailed smaller classes of vessel, and the Interlake order underscores its broader capabilities and will generate substantial business for partnering contractors, vendors and suppliers. With regard to the 'local' placement of the project, Mark W. Barker observed “We live and work in the Great Lakes region, and promoting growth and the positive economic impact of Great Lakes shipping is integral to our mission and vision as a leader in this industry.”

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PROPULSION OPTIONS AND TANKER BUILDING The international magazine for senior marine engineers EDITORIAL & CONTENT Editor: Nick Edström editor@motorship.com News Reporter: Rebecca Jeffrey rjeffrey@mercatormedia.com Correspondents Please contact our correspondents at editor@motorship.com Bill Thomson, David Tinsley, Tom Todd, Stevie Knight Production Ian Swain, David Blake, Gary Betteridge production@mercatormedia.com

In The Motorship, May 1969, it was evident that medium speed engines were still seriously being considered as the way forward, though it appeared that owners still needed convincing.

Initial doubts about reliability, lube oil consumption and time between overhauls had largely been laid to rest. However, with MAN having just achieved 1,000 bhp/cylinder from its latest four-stroke trunk piston power unit, owners had misgivings about seagoing staff having to undertake maintenance and repair of the 48 cylinders that would be needed to power a large ship. The equivalent power from the low speed units of the days would require just a quarter of the number of cylinders.

The benefits being touted for medium speed main propulsion centred around size and weight, allowing a more compact engine room, as well as fuel and lube oil costs. The latest MAN unit, given the honour of a special supplement to the May 1969 issue, was being joined by others of near-similar specific output from SEMT Pielstick and a Swedish consortium, UDAB, not to mention the somewhat different high-powered opposed-piston four-stroke design from Fairbanks Morse of the US. It was not only medium speed engines that were being suggested as power plants for future ships.

Although gas turbines were winning favour in naval vessels, the higher fuel consumption and unsuitability for heavy fuel oils had prevented much interest from the merchant sector. However, our predecessors suggested that with fuel costs assuming a lesser importance than other expenses of running a ship, the

8 Pratt & Whitney marine gas turbine, as installed in Seatrain container ships

54 | MAY 2019

8 Aerial view of the Stord yard, showing the 220,00 dwt tanker building programme

high specific power output and simple maintenance could work in the gas turbine's favour.

One feature article was given over to a project for a pair of 32,000 ton container ships ordered by Seatrain from German shipyard Rheinstahl Nordseewerke. Each was to be powered by a pair of 30,000hp aeroderivative Pratt & Whitney gas turbine engines. It was noted that similar engines were being employed in a US Navy military sea transport vessel, which had recently completed 21 Atlantic crossings, at a record average speed of 26 knots.

A company that, it was noted, had previously pioneered attempts to introduce gas turbines to merchant vessels, was Shell, with its tanker Auris. Shell was back in the pages of The Motorship, with an account of its research into extended service intervals of large crosshead engines. The lubricants company had previously done much to alleviate problems of liner wear and crankshaft corrosion on such engines running on heavy fuel in its own fleet, and lab trials on its Sulzer test engine highlighted the benefits of correct engine balancing arrangements and careful monitoring of operating temperatures.

Building tankers was the subject of another article, which looked at series production of large vessels at Stord Verft, part of the Norwegian Aker group. By the pioneering system of subcontracting sections to other yards in the group, Stord had proved capable of delivering three such tankers per year from its single building dock. The yard's 11-strong order book for tankers of around 222,000 dwt was scheduled to be completed by 1972.

Somewhat smaller were a pair of 2,300 dwt tankers built at Scheidam in the Netherlands, notable for the use of all 6mm Sheffield-supplied stainless steel for the cargo tanks, allowing them to carry a range of corrosive cargoes including phosphoric acid.

Finally, there was a short preview of a new exhibition intended to attract Greek shipowners, then, as now, the largest shipowning nation. Posidonia 69 was to be held in Athens, and was due to host a large number of British and European exhibitors, representing shipbuilders, engine and equipment companies as well as shipbrokers, bankers and other financial interests.

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