Marine Propulsion & Auxiliary Machinery Jun-Jul16 by rivieramaritimemedia

June/July 2016 www.mpropulsion.com

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contents

June/July 2016 volume 38 issue 3

Regulars 5 COMMENT 6 BEST OF THE WEB 11 ON THE AGENDA 12 BRIEFING 77 ON THE HORIZON 79 BUNKER BULLETIN 80 POWERTALK

OSVs 14 Becalmed offshore market dries up OSV orders

Environment 17 Third LNG-fuelled OSV from Harvey Gulf; Triyards to build windfarm vessel; New nozzle offers fuel savings

Repair & Maintenance 18 Damen completes maintenance programme for fallpipe vessel; Bureau Veritas approves FPSO composite repair system

Yard profile 21 Arctech breaks new ground in icebreakers

Enginebuilder profile 25 Cummins raises its power game

Low-speed engines 26 LNG does not yet stack up for boxship fuelling

Four-stroke engines 28 MAN Technology moves forward

Naval Propulsion 30 MTU gensets to support gas turbines in Type 26 frigate propulsion systems 31 Rolls-Royce secures a further Italian Navy order for MT30 gas turbines 32 Peruvian Navy Research vessel to use GE propulsion system

Compressors

34 TMC compressors specifically designed for marine use; TMC Compressors now part of Lifco AB portfolio 35 Korean supplier offers compressors for commercial and naval application 36 Specialist seismic and rig-tensioning compressors are key products for WĂ¤rtsilĂ¤ Hamworthy

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Marine Propulsion & Auxiliary Machinery | June/July 2016

contents Rudders, propellers and steering gear 39 Demands increase for energy saving rudders 40 Joint study results will help to silence ‘singing’ propellers

Oily water separators 43 Keeping oil from troubled waters

Ballast Water Retrofitting 47 Tough talk on treatment technology; BWMS location: above or below deck? 48 Dutch navy chooses to fit BWMSs; Space: the final (BWMS) frontier 51 Panasia wins fleet order from Spliethoff; Ice class tanker set tough challenge

Area Report: China 52 Providers are investing in high throughput satellites

Area Report: Japan 54 Providers are investing in high throughput satellites

Dynamic Positioning 56 Thrusters improve dynamic positioning on OSVs

Control & Automation 59 ABB to provide automation for world’s most advanced port icebreaker 60 New technology ensures standards compliancelectrical actuators

Deck Machinery 64 MacGregor launches compact new Pusnes RamWindlass; TTS deliveries to Meyer Turku Yard and TUI Cruises 65 NDM to deliver a 150-tonne AHC winch system; Protea supplies swivel crane for Petrobras FPSO

Marine Propulsion Awards Showcase 67 Innovators honoured by Marine Propulsion Awards

Fuels & Lubes 73 Is appetite for LNG increasing? 74 ExxonMobil issues tips on switching fuels; Nanol proves 2 per cent fuel savings from lubricant additive

June/July 2016 volume 38 issue 3 Editor: Paul Fanning t: +44 20 8370 1737 e: paul.fanning@rivieramm.com Sales Manager: Rob Gore t: +44 20 8370 7007 e: rob.gore@rivieramm.com Sales: Paul Dowling t: +44 20 8370 7014 e: paul.dowling@rivieramm.com Sales: Jo Lewis t: +44 20 8370 7793 e: jo.lewis@rivieramm.com Head of Sales - Asia: Kym Tan t: +65 9456 3165 e: kym.tan@rivieramm.com Production Manager: Richard Neighbour t: +44 20 8370 7013 e: richard.neighbour@rivieramm.com Korean Representative: Chang Hwa Park Far East Marketing Inc t: +82 2730 1234 e: chpark@unitel.co.kr Japanese Representative: Shigeo Fujii Shinano Co., Ltd. t: +81 335 846 420 e: scp@bunkoh.com Chairman: John Labdon Managing Director: Steve Labdon Finance Director: Cathy Labdon Operations Director: Graham Harman Editorial Director: Steve Matthews Executive Editor: Paul Gunton Head of Production: Hamish Dickie Portfolio Manager – Media & Event Sales: Steve Edwards Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK

Next issue Ship type: tankers and bulkers Main features include: electric systems; transmissions; fuel treatment and additives; fuel systems; alternative fuels; spares supply; machinery surveys and classification; noise and vibration; engine room safety; area report: Korea; SMM preview; area report: Germany lubes

Subscribe from just £299 Subscribe now and receive six issues of Marine Propulsion & Auxiliary Machinery every year and get even more: • supplements: Worldwide Turbocharger Guide, Fuels, Lubes and Emissions Technology and Ballast Water Treatment Technology • access the latest edition content via your digital device • free industry yearplanner including key dates • access to www.mpropulsion.com and its searchable archive. Subscribe online: www.mpropulsion.com

Marine Propulsion & Auxiliary Machinery | June/July 2016

A member of: Total average net circulation: 15,250 Period: January-December 2015

Disclaimer: Although every effort has been made to ensure that the information in this publication is correct, the Author and Publisher accept no liability to any party for any inaccuracies that may occur. Any third party material included with the publication is supplied in good faith and the Publisher accepts no liability in respect of content. All rights reserved. No part of this publication may be reproduced, reprinted or stored in any electronic medium or transmitted in any form or by any means without prior written permission of the copyright owner.

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COMMENT | 5

Innovation can help us navigate the ‘perfect storm’ A Paul Fanning, Editor

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panel discussion formed the closing act of the recent CIMAC Congress in Helsinki. It was entitled ‘The Lowest Oil Price in A Decade – A Gamechanger for Ship Operators and Engine Makers?’ During the discussion, leading representatives of shipowners and OEMs assessed the current landscape for shipping and offered their responses accordingly. In particular, Paolo Tonon, vice president, head of Maersk Maritime Technology, offered a stark assessment of the current situation, pointing out that the industry is ‘Navigating a perfect storm”, in which freight rates are at an all-time low and fuel prices at their lowest in a decade. He went on to clarify some of the effects of this situation. For instance, he said that the situation does not mean that LNG is unattractive as a fuel, as its environmental and operational advantages were not simply predicated on a price advantage. On the environmental side, he said that a global cap on sulphur has not been made more affordable and that improving energy efficiency in general is less profitable. He added that lower fuel prices and freight rates were increasing pressure to increase vessel speed. Finally – inevitably, perhaps – he asserted that the low oil price and the consequent need to squeeze margins meant that bunker market practices were worsening, On the other hand, he made it clear that the need to find efficiencies and cut costs in other areas has led both to a greater degree of innovation and greater openness to that innovation on the part of shipowners. Mr Tonon highlighted the three main areas where he believed such disruptive innovation was making the greatest inroads as automation and digitalisation; alternative

fuels; and power management and storage. Here, he believes, companies are investing for the future in order to squeeze ever greater value out of their vessels. None of this, of course, should be taken as a suggestion that the current situation is a good thing. Times are extremely tough for enginebuilders, OEMS and shipowners alike and Mr Tonon’s description of the industry “navigating a perfect storm” is entirely apt. However, there is no doubt that challenging times encourage innovation and provide the catalyst for technological change. It is notable that at a time when market conditions are so unfavourable, the degree of innovation and the availability of new and disruptive solutions in the market is extremely high. In no small part this is because the challenges posed by the legislative and economic climate have created a willingness to investigate new solutions.

“CHALLENGING TIMES ENCOURAGE INNOVATION AND TECHNOLOGICAL CHANGE” Joel Feucht, Caterpillar’s general manager of gas & medium speed engines was another panel member during this discussion and said: “When the going gets tough, the tough get going.” Well, going has rarely been tougher in the marine market and its seems likely that those who successfully navigate this storm will be those who make the best use of the disruptive innovations that are now available to them. MP

Marine Propulsion & Auxiliary Machinery | June/July 2016

6 | BEST OF THE WEB

BEST OF THE WEB Peru accedes to the BWMC Peru has acceded to the Ballast Water Management Convention (BWMC) today (10 June), bringing the number of states party to the Convention to 51. They represent 34.87 per cent of the world’s merchant fleet tonnage, based on IMOs end-May data analysis. The ambassador of Peru to the United Kingdom, Claudio de la Puente Ribeyro, met IMO secretary-general Kitack Lim at IMO’s headquarters to hand over the instrument of accession.

http://bit.ly/BWMCPeru1

Wärtsilä scoops turnkey electrical system contract for 4 roros Wärtsilä has been awarded the contract to provide integrated turnkey electrical solutions for four new roro ferries being built at the Flensburger Schiffbau-Gesellschaft (FSG) yard in Germany. The electrical systems to be delivered include products and services available from Wärtsilä SAM Electronics. The vessels are contracted by SIEM RoRo Carriers Ltd, and two will be chartered to Denmark's DFDS and two to EKOL of Turkey. The contract with Wärtsilä was signed in the second quarter of this year.

http://bit.ly/turnkey16

Sweden tops Paris MoU league table The Paris MoU Committee, covering European Port State Control authorities, has confirmed its inspection results for 2015 and associated performance lists for flags and Recognised Organisations (ROs). This includes movement between the White, Grey and Black Lists of best and worst performers in terms of vessel detentions and deficiencies. The new lists come into effect on 1 July 2016

and will enable inspectors to prioritise vessels of the lower ranked flags. The White List of quality flags with consistently low detention records will include 43 flags, with 19 on the Grey List of average performers and 11 on the Black List of the poor performers. Since 2014 Spain and Portugal have been upgraded from the Grey List to the White List, while India and Switzerland have been relegated from the White List to the Grey List. St Kitts and Nevis dropped from the Grey List to the Black List.

http://bit.ly/ParisMou1

been very active in adjusting capacity” in recent years, “the bottom line is they haven’t done enough yet.” Asked by Marine Propulsion how much capacity must be lost, Dr Stopford said this would depend on market factors. “They will be scraping the barrel until sentiment changes,” he said. His remarks came during a keynote presentation to guests invited to a preSMM event in Hamburg by the event’s organiser, Hamburg Messe. Its timing, in September, will mark a moment “when people will be thinking very hard about their business not just for this year but for the 21st Century.”

http://bit.ly/1Stopford

Yards must cut capacity to match trade downturn Shipyards worldwide must reduce capacity to match the slowdown in global trade, warned Martin Stopford, non-executive president of Clarkson Research yesterday (2 June). Although he acknowledged that “yards have

Marine Propulsion & Auxiliary Machinery | June/July 2016

Trim optimisation reduces fuel use on offshore supply vessels A joint development project between classification society DNV GL, oil company

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BEST OF THE WEB | 7

mpropulsion.com

Statoil and offshore shipowner Farstad Shipping has demonstrated that offshore supply vessels can save up to €21,000 on their annual fuel bill by running at optimal trim. The project partners carried out a comparative study in the North Sea to document potential energy savings created using DNV GL’s trim optimisation tool ‘ECO Assistant’ on a platform supply vessel (PSV).

http://bit.ly/Trim16

Saint Lucia accedes to BWMC Saint Lucia acceded to IMO’s Ballast Water Management Convention (BWMC) on 26 May, but its tonnage is too small to have made any impact on the percentage of the world fleet now covered by states that have ratified the convention. As a result, the number of states party to the convention has risen to 50 but the percentage remains at 34.81 per cent, based on end-April data. Saint Lucia acceded to three other IMO treaties, including Marpol Annex VI, which deals with emissions from ship exhausts and energy efficiency.

http://bit.ly/lucia16

Rolls-Royce to invest US$65 million in marine thruster facility Rolls-Royce has announced plans for a major programme of investment in its azimuth thruster production facility in Rauma, Finland, consolidating assembly and test capability and modernising the operation to position the business for future growth opportunities. The US$65 million project will include a major rebuild of existing facilities, the transfer of thruster assembly and testing onto one site from the existing two locations, and a significant investment in new equipment.

bit.ly/R-Rauma

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Rolls-Royce looks for new markets and renewed passion Rolls-Royce Marine is looking for new markets in response to the downturn in its offshore business. These could include vessels such as offshore windfarm support vessels, deepsea mining ships but could also include mid-spec offshore vessels, according to Gary Nutter, the company’s executive vice president for propulsion and engines. “Maybe people want something not as complex or expensive [as before],” he added.

Helsingborg (Sweden), a distance of approximately 4 km carrying more than 7.4 million passengers and 1.9 million vehicles annually. The new battery solution will help lower total emissions across the fleet by more than 50 per cent from the current diesel-operated vessels. The combined battery power of 8,320 kWh for the two ferries is the equivalent of 10,700 car batteries.

bit.ly/elecferry

bit.ly/NutterRR

Optimarin wins 15-unit order from Vard ABB powers world’s largest emission-free electric ferries ABB is to supply the complete power and propulsion systems for two HH Ferries Group vessels to become the world´s largest emission-free electric ferries. The two ferries, Tycho Brahe and Aurora, will operate completely on battery power between Helsingør (Denmark) and

Norwegian ballast water management system (BWMS) manufacturer Optimarin has won an order from the Norwegianheadquartered shipbuilding group Vard to supply a BWMS for each of 15 specialist module carriers the builder has on order from Topaz Energy & Marine. Optimarin will deliver its UV-based Optimarin Ballast Systems between Q4 2016 and Q4 2017. bit.ly/VardBWMS

Marine Propulsion & Auxiliary Machinery | June/July 2016

8 | BEST OF THE WEB

BEST OF THE WEB

mpropulsion.com

WinGD approves Total Talusia Optima Leading lubricants supplier Total Lubmarine has received a no objection letter from Winterthur Gas & Diesel (WinGD) for the use of its cylinder lubricant Talusia Optima with the whole range of Wärtsilä engines. Talusia Optima is a new cylinder lube oil (CLO) suitable for use with fuels ranging in sulphur content from 0-3.5 per cent. The product is currently being tested on a range of ships and is expected to be brought to market later in 2016.

http://bit.ly/Talusia1

K Line fuel savings from ClassNK CMAX LC-A Following a successful trial installation, Singapore-based K Line Ship Management will use ClassNK Consulting Service’s machinery condition monitoring and automatic diagnostic system ClassNK CMAXS LC-A on one of its container vessels, marking the first commercial application of the software. A trial installation in 2014 achieved fuel and lubricating oil savings of 200 tonnes/year. The trial was part of a joint research project in collaboration with ClassNK and Diesel United.

http://bit.ly/classnk2

ABB Turbocharging previews first dedicated marine auxiliary product ABB Turbocharging, in co-operation with IHI Corporation, has presented its first dedicated turbocharger for marine auxiliary engine applications. Unveiled at the CIMAC Congress 2016, the Marine Auxiliary Power (MXP) turbocharger is designed for ease of operation and service and supports a condition-based maintenance concept.

The MXP turbocharger is a key part of the company's strategy to focus on increased value for enginebuilders and operators in the large engine industry through segment- and application-specific turbocharging offerings.

http://bit.ly/MXP2016

SKF and Rolls-Royce unveil condition-based maintenance services Ship intelligence is moving some steps closer to reality as companies launch conditionbased maintenance solutions at the Posidonia exhibition in Athens. SKF Marine has introduced a new condition monitoring route kit that will enable ship operators, managers and owners to extend the life of machinery and components. SKF Marine chief executive Martin Johannsmann said the Swedish company was heading towards more condition monitoring and predictive maintenance for onboard equipment. “We have developed new software for condition monitoring and predictive maintenance that is running on our recently

Marine Propulsion & Auxiliary Machinery | June/July 2016

developed cloud solution,” he said. “We are a front runner for condition-based maintenance and performance monitoring. The maritime industry is ready for doing this.” http://bit.ly/CBM23

GTT and Endel unveil membrane containment system for non-LNG carriers Endel has unveiled the preliminary design for the Mark III type LNG membrane containment system it is developing with manufacturer GTT after the two companies signed a technical assistance and licence agreement (TALA) to work together to promote LNG as marine fuel. The two companies said in a statement that the partnership reinforces both parties’ product offering to clients seeking to equip their vessels with LNG membrane tanks adapted to suit a range of ships – including cruise liners, container ships, bulk carriers and ro-ro vessels. bit.ly/Endel

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ON THE AGENDA | 11

IUMI welcomes new container weighing directive T

Helle Hammer (IUMI): “We urge all stakeholders to prepare as best they can for this regulation”

he International Union of Marine Insurance (IUMI) has come out in strong support of the recent amendments to Solas regulation VI/2 which introduce a new mandatory requirement for the verification of the gross mass of packed containers (IMO resolution MSC.380(94)). This requirement came into force on 1 July. However, IUMI believes that not all shipping and logistics companies, nor shippers, will be ready for this new resolution and this is likely to affect the cargo insurance sector in the short term. The issues include increases in risk exposure as a result of disturbances in the supply chain, un-weighed containers being refused loading leading to delays for perishables or time-sensitive cargoes, and the consequent accumulation risk associated with more containers languishing in ports. Additionally, liability underwriters will have short-term issues with clients in the logistics sector as their exposure increases. But once this new regulation is fully implemented and practised, IUMI is confident that it will make an important contribution to the safety of seafarers, ships and their cargoes. A number of recent maritime catastrophes have been attributed to misdeclared cargo and it is hoped that the new regulation will help save lives and reduce hull and cargo losses in the future. IUMI’s political forum chairman Helle Hammer said: “The issue of container weighing was originally brought to the attention of IMO by the World Shipping Council and the International Chamber of

Shipping. At IUMI, we applaud and strongly support their efforts. We urge all stakeholders to prepare as best they can for this regulation as it is likely to cause short-term upheaval. “More importantly, all stakeholders must be aware of the insurance implications – which can change from region to region – if they find themselves in breach of the new regulation, particularly ships’ masters who are likely to come under pressure to accept containers without the approved weight verification.” The new amendments require a packed container’s gross mass to be verified prior to stowage on board a vessel. The shipper is responsible for providing the verified weight and ensuring it is communicated in the shipping documents to the ship’s master or representative and the terminal representative, sufficiently in advance in order to be used in the ship stowage preparation plan. In the instance of the shipper not providing the verified gross mass then the container cannot be loaded until the master or representative and terminal representative have obtained this information by other means. If the verified gross mass is not obtained then the container cannot be loaded on board. If an unverified container is loaded on board the ship, the shipper and the carrier might find that their insurance cover is invalid. Shippers and cargo interests should check what their insurance conditions say about delay and unsuitable packing or conditions.

ClassNK releases latest guideline for Noise Code Leading classification society ClassNK has released its Guideline for the Mandatory Code on Noise Levels on Board Ships (Second Edition). ClassNK released the first edition of these guidelines in July 2014, when revisions to the Code on Noise Levels on Board Ships were introduced, to provide the industry with a summarised outline of the Code, a general method of noise prevention, and the answers to frequently asked questions. The latest Guideline builds on the first edition and takes into consideration the results of recent

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research and development as well as the results of discussions held at the 95th session of IMO’s Maritime Safety Committee (MSC 95). Based on the outcomes of research and development from a project carried out through ClassNK’s Joint R&D for Industry Program, ClassNK now treats bulkheads and decks including steel plates of a thickness of more than 6mm as having a weighted sound reduction index (Rw) of 35dB. This is the level required between cabins by the Code, which will streamline the design and construction process. MP

Marine Propulsion & Auxiliary Machinery | June/July 2016

12 | BRIEFING

Lubrication matters When the US EPA changed one word in their latest Vessel General Permit, the world of environmentally friendly lubricants changed completely. Phil Cumberlidge of Greenmarine, with Panolin explains the facts and fiction of EALs for your vessel

What was that word?

The word that changed was 'should' (in the 2008 VGP)…..to 'must' In the current 2013 VGP, vessel Owners now ‘must' use EALs in Oil-to-Sea interfaces’ – i.e. where lubricants are retained by seals, or are used – typically in propulsion, steering and stability systems and in deck machinery - and in open (loss lubrication) equipment such as open gears and wire ropes.

How have vessel owners and OEMs learned to understand the performance of EALs?

At the beginning of 2014 Owners generally did not know what the EALs were that they must use, they just knew they are more expensive than mineral oil. A year ago, owners, knew what applications EALs needed to be used for on vessels, but did not understand the many EAL types and differing performance characteristics. OEMs were writing ‘Letters of Technical Infeasibility’ (and still are). This year, by talking with the EAL makers, owners are now understanding the different EALs and are learning (by word of mouth, or experiencing firsthand) of poor performance issues of some EALs. OEMs are getting results from performance and compatibility testing, with

sealing materials and metal components, in their systems

What is the current situation?

Today, halfway through the life of the 2013 VGP, OEMs are actually able to make decisions on which EALs are NOT suitable to be included in their lubricant approval list. Owners are asking specific questions of why ‘EALs’ are failing, when the ‘good old mineral oils’ have performed without problems in their ships. They are awaiting these lists of ‘approved’ lubricants so that they can plan their dry dockings to convert to EALs, to become fully compliant with current (VGP) and up-coming (Polar Code), legislation.

What is the system’s track record?

Lubricant issues have become evident with some types of EALs, such as: Increasing oil viscosity – due to poor thermal stability, decreasing oil viscosity – due to shear instability, varnish and gumming of the system – due to thermal degradation, difficult filterability and difficulty in change-over from mineral oils due to immiscibility of the EAL with mineral oil and instances of slime and bad smells in stern tubes - due to water contamination and oxidation. Incidentally, it is not true that ester based oils will turn into ‘seal eating acid on contact

Marine Propulsion & Auxiliary Machinery | June/July 2016

Phil Cumberlidge: Business Development Manager, Greenmarine, with Panolin

with water’ – it depends on which ester is selected for the base oil. Other, more serious issues include: corrosion of equipment internals due to the hygroscopic nature of the lubricant and overheating of seals, due to increasing lubricant viscosity/viscous shear and propulsion systems – questioning oil film thickness and frictional characteristics. These are ‘costly’ lubrication problems causing more frequent system/lubricant monitoring, lubricant top-up, maintenance, system draining and re-filling, transport/ disposal of used oil and costs of replacement of damaged parts. These are the obvious direct costs of using inferior performing/life oils.

How can an owner avoid making a wrong choice of EAL?

Lubricant reliability and long-life come from the combined high performance of the base oil and the additives selected and are the sum of: • the stability of the base oil viscosity and shear – with no need for viscosity improvers

that can be broken-down • its resistance to ageing oxidation and thermal stress – not depositing varnish, or gumming • the stability of the dispersion of the additives and not separating, or being filtered-out • the compatibility with seals, metals and protective coatings, to not cause component degradation, failure or corrosion • the stability with contaminants – other oils and water – to not cause emulsions that cannot readily separate the water, that can lead to corrosion, bacterial growth and bad smells. To avoid making disatrous choices of EALs for all oilto-sea interfaces on their vessels, Owners should talk with the EAL makers and ask them directly. In addition to having the obvious approval from the OEM(s) whose equipment they have, Owners should, as the US EPA recommends, ask the EAL makers what environmental ‘labels’ they have. Additionally, ask what Classification Society accreditations they have. • the stability of the base oil viscosity and shear – with no need for viscosity improvers that can be broken-down • its resistance to ageing oxidation and thermal stress – not depositing varnish, or gumming • the stability of the dispersion of the additives and not separating or being filtered-out • the compatibility with seals, metals and protective coatings, to not cause component degradation, failure or corrosion • the stability with contaminants – other oils and water – to not cause emulsions that cannot readily separate the water. MP

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Condition Monitoring Report Vessel System IMO Number Customer Current Product Lab Number Request No Product Port

GLOBAL TRANSPORTER DIESEL GENERATOR #1 9999999 GLOBAL TRANSPORT CORP

URGENT ATTENTION NORMAL

Latest Sample Reported: 31-Aug-15

TARO 50 XL 40 G132774 132774

G132775 132775

G132776 132776

G132777 132777

G132778 132778

TARO 50 XL 40

SINGAPORE

ROTTERDAM

FUJAIRAH

SINGAPORE

ROTTERDAM

Date Sampled

3-Nov-13

16-May-14

28-Nov-14

17-Apr-15

31-Aug-15

Date Landed

1-Nov-13

12-May-14

24-Nov-14

15-Apr-15

28-Aug-15

Date Received Product Service Hrs Total Equipment Hrs

10-Nov-13 234

23-May-14 321

6-Dec-14 430

23-Apr-15 236

7-Sep-15 521

32995

34491

36068

37450

39122

Normal

Consumption I/d Condition APPEARANCE WATER CONT. %WT KIN. VISCOSITY @ 40C SETA FLASH, °C SOOT LOAD, %WT BN (D2896) mgKOH/g

Dark Negligible 156.6 >190

Da.Brown Negligible 112.7 >190

Da.Brown Negligible 140.3 >190

Dark Brown Negligible 136.24 >190

DARK Negligible 165.9 >190

0.11

0.04

0.19

0.06

0.13

21.77

47.4

38.2

42.8

34.2

Elemental Analysis: CALCIUM PPM ZINC PPM PHOSPHORUS PPM BORON PPM IRON PPM COPPER PPM LEAD PPM CHROMIUM PPM VANADIUM PPM ALUMINUM PPM SILICON PPM TIN PPM NICKEL PPM Latest Comments

17302 478 467 0

17823 577 570 1

16445 550 534 0

16392 575 536 1

15628 531 509 1

149 5

12 4

1 0 102 14

0 0 36 5

0 1 140 6

(NORMAL) PRODUCT IS CONSIDERED SUITABLE FOR FURTHER SERVICE.

Please note that Chevron provides this FAST Report, and the comments and information contained herein for guidance only. Nothing provided represents , an endorsement of any product or type of engine. Chevron assumes that the samples are representative. Chevron has relied upon the information provided to make the recommendation set forth in this Report. Responsibility for taking action, based on information contained in this FAST Report, lies solely with the customer or end user.

Page 1 of 2

“

Measuring the total iron content of piston underside drain oil with Chevron’s DOT.FAST Service provides very valuable feedback of the piston running conditions in each cylinder, and allows operators to optimize cylinder feed rates for a specific set of operating conditions. — Wärtsilä Switzerland

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Learn more about DOT.FAST onboard drip analyzer at www.ChevronMarineProducts.com.

Chevron’s DOT.FAST Service makes it possible to monitor, both onboard and onshore, the total amount of adhesive, abrasive and corrosive wear. — MAN Diesel A/S

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Havyard’s 832 MPV will offer a bollard pull of 100 tonnes and deliver to Danish operator Esvagt in the spring of 2018

14 | OSVs

BECALMED OFFSHORE MARKET DRIES UP OSV ORDERS

t is now 18 months on from the oil price falling to unprecedented levels in modern times, the offshore sector is still in deep trouble. Small chinks of light are appearing but flatter to deceive with owners trapped in billions of US dollar expenditure commitment on newbuildings that are becoming ‘unwanted’ for their original role as the recession continues. Shipbuilders are dealing with a long line of requests for delivery delays, most of which are being granted. Better this move than the cancellation route. In the spring, the oil price rose to US$45-50 a barrel and has steadied around this point spreading cautious optimism in the offshore community. The industry crisis is still seriously affecting the financial positions of owners, charterers and operators with the corruption scandal

Despite some reasons for optimism, the OSV market remains extremely tough by Barry Luthwaite

in Brazil not helping as it is paralysing operations there. The oil majors are choosing to keep faith with long-term relationships, but it is unclear how long this can last. Now Shell, buoyed by the oil price moving upwards, has revised its business strategy in deep water projects to work with US$45 a barrel for break even costs. The whole industry may have to be reshaped to work with lower oil prices. The heady days of over US$100 a barrel are unlikely to return

Marine Propulsion & Auxiliary Machinery | June/July 2016

soon, if at all. The downside to the Shell move however will be a 50% per cent cut in its employment of OSVs. Other oil majors are likely to follow suit. Some drilling rigs are resuming employment, but recovery will be a long haul. However, reasonable optimism for 2017 is not without some justification, with a worst case recovery scenario of not before 2020. For the shipyards, OSV orders have virtually dried

up. The major designers and builders have adapted their offshore portfolio to pursue other specialist vessels in the small cruise and exploration markets. Tug orders have also materialised as valuable business. Some deliveries of OSVs are taking up charter employment at soft rates, while others are going straight into lay up. The trickle of new business is finding China in a more competitive position as Europe, and in particular Norway experiences an ordering drought. The latter, much to its credit, is now adapting by gaining business for other, non-offshore specialist designs. Norway markets its expertise globally and, along with other countries, is selling designs and equipment packages overseas. The leading European designers continue to seek out opportunities to expand their offshore portfolio to other

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OSVs | 15

shipyards. Shanghai Merchant Ship Design & Research Institute (SDARI), which is a division of China State Shipbuilding Corporation (CSSC) has signed a co-operation agreement with Wärtsilä Ship Design for development of construction of OSVs. SDARI already operates a successful design portfolio for dry cargo and containerships. Wärtsilä Corporation took its Chinese influence a stage further by establishing a joint venture company with CSSC to concentrate on China’s expanding market and desire for more electrical and automation solutions for marine applications. In this period of an order drought, it is encouraging to know that the research and development departments of the designers have not neglected the OSV industry. There is more emphasis on multi-purpose units for greater employment opportunities globally. Singapore based Ultra Deep Solutions (UDS) awarded a contract to China’s Wu Chang Shipbuilding Industry for construction of one plus

optional one DP2 4,000 dwt diving support construction vessel. This is another example of how far China has come in tackling sophisticated designs. The new order will carry class notations of ‘Clean Design’ and SPS Code. Maximum accommodation is 120 persons and an 18-man single-bell saturation system can operate at 300m depth. A 150 tonne AHC crane is fitted. Classification covers worldwide operations. Fresh from its agreement with SDARI, Wärtsilä Ship Design signed a contract with Shanghai Bestway Marine Engineering to design a new diving support vessel for Shanghai Salvage Bureau. The vessel will be able to operate in waters up to 6,000 metres deep and will engage in salvage, construction work and saturation diving operations. Wärtsilä’s key task is to provide the initial and basic design of the ship and leave references for future, more detailed engineering requirements for constructing the vessel. With new orders at a premium, it is interesting to note the presence of Spain and Turkey in winning

OSV business. Norwegian shipbuilder and designer Havyard won business to design and supply an equipment package to Turkey’s Cemre Shipyard. The ship equipment package is worth NOK 100 million (US$12.3 million) and work on design and equipment has begun immediately. Havyard will include its own Concept Bridge. Havyard’s 832 MPV will offer a bollard pull of 100 tonnes and deliver to Danish operator Esvagt in the spring of 2018. She will take up a long-term charter to Hess Corporation, USA. This contract followed closely upon an order at Cemre Shipyard for delivery to Esvagt in the second half of 2017 of an offshore wind farm support vessel again to Havyard design. The Vard Group of Norway will reduce its dependency on the oil and gas business following heavy losses and diversify to concentrate on small cruise vessels and yachts. One area of growth in OSV involvement is in the Middle East and focus will be increased on owners in the

Offshore Support

88 Platfrom Supply

273

OSV Orderbook (June 2016)

Anchor-handling

199

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region to sell OSV designs. Gulf Marine Services (GMS) of Abu Dhabi will construct and maintain its OSV presence through expansion of a new shipyard at Zayed Port. This site commissioned in March 2016 with delivery of the self elevating support vessel GULF SHARQI which will be followed in due course by fully-fledged OSVs. GMS will move from its old yard in Mussafah to Zayed Port, Abu Dhabi, which offers increased capacity space of 14,000m2. One of the largest operators in the US – Edison Chouest – has invested US$68 million to open a new shipyard in Port of Gulfport, Mississippi. The project will be provided with US$36 million and the new yard will be called Top Ship LLC. Operations will start around July 2017. For the moment, the current recession has largely stopped construction of platform supply vessels in Malaysia and Indonesia, which were being built on speculation and offered for resale at cheap cost. Many of these newbuildings were subcontracted to China for completion. This is a good sign for the market and more European built vessels could now find new spot business in Asia. OSV owners can just about last out to the end of 2016 before re-examining their options as nervous creditors and especially the banks question their loan covenants and whether to grant extensions. For equipment suppliers, the going will remain tough. There is always a time lapse of one year at least on such orders being delivered, so this year is when they are likely to be hit hard with a newbuilding drought in all sectors except tankers, gas and crude. The resilience of the offshore industry will prevail but it could be a case of only the strongest companies surviving the recession. MP

Marine Propulsion & Auxiliary Machinery | June/July 2016

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ENVIRONMENT | 17

Third LNG-fuelled OSV from Harvey Gulf Shell Offshore has taken delivery of a third liquefied natural gas (LNG) powered offshore support vessel (OSV) in Port Fourchon, USA. Harvey Liberty, chartered from specialist company Harvey Gulf International Marine, will join its sisterships Harvey Energy and Harvey Power, and support Shell’s deepwater operations in the Gulf of Mexico. “This is an important milestone for Shell and Harvey Gulf,” said Tahir Faruqui, Shell’s general manager for LNG North America. “Harvey Liberty highlights our efforts to grow LNG as a fuel in the transport sector, and is a welcome addition to our portfolio.” Harvey Gulf’s chief executive and chairman Shane Guidry added: “Harvey Gulf is excited to share these historic maritime events with Shell. This represents another significant step in the path for Harvey Gulf to establish itself as a leader in utilising LNG as a marine fuel.” Harvey Liberty runs on 99 per cent LNG fuel and can operate for up to 15 days before refuelling. The LNG powered vessels provide vessel owners with an alternative fuel to meet sulphur and nitrogen oxide emissions regulations in the North American emission control area.

Triyards to build windfarm vessels

Singapore’s Triyards has secured a contract to deliver three windfarm support vessels. Triyard’s chief executive Chan Eng Yew said the contracts were the result of “conscientious efforts to diversify our client base and product offering.” He said the windfarm vessel orders attest to Triyards’ growing standing in the renewable energy market, a market in which it hopes to establish a greater foothold, as well as seeking opportunities in its traditional markets. Equipped with Quad Volvo Penta IPS or Quad Waterjet propulsion engines, each of the windfarm vessels will be able to make a speed of at least 25 knots and carry up to 24 windfarm personnel. The aluminium craft will also be fitted with deck cranes with lifting capacities of up to 10 tonnes. Triyards has long been established as a builder of offshore support vessels and liftboats. Its subsidiary Strategic Marine is also established as a builder of windfarm support vessels such as crew transfer vessels. Referring to the extremely difficult market for offshore oil and gas vessels, Mr Chan said he was confident that the company’s versatility would enable it to remain resilient in a difficult operating environment. “Our focus remains on delivering our orderbook and executing our successful diversification strategy,” he concluded.

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Harvey Liberty runs on 99 per cent LNG fuel

Harvey Liberty operates on three dual-fuel Wärtsilä engines. It will load from Harvey Gulf’s new LNG bunkering facility in Port Fourchon, where it will support Shell’s platforms in the Gulf of Mexico, transporting supplies, equipment, and drilling fluids.

New nozzle offers fuel savings The new Schottel VarioDuct SDV45 high performance nozzle is now available in the Rudderpropeller range. It offers higher efficiency at open water speed combined with very good bollard pull values. In conjunction with optimally-designed propeller geometries, the outstanding performance characteristics of the nozzle come to the fore, says Schottel. Given the same propulsive power, it has a greater bollard pull than the thrust of previous nozzles and, at the same time, offers considerably greater efficiency in the medium and high speed range. The system, consisting of a Rudderpropeller and the new nozzle, thus contributes significantly to fuel savings. The new nozzle, with its compact geometry, offers considerably greater power than standard nozzles, such as the Wag-19A. It can also be optimally adapted to different vessel designs and applications. The small outer diameter also makes the nozzle ideally suited to shallow water operation. Schottel says that customers benefit from the stateof-the-art computational fluid dynamics (CFD) methods which the company applies for flow simulation. During the development of new products, CFD calculations are used to investigate hundreds of geometry variants and thus determine the optimum design. This geometry is then tested by means of model trials to demonstrate the operating characteristics. Schottel uses CFD and other computer-based, three-dimensional calculation methods for the in-house development of custom-tailored and optimally co-ordinated propulsion systems for virtually all vessel types and applications. On the basis of extensive experience, hydrodynamics specialists optimise the systems in terms of power, durability, compactness and fuel savings in accordance with customer project requirements. MP

Marine Propulsion & Auxiliary Machinery | June/July 2016

18 | REPAIR & MAINTENANCE

Damen completes maintenance programme for fallpipe vessel The fallpipe vessel Flintstone has departed from Damen Shiprepair Amsterdam, part of Damen Shiprepair & Conversion, following a six-week programme of maintenance and repairs together with its first Special Survey. Owned and operated by, a division of the Belgian dredging, environmental and marine engineering group DEME, 155m, 20,000 tonne DP2 Flintstone is the flagship of the Tideway fleet. Its equipment includes an active heave compensated remotely operated vehicle (ROV) with state-of-the-art survey equipment and a 200kW mass flow excavation tool for the removal of seabed materials. Flintstone underwent a comprehensive programme of maintenance, surveys and testing in the run-up to its Special Survey, spending a total of 28 days in drydock at the Damen yard. Of the many activities that took place, the most complex with regard to the vessel itself was the refurbishment of the moonpool doors. These were lowered and supported on the floor of the drydock in order to undergo extensive maintenance, including the replacement of the main bearings. The unexpected and large scale of the machining work that was required made this a very challenging job to carry out within the original time allowed. Other activities included the overhaul of all the thrusters together with the forward anchor winches and a wide range of other tasks relating to the water lines, fall pipes, ROV transport and storage, and other equipment. While in the Amsterdam yard the Huisman crane and tower were

Flintstone underwent a comprehensive programme of maintenance, surveys and testing

overhauled by the manufacturer. The yard provided full support including machining and supplying various components, and provided a berth for the extra time required to complete the project. Project manager Arnold Bregman commented: “This was a very challenging project given the extent of additional works that became apparent as we progressed. However, Damen Shiprepair Amsterdam was the ideal location for this, with all the necessary facilities available on site. We were also able to allocate additional manpower and schedule extra shifts. That, together with excellent communication and co-operation between all the parties concerned, ensured that we were able to complete our part of the project within the original time specified.”

Bureau Veritas approves FPSO composite repair system Leading international classification society Bureau Veritas (BV) has approved in principle the repair of offshore structures using the bonded composite product ColdShield, developed by French startup Cold Pad. ColdShield is a composite structural reinforcement specifically developed for the harsh environments of offshore units. Matthieu de Tugny, BV senior vice president and head

of offshore, says: “ColdShield offers a long-awaited solution for the repair of corroded offshore structure without the need for welding or downtime. We have combined our expertise in marine composites and bonding with our experience of the hydrodynamic loadings and constraints of offshore units to assess ColdShield. We believe that ColdShield is the first non-welded structural repair

ColdShield is a patented solution to make reliable structural bonded repairs

Marine Propulsion & Auxiliary Machinery | June/July 2016

method available for an FPSO [floating production, storage and offloading] hull.” Marine offshore structures such as FPSOs are subject to a harsh environment combining high loads, fatigue and potential heavy corrosion. The conventional method of repair by welding is not always possible, or needs a considerable amount of downtime. The idea of bonded structural composite repair has been under development for many years but this kind of repair usually requires a controlled environment, which makes it unsuitable for offshore structures. ColdShield is a patented solution to make reliable structural bonded repairs. It is a complex product made of high standard composites and specifically chosen polymers, alloyed in a shield of super duplex steel and fluorosilicon joints. Specific production

techniques such as vacuum resin injection and structural bonding were optimised to reach the robustness that is needed for onboard bonding in an offshore environment. The product was developed in partnership with Total and the Institut Français du Pétrole – Énergies Nouvelles (IFPEN). Approval in Principle by BV confirms that the design is feasible and achievable, and that the research and development campaign is relevant to demonstrate the ability of the product to behave in accordance with its specifications. BV’s engineers verified ColdShield’s suitability for the environment in terms of installation and product life, composite and polymer design, characteristics and ageing, test adequacy with the onboard loads, and environmental impact, together with the structural efficiency and strength of the product. MP

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YARD PROFILE | 21

ARCTECH BREAKS NEW GROUND IN ICEBREAKERS Polaris, the new LNG-powered icebreaker, left on its first sea trial from Arctech Helsinki Shipyard on 22 April

innish shipyard Arctech has a long and illustrious pedigree in building Arctic vessels. Helsinki Shipyard was established in 1865 and since then more than 500 ships have been built at the yard. Indeed, the shipyard can claim to have delivered about 60 per cent of the icebreakers that are in operation around the world. Arctech Helsinki Shipyard, as it is more properly known, is owned by Russiaâ&#x20AC;&#x2122;s United Shipbuilding Corp (USC). The company was established in December 2010 and started operation under its current name on 1 April 2011. It has approximately 550 employees. With its long history,

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Probably the worldâ&#x20AC;&#x2122;s leading yard for icebreaking offshore vessels, Arctech has a proud record of innovation

the yard is not just highly experienced, but also leads in the development and application of technological innovations. Indeed, it can claim a number of major innovations. For instance, the yard has a long history of research into the Arctic marine environment. Today, Arctech co-operates with Aker Arctic Technology, which operates a third generation ice model test basin, to undertake scientific research into ice and icebreaking physics and full scale measurements of ice loads on hulls and propellers. In order to improve the icebreaking capability of vessels, the yard has also undertaken continuous development of hullforms and other vessel

features related to operational performance. Over the years it has introduced a number of innovative solutions for icebreaking and Arctic vessels, such as heeling and air bubbling systems, low friction hull coatings, and AC-AC diesel-electric propulsion. Perhaps its greatest claim to fame, however, is that the diesel-electric azimuthing propulsion system known today as an Azipod was developed by Arctech in co-operation with ABB, the Finnish Maritime Administration and Helsinki Yard Arctic Research Centre (now Aker Arctic Technology). Arctech has considerable expertise in building multifunctional icebreaking

Marine Propulsion & Auxiliary Machinery | June/July 2016

22 | YARD PROFILE

offshore vessels. Its current orderbook includes four NB 511-514 icebreaking supply and stand-by vessels. In 2012 and 2013 Arctech delivered sister vessels Vitus Bering and Aleksey Chirikov to Russia’s largest shipping company Sovcomflot. The vessels are operating in the Sakhalin-1 Arkutun-Dagi gas field. In 2014 Arctech delivered the icebreaking multipurpose emergency and rescue vessel Baltika, the first oblique icebreaker in the world. The vessel features a patented oblique design with asymmetric hull and three azimuthing propulsors, which allow it to operate efficiently ahead, astern and sideways. The vessel can proceed on a continuous mode in 1m thick level ice both ahead and astern. In oblique mode it can generate a 50m wide channel in 0.6m thick level ice. In December last year, Arctech delivered the Baltic icebreaker Murmansk under contract to Vyborg Shipyard, which delivered the ship to customer Rosmorport. Murmansk was the second in a series of three vessels which the Ministry of Transport of the Russian Federation ordered in 2012

from Vyborg Shipyard. The basic design of the vessel and purchasing of major components was provided by Vyborg Shipyard, while Arctech was responsible for the construction, outfitting and testing of the vessel. The vessel’s main tasks are ice breaking and assisting heavy tonnage vessels in ice, and towing vessels and other floating structures year round in ice and in open water. It will also be used for fire-fighting on floating objects and other facilities, and assisting vessels in distress in ice and in open water. It will also be used for cargo transportation. The vessel is able to operate in temperatures as cold as -40°C and its maximum icebreaking capability is 1.5m. The icebreaker measures 119.8 m in length and 27.5 m in breadth. Perhaps the most significant new launch for Arctech is a new icebreaker for Finland. This is the eighth in the country’s fleet, of which the yard has built five. The vessel will be powered by both low sulphur diesel and liquefied natural gas (LNG), making it the first LNG powered icebreaker in the world. Named Polaris, the new vessel left on its first sea trial from the

The next vessel to emerge from the Arctech yard will be an icebreaking supply vessel for Sovcomflot

Marine Propulsion & Auxiliary Machinery | June/July 2016

Arctech yard on 22 April. The main purpose of the vessel is ice breaking and assisting vessels in ice conditions, but it will also be able to carry out oil spill response operations, and emergency towing and rescue operations, under demanding conditions in the open sea all year round. It has been designed for 50 years of service life. The icebreaker’s dual-fuel propulsion system will reduce its emissions and operation costs. Polaris will be the most environmentally friendly icebreaker in the world. The nearly 110m long vessel under construction at Arctech Helsinki Shipyard differs from previous icebreakers in other ways, too. Finnish technological innovations, such as icestrengthened propulsion units and an effective oil recovery system integrated into the hull, have been used in the vessel design and construction. The new icebreaker has been designed especially for the demanding icebreaking operations in the Baltic Sea, and it will be fitted for oil recovery and emergency towing. The name Polaris refers both to the North Star, an important navigational aid for seafarers on northern seas, and

to the Polar class of the ship, which will enable operations in the different ice conditions that prevail from year to year. Polaris will be able to move continuously through about 1.6m thick level ice and to break a 25m wide channel in 1.2m thick ice at a speed of 6 knots, as well as reaching 9-11 knots of average assistance speed in icebreaking conditions. In open water the service speed will be 16 knots. The special hullform and propulsion arrangement will minimise ice resistance and maximise the icebreaking capability of the vessel. The 21MW power station consists of a combination of main engines with differing capacity, which enables optimisation of the engine load in variable operating conditions. The three azimuthing propulsors will enhance the manoeuvrability and icebreaking performance of the vessel, especially in heavy ridged and rafted ice. Polaris will meet Tier III emissions standards when operating with LNG and will meet the special requirements for sulphur emissions in the Baltic Sea, when operating with diesel oil. The vessel has been designed according to the zero emissions principle, which means that no waste or polluting substance will be discharged into the sea. All solid and liquid waste will be stored on board and unloaded ashore. The double hull arrangement protects all the vital tanks on board. Following the delivery of Polaris, the next vessel to emerge from the yard will be an icebreaking supply vessel for Sovcomflot. This will be built for platform supply work in the Sakhalin offshore oil and gas field, for Sakhalin Energy Investment Co. Delivery of the vessel is scheduled for summer 2016. The vessel is a development of the design and features of Vitus Bering and Aleksey Chirikov. MP

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ENGINEBUILDER PROFILE | 25

Cummins raises its power game

For nearly a hundred years, Cummins Engines has been meeting the needs of the maritime market

n 2019 the USA’s Cummins Engines will celebrate its centenary. It has been based at its headquarters in Columbus, Indiana since its inception. Today, Cummins offers a complete line of propulsion, generating set and auxiliary power solutions from 75kW to 2,013kW, designed for the challenges of commercial marine applications in sectors such as offshore support vessels, tugs, ferries and yachts. The company also offers a complete line of variable speed propulsion solutions from 2,013kW to 2,169kW designed specifically for the challenges of commercial marine applications. Its propulsion line includes the mechanical K Series and N Series and the electronic Quantum Series. Both the N Series and the K Series have proved reliable and durable in tough marine environments for over 25 years. Many of Cummins’ NTA855 and KTA19, KTA38 and KTA50 propulsion ratings are now certified to meet the more stringent IMO Tier II global emissions standards. The Quantum Series product line was introduced in 2005 to meet the United States Environmental Protection Agency’s (EPA’s) stringent Tier 2 emissions standard. Today the product line is certified to current EPA, IMO and EU regulations and will serve as

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the platform for ever more stringent standards in the future. Cummins can also claim a complete line of constant speed marine power solutions from 78kW to 1,900kW designed specifically for auxiliary applications, including electrical power generation for emergency or ship service power, diesel electric propulsion, power units, fire pumps and hydraulic units. In addition, Cummins C Power marine gensets offer optimum durability and functionality for primary ship’s service and diesel– electric applications. Designed specifically for the challenges of the marine environment, each C Power genset features a Cummins base engine and alternator. Today, Cummins offers propulsion and auxiliary power solutions from 75kW to 2,013kW (100hp-2,700hp) and generator sets from 4 kWe to 1,240 kWe, designed specifically for the challenges of marine applications. The most recent addition to the portfolio is the QSK95, Cummins’ newest, largest and most powerful engine to date. This will increase the company’s marine power range by 50 per cent. This makes the QSK95 an ideal solution for hard-working vessels such as tugs, inland waterway towboats, offshore support vessels and crew boats, passenger ferries, patrol vessels and superyachts. With engineering work now complete on the marine configuration, Cummins can release more details about the features that distinguish the QSK95 from medium speed engines offering similar power output. The QSK95 offers the benefits of a smaller size, a lower weight and better transient response while delivering a new level of serviceability. With ratings from 2,386kW to 3,132kW (3,200hp-4,200hp), the QSK95 achieves a power output that was previously available only from larger medium speed marine engines, while bringing the advantages of a lower capital cost and a more compact installation. The QSK95 provides 95l of displacement in a 78l package. Nested cylinders and a 60 degrees V enable a short, narrow engine block compared with other engines of comparable displacement. Even with the compact package size, the QSK95 provides best-in-class power density. In addition, it weighs just over 13,000kg. This is between 25 per cent and 70 per cent less than medium speed platforms of similar power output. As operators continue to seek better vessel manoeuvrability, the QSK95 delivers faster transient response through a unique turbo arrangement and a dry system. By using one turbo per four cylinders, the QSK95 is able to utilise a small turbo model. The dry turbo housings and dry exhaust manifold maximise the available energy to the turbos, allowing them to spool up quickly, resulting in fast engine response. Cummins design, validation and service teams devoted countless hours to ensuring that the QSK95 sets industry serviceability standards. Design concepts were also evaluated for progressive damage prevention. MP

ABOVE: The QSK95 achieves a power output that was previously available only from larger medium speed marine engines

Marine Propulsion & Auxiliary Machinery | June/July 2016

26 | LOW-SPEED ENGINES

LNG does not yet stack up for boxship fuelling An investigation into powering container ships with LNG fuel has found that the environmental benefits are promising but the economics are not

Christoph Gessner (Hamburg Süd): “The gap between MGO and LNG [prices] is not big enough”

erman liner operator Hamburg Süd and its ship management subsidiary Columbus Shipmanagement have looked into the potential for an LNG-based container ship concept centred around an MAN Diesel & Turbo ME-GI low-speed dual-fuel engine so that it could “offer our customers efficient environmentally-conscious transport,” its managing director Christoph Gessner said. He was addressing the Large Engine Techdays conference organised by the Austrian diesel engine consultant AVL List in April and showed a photograph of a ship in Hamburg belching black smoke into the air. “What we don’t want is to be pictured like this,” he said. “For that reason we evaluated whether we could avoid the complete use of fuel oil” This would contribute towards what he described as “a very ambitious target” to reduce the shipping group’s CO2 emissions per TEU-km by 45 per cent by 2020 compared with 2009. Scrubbers were rejected as an alternative: “we don’t see it as a good option to put the emissions from the air into the water.” As a comparison for its study, Hamburg Süd took the 9,600 TEU Cap San Nicolas. It is one of nine similar vessels in the operator’s fleet but it has what Mr Gessner described as “quite a small main engine for such a size of vessel,” delivering 40,000kW for a speed of 21.5 kts. It has about half as much again installed power in auxiliary generator capacity, largely because of its 2,100 reefer connection points and thrusters. These generator engines were also to be fuelled by LNG. Hannah Steinbach, technical superintendent at Columbus Shipmanagement, outlined some of the technical aspects of providing LNG fuel to the engines, starting with the fuel tank itself: it would have to be at least 7,000m3 capacity, she said, with minimal boil-off of about 0.2 per cent per day. Expensive cryogenic piping should also be minimised, she said, to reduce the capex. The project team looked at two tank concepts: a membrane tank at ambient pressure and -160°C and an IMO Type-C pressurised tank. Both had their pros and cons but, on balance,

Marine Propulsion & Auxiliary Machinery | June/July 2016

Hamburg Süd favoured the latter option: despite the Type-C’s heavier weight, it offers easier gas handling, lower maintenance costs and lower capex, Ms Steinbach said. She also spoke about the project’s proposed waste heat recovery system, which would differ from a conventional arrangement since there would be no need to use it to heat heavy fuel oil. Instead, the proposed scheme used the heat to deliver steam to a turbogenerator that would feed electrical power into the ship’s grid alongside the engine’s PTO/PTI and auxiliary generators. This alone would save 1,000 tonnes per year of fuel, she said, and would have a payback time for that investment of five years. But once all the numbers were crunched and future trends in fuel prices and the market value of the container slots lost because of the increased bunker volume were factored in, the overall scheme was uneconomic. At its current level of around US$250 per tonne, “the gap between MGO and LNG [prices] is not big enough,” Mr Gessner said. The extra capex for specifying LNG fuelling on a newbuilding of Cap San Nicolas’ size would be about US$25 million, one South Korean yard had advised him, giving the company an amortisation period of about six years before “such a vessel would really compete with the normal conventional container vessel,” he told delegates. One of his Powerpoint slides put the story in a nutshell. It was headed ‘Is LNG presently an alternative to gasoil/high sulphur fuel oil?’ and set out a spreadsheet of the various costs and assumptions, With one click of his mouse, Mr Gessner splashed the answer in big red letters across the chart: ‘Unfortunately not’. He did not rule it out for the future, however. Given that the initial impetus had been environmental, Marine Propulsion asked Mr Gessner how much he would be willing to spend to tackle emissions reduction. “We definitely would invest additional capital to reduce emissions,” he said, focused on specific regions or trades rather than on global routes. “We will have a project in the near future,” he said. MP

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28 | FOUR-STROKE

MAN TECHNOLOGY MOVES FORWARD M

AN Diesel & Turbo (MAN D&T) is making new advances in four-stroke engine technology as it seeks to meet evolving customer demands for greater efficiency and customised requirements. Lex Nijsen, vice president, head of four-stroke marine said that recent innovations include an automatic switch for changing fuel between heavy fuel oil and marine gas oil, when moving to and from emission control areas. “This change from traditional manual switching to an automated switchover reduces costs and takes less time. Existing systems are manually operated with a high level of complexity, where operating errors could lead to loss of propulsion. MAN designed an enhanced fuel switch module (EFS) that is fully automated, with a lower MGO fuel consumption at the switchover leading to lower operating costs. Continuing advances in common rail technology reduces CO2 emissions and fuel consumption. This includes a flexible injection rate and injection timing independent of load, with potential for multiple injections. It is also continuing to develop selective catalytic reduction (SCR) technology to reduce emissions. It is configured to optimise urea consumption using closed loop control Mr Nijsen said that in 2015 MAN D&T sold 53 marine SCR systems, for use with four-stroke engines. He said that a combination of common rail, SCR and its Safety and Control System (SaCoS) enables Tier III operation with minimised consumption of both urea and fuel. Fuel oil consumption savings during SCR operation can be up to 2.5g/ kWh, Mr Nijsen said. A modular kit of SCR components is available to optimise flexibility and cost. The new high speed MAN 175D high-speed engine which was launched in 2015 aimed at tugs, offshore support vessels, workboats and yachts. It has completed extensive testing on the test bed and is about to undergo field tests on board two different types of vessels. A MAN 12V175D-MEL will be pilot tested on board an existing subsea support vessel. The configuration consists of a diesel-electric system with four 1,920kW genset units.

Marine Propulsion & Auxiliary Machinery | June/July 2016

The vessel is operating in the North Sea and the engines will operate for 20 hours a day. A MAN 175D will also be tested onboard a newbuild catamaran passenger ferry in Asia that is due for delivery in the first quarter of 2017. In this case the engine will form the main propulsion system, with direct mechanical drive, using two 2,220kW main engines each driving a fixed pitch propeller. These pilot tests are expected to last for about one year under a special field test contract. Dr Gunnar Stiesch, head of advanced engineering and exhaust aftertreatment, outlined the latest MAN Diesel & Turbo SCR technology for four-stroke medium speed engines for Tier III compliance. “For Tier III we need to consider the whole system and not just the main engine.” MAN D&T has developed a modular kit for its entire 4-stroke power range from 430kw-21.6MW. “We now have certification for all our four-stroke engine types and approved by all major class societies." He explained that the technology involves minimum ammonia slip, temperature management enabling operation at lower temperatures with up to 1.6 per cent fuel savings compared with conventional systems with constant exhaust temperature, combined control of the engine and urea injection reduces overall operating costs. Dr Stiesch said that the systems installed so far are mainly land based but most of the recent orders are for marine applications, with about 50 per cent of newbuilding enquiries for Tier III engines. A new development will involve integrating the SCR system into the Ecomap concept so that the engine operates with the lowest SFOC and emission compliance, with operating cost savings up to 2.6 per cent. Dr Sebastian Kunkel, head of department projects, engineering four-stroke, said that another current design focus is on combustion development, including with respect to the injection nozzle for diesel, or pre-chamber geometry for gas. The aim is to achieve the most efficient combination of combustion phasing and compression ratio, with the best trade-off between efficiency and emissions for a specific peak firing pressure. MP

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30 | NAVAL PROPULSION

UK Royal Navy Type 26 Global Combat Ships will each have four MTU generating sets installed

MTU GENSETS TO SUPPORT GAS TURBINES IN TYPE 26 FRIGATE PROPULSION SYSTEMS

olls-Royce has recently announced a new order for twelve MTU diesel generating sets to be installed in the first three new Type 26 Global Combat Ships being built for the UK Royal Navy. Operating alongside a Rolls-Royce MT30 gas turbine, the four diesel generators in each ship will provide electrical power for cruising conditions and supply on board electrical load requirements. The Combined Diesel-Electric or Gas Turbine (CODELOG) propulsion system will use gas turbine power for high-speed operation. The Type 26 is the first new design surface vessel ordered by the Royal Navy to be equipped with MTU engines but represents the company’s third major project in the sector. Rolls-Royce subsidiary MTU is already supplying retrofit Series 4000 diesel generating sets to Duke Class Type 23 frigates, while Astute class submarines already have MTU generators installed. For this new order, the gensets will be installed on specialist mounts and fitted with acoustic enclosures to control noise emissions. MTU has previous experience in this field as similar systems have been supplied to both German F-125 class frigates and French FREMM frigates. A first for this order, however, is

Marine Propulsion & Auxiliary Machinery | June/July 2016

that the MTU equipment will meet the requirements of IMO Tier III emissions directives, with each of the engines being fitted with Selective Catalytic Reduction to limit the NOx emissions. Placed by the prime contractor BAE Systems, the new order will mean that all the major elements of the frigate’s combined propulsion system will be provided by Rolls-Royce. The MTU diesel gensets will be driven by 20V 4000 M53B engines, each delivering over 3MW of power to support the 36MW MT30 gas turbine. Final propulsion drives will be through two electric motors and the system is designed for maximum flexibility and resilience in operation. “The fact that we're involved with our diesel gensets in this leading-edge project by the Royal Navy fills us with great pride and demonstrates the precision with which Rolls-Royce is able to meet customer requirements,” said Knut Müller, head of MTU's governmental business. “One key reason for winning this order is MTU's wealth of experience of combined propulsion systems.” The MTU product range for the government shipping sector covers diesel engine power outputs from 269kW to 10,000kW and the business is capable of delivering full propulsion solutions including associated controls. Products have proved popular in

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NAVAL PROPULSION | 31

combat ship applications but have also been selected for naval support vessels and MTU has confirmed that five harbour and seagoing Navy tugs have now been delivered, equipped, in total, with ten Series 4000 and five 2000 engines. The vessels were also fitted with Rolls-Royce azimuth thrusters. Built by the Damen Shipyards Group, three hybrid ASD 2810 tugs were delivered to the Dutch Navy (RNLN) at the end of February 2016 following the earlier delivery of two Ice Class tugs to the Swedish Navy in 2015. Rolls-Royce and MTU worked in close cooperation with Damen on the projects. Roel van Eijle, sales manager, Damen, said: “The MTU engines provide the tugs with excellent manoeuvrability and are ideally suited to operations carried out by the Dutch and Swedish Navies in port and coastal areas and at sea.” Knut Müller, head of marine, offshore and defence business, Rolls-Royce Power Systems, added “Rolls-Royce Power Systems and Damen have already successfully completed numerous tug projects in the past. We are delighted about this renewed collaboration and the trust and confidence placed in our MTU engines.” The Dutch Navy tugs feature a hybrid propulsion system with two MTU 16V 4000 M63R engines each delivering a power of 1,840kW through a mechanical drive system. There is also an integrated diesel-electric propulsion system, powered by a 640kW MTU 12V 2000 M41B engine generator set, combined with a high capacity battery system. The tugs can therefore operate in port or inshore waters using battery power only and fuel use can be reduced by up to 30 per cent whilst a 40 per cent reduction in exhaust emissions can also be achieved. Vessel duties are planned to include towing of military vessels, transport of crewmembers and positioning floating targets during military exercises. The maximum bollard pull of the tugs is 60 tonnes. The design of the Swedish Navy tugs is more robust as they are specified to operate in ice conditions and need to meet ICE Class requirements. The hulls are therefore reinforced and more highly resistant to abrasion and imposed stresses. Their duties will include recovery of torpedoes used in military exercises and as tow ships, as well as carrying military equipment and supplies. Propulsion power will be delivered by two MTU 8V 4000 M63 diesel engines, each rated at 1,000 kilowatts, and a 12 cylinder, 600kW MTU Series 2000 engine will also be fitted to drive firefighting equipment.

Hybrid propulsion systems in new Dutch Navy tugs will feature MTU 16V 4000 M63R engines

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The latest Italian Navy multi-purpose amphibious vessel will be powered by a Rolls-Royce MT30 gas turbine

ROLLS-ROYCE SECURES A FURTHER ITALIAN NAVY ORDER FOR MT30 GAS TURBINES Rolls-Royce has won an order to provide MT30 gas turbines for propulsion of an new Italian Navy vessel. As part of a strategic fleet renewal programme, the 20,000 tonne displacement multi-purpose amphibious vessel will be built by Fincantieri under the Legge Navale (‘Naval Law’) act. It will serve as a landing helicopter deck and power will be provided by two MT30 gas turbines. Based on proven flight engine technology, the marine MT30 has previously been selected for service in vessels including the UK Royal Navy’s Queen Elizabeth class aircraft carriers and the Type 26 Global Combat Ship, the Republic of Korea Navy’s FFXII Incheon class frigates and is already powering the U.S. Navy’s DDG-1000 Zumwalt class destroyers and Freedom class Littoral Combat Ships. The construction of the engine is based on a twinspool, high-pressure ratio gas generator with a free power turbine. Eight variable geometry stages are included in the intermediate pressure compressor with six corrosionprotected stages in the high-pressure compressor. Technology for the four-stage free power turbine comes from the Industrial Trent and Trent 800 products. To ensure reliable life, the latest blade cooling technologies are included throughout and emission levels meet all current and anticipated legislative limits. Commenting on the new order, Don Roussinos, Rolls-Royce, president – naval, said: “We’re delighted the MT30 has been selected for this prestigious ship. We are also very pleased that the MT30 has penetrated another new market, which is indicative of the confidence placed in the engine’s design and performance by Fincantieri. We’re extremely proud that our MT30 will be powering the new landing helicopter deck and look forward to working with Fincantieri and the Italian Navy on this programme.” MP

Marine Propulsion & Auxiliary Machinery | June/July 2016

32 | NAVAL PROPULSION

Peruvian Navy Research vessel to use GE propulsion system GE of the United States announced in April 2016 that it will be providing a suite of marine solutions for a new research vessel to be constructed for use by the Peruvian Navy, operating in polar waters. The scope will include a diesel-electric power and propulsion system coupled with GE’s SeaStream dynamic positioning and automation systems. The vessel is to be built at the Freire Shipyard in Vigo, Spain. One of the major requirements of the Navy was for low underwater noise emissions. The GE electric propulsion system will therefore include an anti-vibration motor, helping to meet DNV GL’s maritime Silent-A Class notation, which is essential to allow the vessel to perform its tasks effectively. The low-voltage electric propulsion system, which also includes generators, switchboards and variable frequency drives, is a fuel-efficient solution featuring high redundancy of equipment for reliable operation. The ability of systems to operate in stand-by mode will also further reduce vessel fuel consumption and low term operating costs. Commenting on the vessel, Guillermo Freire, general

manager, Freire Shipyard said: “GE’s expertise and ability to deliver innovative technology will help to make this research vessel among one of the most advanced in the world. Their extensive experience positioned them as a natural partner for this project. Furthermore, as this vessel will venture out into the least hospitable environment on the planet, it was important for us to choose a solution that has an excellent record of reliability and a partner with a global capacity to provide local service.” Tim Schweikert, president & CEO, GE’s Marine Solutions, added that “GE’s vast experience in providing similar solutions has allowed us to help the Peruvian Navy build an advanced research ship that will operate efficiently, reliably and with minimal environmental impact even in the most hostile environments.” The equipment to be used in the Peruvian Navy vessel is supported by GE’s previous successful experience in providing similar propulsion solutions, including for the French research vessel Pourquoi Pas?. This 107m long vessel was also fitted with a dieselelectric propulsion along with a Class II dynamic positioning system.

Waterjets provide propulsion solution for fast military craft The HamiltonJet and Hamilton Marine group businesses have their origins in the CWF Hamilton & Co Ltd. Business, which began in New Zealand in 1939. These group companies now focus solely on the waterjet business, providing equipment for a wide range of fast propulsion applications. The popularity of waterjet systems increased during the 1960s and 70s and the company saw the future potential for these systems, taking the decision to phase out industrial products and crane manufacture in favour of promoting its waterjet and hydraulic products. With demand still increasing, the Hamilton Waterjets factory has been further extended in the past decade, now covering more than 2,300m2. It currently employs over 380 staff in its design, production and service functions. The company currently offers products in HJ, HM and HT series, with power output capabilities up to 5,500kW. The company’s waterjet propulsion system is based on the delivery of a high velocity jet stream being discharged, propelling the vessel forward by reaction forces. The jet unit is mounted in the vessel hull, inboard of the aft section, taking in water from below the hull and discharging it from a nozzle through the transom. Steering is achieved by adjusting the direction of the flow on exit from the jet unit and a deflector is used to reverse the direction of the jet to hold station or go astern. Waterjets are best suited to fast vessels and are typically optimised for speeds in the range of 25 to 50 knots. Hamilton states that propulsive coefficients are equal to, or higher than, the best propeller systems at medium to high planing speeds. Furthermore, with the water intake flush to the hull, vessel resistance is also reduced. The lack of protrusions below the hull also reduces the risk of impact damage to the drive and allows safe operation in shallow waters and for beach landings. Other benefits of the Hamilton system include high cavitation resistance and minimized thrust loss when steering, due a unique nozzle design. Hamilton has provided waterjets to a range of patrol and military applications, ranging from RIB vessels to larger patrol craft. The

Marine Propulsion & Auxiliary Machinery | June/July 2016

Captain IHL is the first specialist craft built for the Chilean Army and designed around the use of Hamilton waterjets

RiverHawk Advanced Multimission Platform (AMP) represents one example of the latter. First launched in 2012, the Trablous is now in service with the Lebanese Navy. With a length of 43.5m and displacement of 265 tonnes, the vessel is designed to carry up to 22 crew and operate to speeds in excess of 28 knots. Twin HamiltonJet Model HT1000 waterjets provides propulsion, each powered by MTU 20V 4000 M93L diesels rated at 4300kW. These drive the waterjet units through 2.8:1 ratio ZF 23560C reduction gearboxes. More recently, Hamilton has also supplied waterjets to the first specialist craft built for the Chilean Army, which was designed specifically around the use of Hamilton units. Built by ASMAR in Talcahuano, Chile, initial buoyancy testing of the Captain IHL took place in January 2016. The vessel will be primarily used to transport army troops to remote locations in Southern Chile and is powered by twin Hamilton HJ322 waterjets, each having a maximum power rating of 500kW when operating at speeds between 2550 to 2800 rpm. MP

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34 | COMPRESSORS

TMC compressors specifically designed for marine use

nlike many suppliers of compressor equipment, TMC Compressors of Norway is the only screw compressor manufacturer with a business focused purely on the marine and offshore air compression market. One of its key products is the TMC Smart Air compressor, from which the company claims that customers can achieve up to 50 per cent energy savings compared with traditional equipment operating in an on-off mode. The smallest frame size in the TMC range is the TMC 21 which has a nominal capacity of 34 to 213m³/hr (normal) at a delivery pressure of 7 bar or, at its highest pressure rating of 12 bar, 27 to 160m³/hr. At the other end of the scale, the TMC 365 can delivery a flow of up to 3,000m³/hr at a nominal pressure of 7 bar, or 2,346m³/hr at 12bar. With compact construction and the option for equipment enclosures, the TMC240, 290 and 365 represent the largest packages, measuring 1,480 x 2,165 x 3,370mm with maximum weights of 4,600kg. All TMC compressor packages are built for high temperature operation with all equipment, including electrics, rated for operation in ambient conditions of up to 55oC. Electrical cabling is halogen free and motors are IP55 certified and have Class F insulation. All flexible hoses are also designed for operation to 150oC without risks of cracking. Certification is available for Zone 1 or Zone 2 hazardous areas and equipmet complies fully with Norsk, DNV and API requirements as well as ATEX directives. Class

approvals are available from all major certification societies including ABS, BV, DNV-GL, LRS and others. TMC screw compressor packages feature class approved precision rotors and robust bearing design. High efficiency IE3 motors are fitted, driving the powered rotor, where applicable, through an integral gearbox. Air enters through an inlet valve, with optional modulating control, and oil is fed to the rotors by a patented mixing valve. This is designed to ensure that the compressor always runs at the correct temperature, compared to ambient. If the temperature is too low, there is a risk that condensation will occur in the oil system, potentially resulting in poor lubrication and, in the worst cases, causing damage to the air end. Control of the

TMC valve is based on ambient temperature and pressure, measured by sensors and air, and humidity, based on a constant factor but with a fixed value set to cope with extreme situations. When ambient temperature and humidity increase, the system increases the compressor running temperature by mixing hot oil from the receiver with lower temperature oil from the oil cooler outlet. The result is a controlled temperature system that avoids any risks of condensation occurring. A further critical component in the compression system is the air-oil receiver and separator. The unit has an in-built cyclone separator and further filterseparator stages. For the latter, TMC uses a multiple filter arrangement with an ‘in to out’ flow configuration, in order to

TMC Compressors now part of Lifco AB portfolio In February 2016, Swedish business Lifco AB signed an agreement to acquire Norwegian business TMC/Nessco, thus increasing the coverage of its diverse business base to include the supply of marine and land-based compressors and associated spare parts. The company already supplies equipment such as vehicle racking systems, electronic components, stainless steel and galvanized products for a wide range of industrial applications, plus food and pharmaceutical industries. It is a leader in waste handling and recycling technology and also designs and supplies Sawmill Equipment. The acquisitions will add around NOK 525 million to Lifco’s sales potential, based on 2015 figures from TMC/Nessco and will be consolidated into Lifco’s Systems Solutions business within its Environmental Technology division. TMC/Nessco is located in Furuset, near Oslo and has been supplying the marine compressor market since 1989. It has a worldwide customer base and employs more than 90 people.

Marine Propulsion & Auxiliary Machinery | June/July 2016

TMC’s Smart Air compressor can offer up to 50 per cent energy savings

present a greater filter surface to the air flow. The larger surface results in lower air velocities and consequently greater efficiency of oil separator. Compressor packages are supplied with dedicated oil coolers, which can operate on sea or fresh water, and an aircooling option is also available. The same is the case for the gas after-cooler and the water separator fitted downstream, which also prevents the risk of carryover of any condensation formed during the gas cooling process. Packages are also supplied, as standard, with TMC’s CC1 or SmartPilot control systems. These are hardwired and incorporate warnings and shutdowns for key operating conditions. Input and output signals are available for all common features requiring integration into the control system and an RS 485 communication port is also available for remote data exchange. MP

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COMPRESSORS | 35

Korean supplier offers compressors for commercial and naval applications

ith the development of the Korean shipbuilding industry, many new companies have been established to support local demands for ship auxiliary equipment. One example is Bumhan Industries Co., Ltd., located at Gyeongsangnamdo and founded in 1990. The company now has significant experience in the manufacture of air compressors for marine applications. Many of its machinery development programmes have also been carried out in association with the Korea Institute of Machinery & Materials. Bumhan currently states that it has over

4000 machines operating in the major industrial plants and ships around the world. Bumhan water-cooled compressors are single-acting machines, available in two to five stages, depending on the delivery pressures required. They are fitted with combined suction and delivery, highefficiency concentric valves and feature built-in tubular inter-stage and aftercoolers. Either fresh or sea water can be used for cooling with the option of a circulating pump being provided in the scope of supply. The system also includes an integrated multi stage oil and water separator. The crankshaft bearings

are of cylindrical roller type, with needle bearings being used for the connecting rod small ends, and the lubrication system is pressure fed. The compressors are capable of operation in ambient temperatures of between 5oC and 60oC, with cooling water outlet temperatures in the range of 30oC to 45OC. Water-cooled BVL/BV series compressors start at a capacity of 12mÂł/hr from the BV20 product, rising through ten further frame sizes to the BV-550, which is capable of up to 470m3/hr (free air) at its highest speed rating. These two stage units are rated for a delivery pressure of 30 bar.

Bumhanâ&#x20AC;&#x2122;s BL range offers delivery capacities of between 12 and 470 m3/hr at 40 bar

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For 16 bar applications the BVL450 and BVL-550 compressors are capable of air deliveries in the range from 380 to 695m3/ hr with drive speeds from 970 to 1,470 rpm. Where higher pressures are required, the BVM series of three stage products, with W-cylinder configurations, have delivery capacities of up to 690m3/hr at 50 bar delivery pressure or 287mÂł/hr at 80 bar. Special purpose BVH series products are also available where very high pressure ratings are needed. Capable of delivering pressures of up to 400 bar, these compressors have the same features as other water-cooled series but are based on an opposed cylinder design with either four or five stages of compression, depending on final pressure requirements. The units are designed to withstand shock and vibration vibration, while the structure and airborne levels comply with MIL-spec requirements. Bumhan also offers a comprehensive range of multistage air-cooled compressors, rated to deliver pressures from 40bar to 400bar. The cylinders are arranged in V, W, or X configuration, depending on the pressure and flow requirements, and cooling is achieved by carefully designed radiating fans on the cylinder heads combined with a space cooler manufactured in copper or aluminum alloy. These compressors are

Marine Propulsion & Auxiliary Machinery | June/July 2016

36 | COMPRESSORS

also capable of operation in temperatures of up to 60oC and are suitable for Diesel engine or gas turbine starting and functions such as torpedo ejection in naval applications. The BL range offers delivery capacities of between 12 and 470m³/hr at 40 bar with up to 233m³/hr being available from the 80 bar rated BLM products. LHH and BLH products push discharge pressure capabilities into the range of 250 to 400 bar with the highest flowrate of 231m³/ hr being available for the BLH225 product when operating at 350 bar. With an annual turnover quoted as being between US$5 to 10 million, one of Bumhan’s significant markets has been in naval applications. Compressor equipment has been supplied to the Korean Navy both for engine starting and general shipboard air needs, and for military demands such as torpedo and missile ejection. For these needs, Bumhan offers Roots type, screw and reciprocating units covering a range of pressures from 1.4 to 350bar and capacities from 9 to 3700m³/hr. For such duties, Bumhan compressors meet demanding specifications, including shock requirements to MIL-S-901D, mechanical vibration to MIL-STD-167-1A/2 and air and structure-borne noise levels to MIL- STD740-1/2. The equipment is also designed to operate in severe ship conditions including permanent inclination and high pitch and roll levels. The company quotes a portfolio of Korean Navy applications where its compressor equipment has been selected, including Gwanggaeto the Great and Sejong the Great class destroyers, Ulsan and Incheon class frigates and Chamsuri and Gumdoksuri class patrol vessels.

Wärtsilä Hamworthy rig tensioning compressors operate on either air or nitrogen

Specialist seismic and rig-tensioning compressors are key products for Wärtsilä Hamworthy The name Hamworthy has long been associated with the manufacture of air compressors and the company, which became part of the Wärtsilä organisation in 2012 has already passed its 100 year anniversary. It manufacturers both screw and piston compressors for land based and marine applications, capable of operating at up to 300bar discharge pressure. Jason Hardy, business development manager, has told Marine Propulsion that the company supplies marine compressors in three basic use categories; offshore, seismic and naval. Demands from the first are typically for semi-submersible and drill ships that employ motion compensation or rig-tensioning systems. Seismic vessels, which carry out oceanographic survey work, demand significant quantities of high-pressure compressed air for ocean floor mapping equipment. For naval applications, demands can be for a range of needs, including, for example, the provision of breathing air for firefighting. Wärtsilä Hamworthy rig tensioning compressors operate on either air or nitrogen and are supplied as fully integrated modules meeting classification society requirements. The four-stage compressors, complete with dryers, filtration and cooling systems, deliver clean, dry air or gas at the high pressures required for riser tensioning and other offshore applications,

Marine Propulsion & Auxiliary Machinery | June/July 2016

such as motion compensation and drill stream compensation duties. The company’s seismic compressors also offer integrated and compact packages with a choice of drive options including direct diesel. Compressor designs feature a low lift concentric valve arrangement and a high level of interstage cooling minimises power requirements to provide high overall compressor efficiencies. The packages include all auxiliaries required, mounted on a skid, with full control and protection equipment. Low noise and vibration levels also reduce risks of interference with survey measurements. Features include the provision of an air pressure gauge and safety valve for each stage, oil pressure gauge and relief valve and integral inter- and after-coolers. The air inlet side includes a suction filter and silencer, with a non-return valve fitted in the air delivery system. Compressors are available with capacities from 60 to 2718m3/hr. The main Wärtsilä Hamworthy manufacturing facilities are located in Poole, the historic base of Hamworthy on the south coast of the UK. A substantial investment is currently being made in these to modernize both the factory and it’s facilities. This includes the restructuring production methods and processes supported and development of the company’s manufacturing teams in order to increase efficiency. MP

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RUDDERS, PROPELLERS AND STEERING GEAR | 39

Demands increase for energy saving rudders The Becker Twisted Fin provides significant efficiency benefits for vessels operating at speeds above 18 knots

Two years after the introduction of its Schilling Twisted Trailing Edge (TT) Rudders, German based manufacturer Becker Marine Systems GmbH & Co. KG has confirmed the success of the optimised product. “Our Twisted Trailing Edge modification of the familiar Schilling Rudder has become firmly established on the market,” said Walther Bauer, director of sales & projects at Becker Marine Systems. “We are getting consistently positive feedback about the improved performance of the rudder thanks to its asymmetric trailing edge,” Development of the rudder had begun some years ago and the mature product is now seeing increased demand from the marketplace, not least

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due to greater environmental regulations in the shipping industry and the improved efficiency available as a result of the rudder design. At the beginning of 2016, Becker Marine Systems had recorded orders for ten TT rudders for general cargo carriers with a capacity of between 3,300 and 8,500 dwt all of which would benefit from the increased manoeuvrability offered by the rudder system. Schilling TT rudders are suitable for applications including tankers, general cargo carriers and some research vessels. These ships often operate on long routes and require efficient rudders but, once at their destination, are strongly dependent upon their ability to manoeuvre effectively. Becker Marine Systems

has been proactive in the introduction of energy-saving propeller and rudder solutions with one clear example being the Becker Mewis Duct system. This offers typical efficiency savings of around 6 per cent but benefits reduce at vessel speeds of above 18 to 20 knots. The company has therefore introduced a further system for faster ships; the Becker Twisted Fin. This fixed geometry nozzle ring is installed in front of the propeller and generates pre-swirl in the flow at its entry to the propeller. The ring is significantly smaller than Mewis Duct and has a flat profile resulting in lower drag and special end caps prevent swirl and cavitation at the ends of the fins. This system now provides faster ships with the opportunity for tangible energy savings.

Van der Velden to supply equipment for new inland waterway tankers The VEKA Group has chosen Netherlands based Van der Velden Marine Systems to supply 15 contracts for full sets of steering equipment for inland tankers. The contract scope will cover steering gear and high lift rudders, along with hydraulics and integrated control and alarm panels. The new design tankers will be chartered by Shell Trading Rotterdam and are based on RPG series vessels and will operate mainly on liquefied natural gas. Hulls are currently under construction at the VEKA shipyard in Poland, but will be transferred to Werkendam, in the Netherlands, for fit-out. It is anticipated that the first three vessels will be delivered before the end of 2016. Van der Velden has also announced the supply of three of its Master rudders for Trailing Suction Hopper Dredgers being built for Rosmorport in Russia. The first vessel was launched at the Krasnoye Sormovo Shipyard in January of this year and all three ships are scheduled for delivery by the end of 2016. Each will be fitted with a Van der Velden Master rudder, 1 DW 65/15 steering gear, hydraulic power units and storage tanks. The scope will also include the steering panel, wheel and rudder angle indication system. The Master rudder is based on a trailing edge with a fishtail design and the product offers good manoeuvring >>>

Marine Propulsion & Auxiliary Machinery | June/July 2016

40 | RUDDERS, PROPELLERS AND STEERING GEAR

characteristics, combined with long service life. The robust construction has no moving parts but the design profile allows efficiency to be maintained at rudder angles of up to 70 degrees. With the addition of upper and lower end plates, the rudder offers high lift characteristics. The new dredgers are >>>

just over 62m in length, have a 14m draft and a hopper capacity of 1,000 m3. They will be carrying out maintenance dredging in the basins and channels of the ports of UstLuga, Big Port St. Petersburg and Tuapse, operating in water temperatures between -2ºC to +20ºC and dredging to a maximum depth of 20m.

Joint study results will help to silence ‘singing’ propellers For many years the phenomenon of ‘singing’ propellers has been known and documented in relation to specific vessels. The problem is more of an

annoyance to crewmembers than a technical risk but it has been noted on both surface vessels and submarines. Singing, however, represented a particular problem on ‘U’ class submarines during conflicts in the 1940s, leaving the vessels open to easy detection. Resulting in a sound similar to running a finger over the edge of a wine glass, various explanations have been put forward to explain the occurrence of such harmonics. These include combinations of factors such as the propeller size, shape and speed and the asymmetry of flow regimes. A new project carried out jointly by the Wärtsilä Corporation and the City University of London has now identified specific design parameters that increase the risk of propellers being prone to singing with work concluding in December 2015. Wärtsilä acknowledges that the problem has been recognised in the marine industry for many years and general views have been that hydrodynamic forces at the trailing edge of the blades have excited natural modes in the propeller blades. The latest research, however, has indicated that the problem is more complex. “Our research has shown that the singing phenomenon can be controlled by selecting the proper main parameters of the propeller blades, by careful attention to the flexural modes of the propeller blades, and by careful attention to the specific geometry at the trailing edge of the blades. It has shown that all these aspects are interacting and can prevent the ‘singing’ of propellers,” said Arto Lehtinen,

RUDDERS, PROPELLERS AND STEERING GEAR | 41

that other leading Greek shipping companies have also opted to use Wärtsilä fixed pitch propeller products. The contract with TMS Tankers Ltd. will cover the supply of propellers for four Aframax tankers being built at China’s Hantong Ship Heavy Industry yard. The FPPs will also be fitted with

the EnergoProFin system; a finned propeller cap that rotates together with the propeller and is claimed to offer fuel savings of up to 5 per cent in both new and retrofit applications. “Efficiency and quality are the basic reasons behind the success of Wärtsilä FPPs, especially when supplemented

by the EnergoProFin.” said Arto Lehtinen. “We place great value on being selected by this large and successful shipping company, which is an endorsement of Wärtsilä’s propeller technology and evidence that fuel efficiency is still of great importance, even with the current low fuel prices.” MP

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vice president, propulsion, of Wärtsilä Marine Solutions. The study used Finite Element Analysis tools to assist in identifying factors in propeller designs which were likely to result in the increased risk of propellers being prone to singing. By adjusting design parameters, the study found that the risks of harmonic response could be reduced. Further Computational Fluid Dynamic work (CFD) indicated that improved blade trailing edge design could reduce vortex shedding characteristics and therefore the excitation forces that could encourage the propeller to sing. As a result of the study, Wärtsilä is now able to more easily identify factors in the design process that increase the risk of singing and the avoidance of this has now been added as a standard design activity for the company’s propeller products. Findings have also now been incorporated in Wärtsilä’s OPTI-Design concept propeller, introduced in 2014. This new fixed pitch propeller (FPP) design offers the potential for up to 4 per cent savings and CFD calculations analyses consider both the propeller performance itself and, more critically, the interaction of the propeller and hull. This approach provides much more accurate guidance to enable optimum propeller and hull designs to be achieved. Wärtsilä OPTI-Design propellers are proving a popular option in the marketplace and the company announced recently that one of the largest Greek tanker operating companies, TMS Tankers Ltd, had selected the product for new vessels currently under construction in China. The propellers will be made by the Wärtsilä CME Zhenjiang Propeller Co Ltd (WCME) and it is understood

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The energy-saving Becker Mewis Duct® for vessels with a high block coefficient is your best choice to significantly save fuel and reduce NOX and CO2. The efficient device is placed in front of the propeller, has no moving parts and saves fuel by 6% on average – 8% or higher is possible in combination with a Becker Rudder. Above: Artvin Bulk Carrier • built 2011 • 81,827 dwt • LOA 229.0 m Its Becker Mewis Duct® reduces CO2 by 1,086 t per year 697 Becker Mewis Ducts® have reduced CO2 by > 2.4 million t (June 2016). 365 more have been ordered. Manoeuvring Systems

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OILY WATER SEPARATORS | 43

KEEPING OIL FROM TROUBLED WATERS A criminal penalty of up to US$4.5 million could be possible in a federal indictment involving the ship Cornelia

he International Convention for the Prevention of Pollution from Ships (MARPOL) was developed in response to the major oil spills caused by the wrecks of the oil tankers Torrey Canyon in 1967 and Amoco Cadiz in 1978. Marpol Annex I came into force in 1983. It stated that the discharge of oily water mixtures is prohibited by all vessels except if it is processed through oil filtering equipment from which the cleaned bilge water doesn’t exceed 15 parts per million of oil. Annex I led directly to an industry focused on the design and construction of oily water separators. Shipboard oily water separators are internationally mandated as engineroom equipment and are intended to allow engine room crews to clean engine room bilge water prior to discharge into the world’s oceans. This equipment was mandated based on the assumption that uncleaned discharge of engine room bilge water would result in discharge of oil to the environment. It has never been clearly established if oily water separators actually work to a level that enable crews to operate them in a reliable fashion. However, despite this technology being well established, there is never any shortage of examples of infringement, whereby oily water has ended up being pumped into the water. This is in spite of the fact that the punishments for such infringements are far from lenient. The global shipping industry is committed to a zero tolerance approach to any non-compliance with Marpol. In particular, the industry is committed to strict

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Discharges of oil from bilge tanks are one of the most common causes of vessels being impounded and captains, crew and operators prosecuted

adherence to IMO requirements concerning the use of oily water separators and the monitoring and discharge of oil into the sea. Given this, national maritime authorities with responsibility for the environmental protection of their coastlines quite properly adopt a similarly strict approach to the enforcement of Marpol. According to the International Chamber of Shipping’s guidance on this: “Companies and seafarers need to understand that even the most minor violations of Marpol will be detected by the authorities. In addition to large fines amounting to literally millions of dollars, both company management and seafarers can be liable to criminal prosecution and imprisonment for any deliberate violation of Marpol requirements or falsification of records.” In particular, a key concern for owners has been the USCG’s strict policy on oily water separator (OWS) deficiencies, which have led to multimillion-dollar fines. Indeed, some owners have claimed that US inspectors are being overzealous in their bid to uncover environmental non-compliance. What is clear, however, is that despite the heavy fines and widespread publicity, inspectors are still coming across cases of noncompliance. This is because crews are still either bypassing OWS systems, not conducting proper maintenance or, in some cases, do not know how to operate the equipment. It seems unlikely that there will be any let-up in the USCG’s focus on this area, as some recent cases show clearly. For instance, prosecutors in the US recently said a criminal penalty of up to US$4.5 million

Marine Propulsion & Auxiliary Machinery | June/July 2016

44 | OILY WATER SEPARATORS

could be possible in a federal indictment involving the ship Cornelia. That vessel was detained outside the Twin Ports for more than a month last year and now, the German shipping company Mineralien Schiffahrt that owns it is charged with covering up illegal dumping of oily wastewater from aboard the Cornelia. The indictment alleges that from February to October 2015 the Cornelia was accumulating significant leakages of oily wastewater from its engines and other on-board machinery. Case documents characterise the leakage as beyond the typical leakages that occur during the normal operation of a vessel. According to the attorney's office, ship crews have two options for disposing of the oily wastewater that accumulates on board. It is alleged that, instead of following legal procedures, that on at least ten occasions, the Cornelia's crew allegedly transferred the oily water to a tank designated only for clean, oil-free water and then, discharged that oily water overboard. Another recent example saw Captain Genaro Anciano of the product tanker Green Sky pleading guilty to one count of obstruction of an agency proceeding regarding a USCG investigation into oily water discharges and oil record book integrity. The USCG conducted a Port State Control inspection of the vessel shortly thereafter and, after interviewing the oilers, asked Captain Anciano directly of his knowledge of bilge discharges using an oily water separator bypass. The plea deal requires Captain Anciano to co-operate with further investigations in exchange for a reduced sentencing guideline of up to 16 months’ imprisonment and US$55,000 in fines. Of course, there is no shortage of equipment available to deal with situations like this. A range of manufacturers offers increasingly efficient oily water separators, including Alfa Laval, GEA Westfalia, Wärtsilä and Mahle. The Wärtsilä Oily Water Separator easily handles bilge water with minimum impact for operational staff and with results that

Alfa Laval’s PureBilge and PureDry are being used on Petrofac’s JSD 6000 vessel for deep-sea pipelaying

Marine Propulsion & Auxiliary Machinery | June/July 2016

easily surpasses current and future legislative requirements. The technology behind the Wärtsilä OWS is a combination of optimised traditional methods and innovative new solutions. The separator consists of a four-stage, emulsion-breaking unit, where each stage handles one key component of the sludge and bilge mix. It can handle input flows with an oil content of between 0 and 100%, making it the most versatile separator on the market. In addition, Wärtsilä offers its Bilge Water Guard. Here, should the oil content rise above the set limit, the flow will be rerouted back to the bilge tank. The system logs the discharge quantity and oil content as well as time and location of the ship. All data is stored in memory for later retrieval. The system is enclosed in a locked, tamper-proof cabinet and all accesses are logged in memory. Mahle oil separation systems continuously separate oil, emulsions, and dispersions from the water without backflushing or the use of chemicals. Furthermore, oil separators by far exceed the filter service life of absorption filters thanks to their self-cleaning design. Separation occurs continuously under pressure and in one or two stages. Mahle oil-water separators rely on the principles of gravity and coalescence to separate oil and particulate material from the water. In a two-stage system, the Mahle multiphase separator (MPS) uses patented profiles to separate larger oil droplets and particulate material. In the second stage, the mechanical emulsion breaker (MESB) separates the fine emulsified oil droplets using patented emulsion breaker elements. The separated oil is then channelled into the waste oil tank. Depending on customer requirements, various separation stages can be combined to achieve different results. The GEA Westfalia Separator e-type separators are equipped with a GEA Westfalia Separator softstream inlet system for gentle product treatment. This results in optimum separating efficiency and higher specific capacities. The patented GEA Westfalia Separator hydrostop system of the GEA Westfalia Separator etype separators enables controlled bowl ejections to be carried out at full operating speed. The separators are of enclosed design and meet the requirements of the classification societies. The separators are driven by a 3-phase AC motor. Power is transferred to the bowl spindle via a centrifugal clutch and a flat belt. All bearings are splash-lubricated from a central oil bath. Alfa Laval’s PureBilge, meanwhile, is a centrifugal separator that was the company’s first product in its Pure Thinking range. It uses centrifugal force to counteract the vessel’s roll and pitch, thereby removing the reliability issues associated with static bilge water treatment solutions. PureBilge was more recently joined by PureDry, a very different kind of separator that enables waste fuel recovery in accordance with MEPC.1/Circ.642. PureDry is a paradigm shift in centrifugal separation, combining a solid bowl and disc stack with selfcleaning capabilities. Together, PureDry and PureBilge form an integrated waste oil and bilge water handling system that produces three streams: clean water, a minimal amount of super-dry solids and reusable ISO-quality fuel. In addition to minimising waste oil volumes, it allows vessels to recoup up to 2 per cent of their consumed fuel volume. A mere two years after its launch, Alfa Laval had sold over 160 PureDry units. PureDry has been purchased by Carnival Corporation, Dynacom, Frontline, MSC, Norwegian Cruise Line, Petrofac, Spliethoff, Stena and Wallenius, and it has been selected for some of the industry’s most prominent vessels. Among the latter are record-breaking container ship MSC Oscar and Petrofac’s JSD 6000 for deep-sea pipelaying. MP

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BALLAST WATER | 47

TOUGH TALK ON TREATMENT TECHNOLOGY One manager’s experience of retrofitting BWMSs reveal many concerns about reliability and availability

perational experience with ballast water management systems (BWMSs) has not gone smoothly for one ship management company that includes a wide range of vessels in its fleet.

RIGHT: There can be difficulties getting samples tested in the US, one manager claims (credit: USCG)

Regular breakdowns, untreated water reaching ballast tanks, spare parts not arriving in time resulting in systems being idle for months, difficulties in arranging sample testing in the USA: these are just some of the issues that emerged during a presentation at a seminar in London in April. Marine Propulsion has been asked not to identify the management company, but there is no doubt about the reality of its experience and its director was clear about his expectations: “The system has to operate like a main engine, boiler, purifier or oily water separator. It should work at all times in every port.” His experience has been gathered from systems covering most treatment technologies retrofitted on a large number of ships. And – unlike many BWMS installations fitted by other owners, which remain

mostly idle – each of these is being used “if it works,” he said. One of his concerns was about type approval of systems whose design had evolved since installation. Since that approval is based on specific components in the equipment, “if we change those parts we are concerned about the credibility of the type-approval,” he said. Those considering ordering systems for immediate installation may be in for a surprise, if this manager’s experience of lead times is any guide. “If you want to install a BWMS in the second half of 2017, you have to start now,” he said. Despite the frustrations, his company’s commitment to its investment programme continues, however. “This is a very important area that affects all of the shipping industry,” he said.

BWMS location: above or below deck? Retrofitting a ballast water management system (BWMS) onto a tanker poses a simple question: where to put it. In most ship types, the answer is simple: in the pump room. But for tankers, available pump room space can be restricted, although that is not the only factor to consider, Andrés Lopez, lead engineer for piping and systems at UniBallast of the Netherlands, told Marine Propulsion. It has experience of installing ballast water management systems both inside ships and in deck-mounted containers and Mr Lopez explained some of the thinking behind making that choice. For example, choosing a containerised system simplifies the arrangement plans. “It is easier to prepare a document showing one container on main deck than several drawings with filters, pumps, UV units, etc in different locations,” he said. On the other hand, he cited a recent internal installation on a chemical tanker for which the control panels and power units were not explosion (EX) proof and were fitted outside the ballast pump room. For

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containerised systems, he said, “all the components should be EX-proof, which normally means more expensive units.” Some extra cabling and penetrations could also be required for containerised systems, he added, although designing the foundations for a deck-mounted system will be simpler than for the various foundations in a pump room or engineroom. “The foundation design of the filter unit was one of the biggest challenges of our last project,” he said. For tankers that have submersible pumps in their cargo tanks, there is no pump room at all and the BWMS must be mounted on deck. This requires long pipe runs, which are critical design features in installations of this type, one manufacturer advised Marine Propulsion. Because of the reduction in water pressure head as the submersible ballast pump brings the water up to deck level, owners are usually concerned that there is a risk that there may not be enough pressure for back flushing to be possible, although this can be overcome, the manufacturer said. MP

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48 | BALLAST WATER

Dutch navy chooses to fit BWMSs Navies are exempt from ballast water management regulations, but in the Netherlands the Dutch navy has chosen to install ballast water management systems (BWMSs) on a number of vessels. In May, a contract was signed between the Dutch Ministry of Defence and Netherlands-based Goltens Green Technologies to fit Optimarin BWMSs on board 10 naval vessels during this year and next. The work will involve two landing platform dock vessels, four frigates and four special purpose vessels. Optimarin said in a statement at the time of the contract that it expected to cecure USCG type-approval in the second half of this year. “This will ensure that Goltens provides The Royal Netherlands Navy with a BWMS that is fully compliant for all future operations,” it said. Meanwhile, the submarine support ship and torpedo tender

HNLMS Mercuur is being fitted with a BWMS as part of a 10-year life extension. This work is being carried out at Damen Shipyards’ Den Helder yard, supervised by Damen Green Solutions, a group company that was created to provide BWMSrelated services. Stef Loffeld, projects and engineering manager at Damen Green Solutions, said that there is not much room available for extra equipment so it has installed the first of its LoFlo 60 BWMS, which is based around a Bio-Sea unit from Bio-UV of France and has a footprint of 1m x 1.5m. This “was of decisive importance,” Mr Loffeld said. • Stef Loffeld has prepared an exclusive overview of the issues that managers need to bear in mind when planning to reftrofit a BWMS. Read it online at www.mpropulsion.com

Space: the final (BWMS) frontier

Access is often challenging for BWMS retrofits (credit: Trojan Marinex)

Marine Propulsion & Auxiliary Machinery | June/July 2016

Retrofitting projects for ballast water management systems (BWMSs) face a common problem: lack of space. Enginerooms originally designed with efficiency in mind rarely have a large area available when it comes time to add a whole new system of equipment and its services. So space-saving systems are in demand. This was the situation faced by Norwegian ferry operator Hurtigruten when it came to add a BWMS to its 2007-built Fram. Although the vessel is not used on international voyages, its operators wanted to ensure that it would be compliant internationally in the future. It opted for GEA’s BallastMaster system, which is powered by TrojanMarinex’s BWMS, rated at 250 m3/hr, which its manufacturer says is half the size of others in the market. “A compact unit that can fit through access holes is essential,” commented Bob McKinlay, marketing communications specialist at Trojan Marinex. Frode Hernar, technical director at Hurtigruten, said in a statement that the system had “logical simplicity.” It was

delivered in April last year and was commissioned and in service in October. Hyde Marine is also familiar with the issues around space limitations. Its senior market manager Mark Riggio told Marine Propulsion of a recent contract during which the installer dubbed its Hyde Guardian Gold the ‘Harry Potter’ BWMS because it often found space under the engineroom stairs to fit the equipment. Mr Riggio described a cruise ship installation where this had been achieved, fitting the equipment under the stairs for the ballast pump room, directly adjacent to the ballast pumps. There were other factors apart from size that influenced this customer’s choice, however. “They particularly like our UV system because it seamlessly integrates with their ship's central automation system and allows the crews to easily run the system without extra steps in the ballasting process,” Mr Riggio said. Damen Green Solutions in the Netherlands has extensive experience of retrofitting BWMSs and highlighted size as a particular point to consider. Some suppliers describe >>>

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Hatches are small, doorways narrow, and space limited. So we combined filtration + UV in a single unit, and engineered a compact system that is up to 50% smaller than others.

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BALLAST WATER | 51

only the footprint of the main equipment, said its projects and engineering manager Stef Loffeld, yet control cabinets and piping – perhaps as big as 600mm diameter – also consume a lot of space. >>>

Panasia wins fleet order from Spliethoff Panasia has won a contract for a large number of retrofit installations of its GloEn-Patrol ballast water management system (BWMS) from the Spliethoff Group. The systems will range from 250 m³/h to 1,000 m³/h in capacity and the project has been reported to number 79 installations, although the company did not formally confirm that figure to Marine Propulsion. Installations on the general cargo and con-ro vessels will start next year and continue until 2022, programmed to suit the various due dates of their International Oil Pollution Prevention certificates, a Panasia spokesman said. Panasia claims to be the only manufacturer of a UV-based BWMS that has achieved USCG’s standards using the FDA/CMFDA test method – the only one that the USCG recognises. It has a subsidiary company, Panasia Engineering and Service, which provides project management for BWMS retrofits, liaising between the various partners in a project, including the shipowner, BWMS supplier, design company, class society and shipyard. During the Posidonia exhibition in Athens in June, it announced plans for a network of training centres to support crews using the GloEn-Patrol system. They will be established in Greece, Estonia, the UAE, USA, Singapore and South Korea.

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Ice class tanker set tough challenge When SCF Novoship’s medium range, ice class, oil/chemical tanker NS Stream required a ballast water management system (BWMS), it set some specific requirements – not least that the system would have to work with very cold water and use low power. It also has submerged ballast pumps, which posed a further challenge. Not only that, but the ship had been built at a Croatian

yard that has since closed, so its design drawings were not available. At the time of writing in early June, installation of its Ecochlor BWMS and filters was getting under way. These can only be placed in a non-hazardous area so the work involved creating a suitable space within a hazardous area on the main deck. This was designed by Argo Nevis Marine Consulting

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and its managing partner, Andreas Kokkotos, told Marine Propulsion that this arrangement had been approved by DNV GL “with small modifications” as this issue went to press. Tom Perlich, co-founder and president of Ecochlor, said that the low power requirements of its BWMS were among the factors that influenced its selection. “NS Stream was built with limited available power,” he said. MP VENTILATION FAN, (EXHAUST, 30 CHANGES PER HOUR)

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A design drawing of the deckhouse planned to provide a non-hazardous area for the BWMS (credit: Argo Nevis Marine Consulting) • A full description of the completed project will be included in the October/November edition of Marine Propulsion’s sister publication, Tanker Shipping & Trade

Marine Propulsion & Auxiliary Machinery | June/July 2016

52 | CHINA

Hudong Zhonghua is still the only recognised Chinese builder of very large LNG carriers

Chinese yards battle financial trouble by Barry Luthwaite

n volume terms, order intake is up in China with an order backlog of 2,343 vessels of all types aggregating 158,343,396 dwt. However volume of orders does not necessarily indicate profit and many yards are battling ever-deepening red ink in financial crises. Currently a shipyard is in trouble every two months in China despite the introduction of a more vigorous financial health check under the so-called

‘white list’ of approved builders introduced by the government. Sixty builders were given financial stability as members of the white list and 11 more yards were added at the end of 2015. There is a consensus that smaller yards and the few remaining private builders are disadvantaged in trying to obtain finance for newbuildings. A great number of the ‘white list’ status builders are merged companies and state owned.

Marine Propulsion & Auxiliary Machinery | June/July 2016

Under the Five Year Plan China is moving swiftly ahead in adding to its enormous fleet with larger vessels. The stateowned Chinese companies have now ordered a total of 30 400,000 dwt ore carriers for delivery from 2018 which will serve China with imports of Brazilian iron ore. China has introduced a scrap and build policy for domestic owners to induce new orders and recycling of older ships. A subsidy fee is given for trading in the vessels. The country has been deeply hurt by the bulk carrier drought but a diet of

products and chemical tonnage plus LNG and LPG carriers is compensating to a degree although numbers are fewer. In the gas carrier area a good reputation is being built, but Hudong Zhonghua is still the only recognised builder of very large LNG carriers. Mid-size LNG carriers are now being introduced into the cabotage fleet where China is a pioneer in an extensive LNG distribution chain. This will serve well when the country’s first cruise liners are built. Major news in the industry is that construction of cruise

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CHINA | 53

liners moves ever closer. Shanghai Waigaoqiao Shipbuilding (SWS) will co-operate with Guangzhou Shipyard International, China Shipbuilding design and research institute and Shanghai Ship Design and Research Institute to set up a cruise ship construction joint venture. SWS plans to sign orders for cruise liners in the 50-70,000 grt range in the second or third quarter of 2017 and deliver the country’s first cruise ship in 2020. Already there is co-operation with Carnival Cruise Line and Royal Caribbean Cruises in the run up to the inaugural order next year. So far in 2016 there has been a significant drop in order numbers over the same period in 2015 reflecting the contracting drought. China must concentrate on higher value vessels but not make the mistake of under quoting as has been the case with equipment on high-grade offshore units. Mergers still continue

apace. The most recent was between shipping giants COSCO and China Shipping Group, which will result in more orders placed by the new company known as Coscos. One of China’s two largest shipbuilding groups, China Shipbuilding Industry Corporation (CSIC) will merge six of its shipyards into three new subsidiaries. Also under review is a merger of COSCO Dalian Shipyard with Dalian COSCO KHI Ship Engineering (DACKS). The latter is a joint venture by Kawasaki Heavy Industry. and COSCO. With its LNG infrastructure programme to support cabotage in its hinterland and increasing dual fuel cruise liner business China has been discussing acquisition of floating storage and regasification units (FSRUs) and Hudong Zhonghua will now build two 180,000m3 vessels for Greek owner Dynagas. Both will be chartered by the Chinese and deliver in 2019 and 2020.

Sainty Marine to give up shipbuilding Troubled shipbuilder Sainty Marine is giving up its shipbuilding business following the failure of the third online auction of its assets. State-run Jiangsu Guoxin Group, the parent company of Sainty Marine, has set up a company to dispose of the assets and terminate contracts with all the employees at the shipyard. Once completed, it will focus on thermal power plants. To save Sainty Marine, Guoxin Group acquired 46.15 per cent of its equity via Sainty International and Sainty Machinery in April, becoming controlling shareholder. Sainty Marine, which stated that it was unable to maintain its shipbuilding business in

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a filling to Shenzhen Stock Exchange in April, issued 2.39 billion shares to raise CNY21 billion (USD3.24 billion) for the purchase of 81.49 per cent equity of Jiangsu International Trust Corporation (JSITC) and equity of seven thermal power plants in Jiangsu Province. The company recorded revenue of CNY1 billion for the whole of 2015, a slump of 60.03 per cent over the previous year, and posted an overall loss of CNY5.45 billion. In the first quarter of 2016, its revenue dropped 19.84 per cent year on year to CNY621 million and it recorded a loss of CNY55.86 million. Sainty Marine is expected to lose CNY119–160 million for the first half of 2016. MP

CHINA ORDERBOOK VESSEL TYPE

DWT

Bulk Carrier

899

93,201,556

Tanker

389

38,713,428

Container

304

19,306,115

Offshore Supply

136

516,971

Offshore AHTS

131

299,135

Dry Cargo

1,281,979

Offshore Miscellaneous

550,413

Offshore Rig

150,394

Offshore Support

214,118

Gas LPG

1,476,993

Car Carrier

563,180

Gas LNG

1,431,300

Miscellaneous

31,776

Ferry RoPax

14,374

Reefer

61,700

Offshore Drill Ship

32,643

Tug

2,421

Heavy Lift

142,500

Tug Anchor Handling

3,000

Dredger

16,000

Fast Ferry

Offshore FPSO

Offshore Platform

RORO Freight

322,000

Cruise

10,000

Fishing

1,400

2,343

158,343,396

GRAND TOTAL

TOTAL ORDERBOOK VESSEL TYPE

DWT

Bulk Carrier

1,410

132,772,116

Tanker

1,236

117,434,922

Container

534

47,199,244

Offshore Supply

273

1,035,149

Offshore Miscellaneous

236

1,324,458

Dry Cargo

208

2,090,850

Offshore AHTS

199

514,980

Gas LPG

198

6,447,079

Gas LNG

168

12,866,376

Tug

157

8,916

Offshore Rig

150

409,418

Miscellaneous

129

146,241

Offshore Support

113

503,896

Ferry RoPax

108

159,899

Luxury Yacht

300

Car Carrier

1,535,430

Cruise

695,900

Fast Ferry

3,115

Fishing

16,550

Offshore Drill Ship

1,106,461

Dredger

96,462

Cruise Inland

Reefer

81,200

RORO Freight

370,900

Offshore FPSO

684,630

Naval

8,500

Tug Anchor Handling

11,100

Ferry

Heavy Lift

142,500

Cruise Sail

Ferry RoRo Freight

Offshore Platform

5,647

327,666,592

GRAND TOTAL

Marine Propulsion & Auxiliary Machinery | June/July 2016

54 | JAPAN

Japan boosts order intake I

n the current bear market, where, with the exception of tankers and cruise liners, newbuilding orders have dried up, Japan can be satisfied with the steady improvement in its fortunes. The 25 per cent devaluation of the Yen against the US dollar has boosted order intake and attracted more export business from top name companies. Japan is still 10-15 per cent more expensive for ships than rivals South Korea and China, but these countries are still offering below cost quotations. Owners are in command but the chronic debt situation of rivals with several shipyard bankruptcies and mergers dominating their scene gives Japan hope for a more stable future. Statistically the most salient fact shows that Japanese success in unit terms has powered the nation into second place in the shipbuilding league, as order intake has dried up in South Korea due to the collapse of the dry bulk market. In fact, the gap is 83 vessels between the two, with Japan now holding an order backlog of 883 vessels totalling 61,640,200 dwt. In a further boost, Imabari has now secured third place in the world league of shipbuilders surpassing Samsung in terms of orderbook size. The builder will soon be able to commission large LNG carriers and the largest containerships by commissioning a new, 600m long drydock at Marugame from October this year. With a decreasing number of merchant vessels, the new facilities are also geared to naval vessels. Revival of Japanâ&#x20AC;&#x2122;s domestic tanker fleet across all types is also a huge influence on better times. The big three family builders of Imabari, Oshima and Shin Kurushima are soaking up business for their standard designs of tankers and carriers. Renewal of COAs by utility companies have induced orders in home yards for VLCCs, cape bulk carriers, LNG and LPG tonnage. Quality is the driving force behind persuading owners to pay more. There is also the successful policy of building vessels for trading house account under bareboat charters from shipyards with obligatory purchase options at a later date. A year ago a handful of builders were nursing zero orders but were kept in mothballs for recommissioning in better times. Central to this happening was the revival in the chemical sector bringing with it a plethora of new business for fully stainless steel chemical tankers. Having gone through the rehabilitation process earlier than its rivals, Japanese mergers and closures have long been completed. Small and medium yards are thriving. Typical examples are Kitanihon with its highest ever backlog of 28 chemical tankers, closely followed in this trading sector by Fukuoka (18) and Usuki (11). Concentration on specialist and standard designs is paying rich dividends for smaller builders. Most satisfying is the return to regular VLCC construction with 22 shared between Japan Marine United and Mitsui. Namura and Sumitomo have concentrated on new Panama dimensioned LR2 aframax coated products carriers. Japan is at the forefront of research and development of tomorrowâ&#x20AC;&#x2122;s technology. New generation car carrier hull concepts have been introduced by Minami-Nippon for Mitsui OSK. Kawasaki Kisen is co-operating with Royal Dutch Shell for specialist liquid hydrogen transport vessels. Such tankers are expected in service by 2020 with Japanese companies keen to import large volumes of hydrogen energy. The current orderbook of 883 vessels is balanced against a global backlog of 5,647 units. The Japanese backlog however contains many more deep sea vessels. Of these, 527 are for export account underlining the strong customer revival and growing success both for domestic mercantile marine and shipbuilding orders. MP

Marine Propulsion & Auxiliary Machinery | June/July 2016

JAPAN ORDERBOOK VESSEL TYPE Bulk Carrier Tanker Container Gas LPG Gas LNG Dry Cargo Car Carrier Ferry RoPax RORO Freight Offshore Supply Offshore AHTS Miscellaneous Cruise Offshore FPSO Offshore Miscellaneous Offshore Support GRAND TOTAL

NO 402 253 73 47 27 26 20 14 6 5 4 2 1 1 1 1 883

DWT 28,773,133 18,525,851 10,189,203 1,149,090 2,238,899 318,128 320,500 37,906 26,900 20,390 17,000 0 9,200 0 7,000 7,000 61,640,200

NO 2,343 883 800 152 141 123 115 98 89 79 77 72 67 57 48 44 43 42 42 38 30 30 30 28 23 21 18 18 12 11 11 9 9 8 6 5 4 4 3 3 3 2 2 1 1 1 1 5,647

DWT 158,343,396 61,640,200 85,398,820 882,592 3,715,355 450,103 223,686 425,386 280,012 1,653,516 6,589,451 212,700 193,381 1,088,717 2,253,845 886,147 14,913 294,000 108,950 82,140 121,890 206,400 1,371,107 2,620 6,730 235,500 3,085 64,750 84,662 21,000 18,200 0 2,700 268,000 22,800 28,116 420,000 0 0 0 30,980 0 0 3,500 0 242 17,000 327,666,592

TOTAL ORDERBOOK VESSEL TYPE China Japan Korea (South) USA Brazil Russian Federation Netherlands Singapore Turkey Vietnam Philippines Italy Norway Spain Romania Croatia United Arab Emirates Germany Malaysia India Bangladesh Indonesia Taiwan South Africa United Kingdom France Australia Poland Finland Canada Denmark Egypt Mexico Argentina Sri Lanka Hong Kong Iran Lithuania Azerbaijan Chile Ukraine Ecuador New Zealand Kazakhstan Latvia Mauritius Pakistan GRAND TOTAL

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The use of electric thrusters makes the interface of an electric motor and VFD more efficient

THRUSTERS IMPROVE DYNAMIC POSITIONING ON OSVs

labama has the largest concentration of builders of metal fabricated vessels under 90m in the US. One of those companies, Master Boat Builders Inc. of Bayou La Batre, has established its niche by building highly sophisticated offshore supply vessels to serve the oil industry. Master Boat has cultivated its oil rig supply boat business, in large part, by being one of the first builders to transition to thrusters powered by electric motors and variable speed drives (VSDs). The electronic thrusters provide numerous benefits over their hydraulic predecessors, and are highly compatible with Dynamic Positioning (DP) systems that automatically maintain a vessel’s position while it is serving an offshore oil platform. Master Boat has a long-standing relationship with Gulf Coast Air & Hydraulics of Mobile, a full line distributor and fabricator specialising in air,

A DP system has realised benefits by moving from hydraulic to electric thrusters

hydraulic and electric products and services for the heavy industrial and marine markets. Gulf Coast’s early work with the offshore boats included supplying mechanically operated bow and stern thruster systems driven with hydraulic motors. The hydraulic systems were loud, relatively complex and inefficient, and a potential environmental liability if a pipe or hose broke at sea. As alternative technologies began to evolve and become more available, boat owners began to demand a change. Hence in the early years of the 21st century, Master Boat decided to transition to electric thrusters and variable frequency drives. In addition to the

Marine Propulsion & Auxiliary Machinery | June/July 2016

environmental safety benefits, electronic thruster systems are far safer to operate and service than hydraulic systems, creating less risk for crew members and allowing boat owners to carry less insurance. They are also easier to install, cheaper to operate, and more efficient. The biggest benefit of the electric thrusters, however, is how smoothly they interface and respond to the sophisticated Dynamic Positioning (DP) systems that are required by the American Bureau of Shipping (ABS), and the oil companies that contract the boats to supply their offshore oil rigs. A DP system is an automatic operational mode that triangulates between GPS

satellites to maintain a vessel‘s position within a 1m to 3m radius. It is typically used while a ship is in very close proximity to an oil rig while loading and offloading materials and supplies. When engaged, the DP System simultaneously and continuously controls the bow thrusters, main propulsion system and rudders to hold the ship in place, no matter the wind, current or wave action. The orchestra of control is essential in the supply process to keep a boat from hitting the floating oil rig, and potentially moving it off its mark, causing major damage while drilling in three to five mile sea depths. From a macro perspective there were immediate DP system benefits realised by moving from hydraulic to electric thrusters. In general, the interface of an electric motor and VFD is more efficient, the system reacts far quicker and requires less maintenance. The electric system also eliminates the complex

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DYNAMIC POSITIONING | 57

interface between the mechanical thrusters and the DP software required with the hydraulic system; including an electronic board that converted signals to a processor that drove the hydraulic motor coupled to the shaft of the thruster. This intricate set of moving parts limited the performance of the DP system and was prone to frequent breakdown. Baldor motors and ABB drives have been integral components of Master Boat thrusters since the early stages of the transition, because both components are uniquely able to withstand the harsh marine environment and the tremendous demands of the DP system. In 2011, just after ABB acquired Baldor, the switch was made to the ABB ACS800 VFD and the Baldor RPM AC motor, providing additional system performance and longevity. When the vessel is on station or in a positioning mode, depending on wave height, current and wind, there can be quite a demand put on the thrusters depending on the position of the boat. The ability of the ABB ACS800 and the Baldor RPM AC motor to execute very quick and rapid accelerations and decelerations simplifies the

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“Our big challenge moving forward is that the boats are going to get bigger and the thrusters are going to get bigger. The drives will need to get bigger in power, and we will need to further customsize them so they fit within the limited space in the boat”

BELOW: When engaged, the DP System simultaneously and continuously controls the bow thrusters

positioning process. “In the DP application, the VFD will typically be ramping from 1,000 rpm in one direction to 1,000 rpm in the other direction in less than 10 seconds - a full reversal in less than 10 seconds. You can’t do that consistently with a standard induction motor and a standard scaler type VFD, they just can’t take the abuse,” says Mike Mitchell, the ABB application manager who has worked with Master Boat on the electrical systems from the beginning. The direct torque control (DTC) technology in the ABB drive and the low inertia aspects of the AC motor provide excellent control throughout the entire speed range, from 2 rpm to 1,800 rpm. They allow highly efficient acceleration, deceleration, and full reversals, reducing generator load and increasing the overall performance of the system. The workboats will effectively hold in 10 kts of wind at the beam. In other words, it is possible to have the wind coming from the beam into the side of the vessel and it will hold. If the wind or current was coming from the bow, it could probably hold in hurricane force winds.

Bow and stern thrusters are also used for docking the boats and manoeuvring in tight spaces like rivers and canals where boats may be passing within three feet of each other. The demand on the drives is not as severe as in the DP system, but precise performance is still required. The thrusters essentially allow the boat to move sideways to negotiate tight spaces without the need for a tug or push boat. Master Boat's new class of 220 foot vessels contain the fourth iteration of drive enabled design at 800 hp. This move increased the width of the drives beyond the tight space allotments of the boat, where every inch of space is a premium. Working together Master Boat, Gulf Coast and ABB created a custom design that reduced 30 inches of width on each drive cabinet, saving five feet of space with the two cabinets mounted side by side. ABB provides a complete system including the drive and the motor, and then works with Gulf Coast to integrate them into the master DP control system, from initial engineering through to commissioning and start-up. At of the close of 2015 there were at least 60 Master Boat built vessels floating around the Gulf of Mexico with Baldor/ABB drive systems powering the thrusters, the vast majority of them integrated by Gulf Coast Air & Hydraulics. Gulf Coast sees challenges and opportunities ahead, and understands that the boats, along with their electronic motor and drive packages, will need to evolve. “Our big challenge moving forward is that the boats are going to get bigger and the thrusters are going to get bigger. The drives will need to get bigger in power, and we will need to further custom-size them so they fit within the limited space in the boat,” predicts Chuck Moorehead, Gulf Coast president and co-founder. MP

Marine Propulsion & Auxiliary Machinery | June/July 2016

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CONTROL & AUTOMATION | 59

The vessel will benefit from ABB’s Onboard DC Grid system

ABB to provide automation for world’s most advanced port icebreaker ABB will provide the power, automation and turbocharging capabilities for the most advanced port icebreaker ever built. It will maximise fuel efficiency and manoeuvrability by including four Azipod thrusters, adapted for the tough ice conditions, and its Onboard DC Grid system, to distribute energy effectively. The main engine will also be fitted with Power2 800-M turbochargers, the most advanced twostage turbocharging system in the industry, enabling highest efficiency turbocharging performance. Peter Terweisch, group senior vice president, process automation, commented: “ABB’s marine applications are at the forefront of the icebreaking market with our process automation technology now central to the world’s most advanced icebreaking vessel. We are very pleased to be able to deliver industry leading levels of efficiency and safety by providing so many ABB latest generation solutions on one vessel.” The vessel will benefit from ABB’s Onboard DC Grid system, which has many advantages. It provides space and weight savings

whilst minimising noise and vibration. One of the key advantages of the Onboard DC Grid is that it allows diesel engines to run at variable speeds, rather than one fixed speed, which is important when managing ice conditions. This flexibility can also cut fuel use and emissions. Two pairs of Azipod thrusters will be fitted on the bow and stern of the ship, all of which will be adapted to the conditions. They will be equipped with powerful electric motors, each of 3MW. One of the crucial benefits of Azipod propulsion is that the units turn through 360 degrees, allowing the ship’s crew to manoeuvre the vessel to operate stern or bow first. Mika Hovilainen, senior naval architect at Aker Arctic Technology, which is responsible for developing this unique vessel concept, says: “The harbour icebreaker is a totally new concept especially developed for heavy harbour ice conditions with extensive thick brash ice. Having four Azipod units helps to take operability, manoeuvrability and ice management capability one step further. Along with ABB’s Marine and Ports, we continue to be at the cutting edge of icebreaking technology.” An integrated power and energy management system and a marine automation system bring together main elements of the ship’s performance, such as power generation and propulsion, into a centralised system, allowing the operator to increase efficiency and safety. The vessel will be built by Vyborg Shipyard in Russia.

Trim and draught assist system for SWATH vessels Among the most important measurements that are taken on vessels are those needed for calculating ship trim and draught, to ensure vessel safety and stability. The new Servowatch Systems solution ServoTrim is designed to control a balanced draught for a vessel

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with trim conditions that have been set manually, providing automatic follow on control after manual trim has been set. It is particularly suitable for small waterplane area twin hull (SWATH) vessels but can also be applied to other vessels, including inland waterway barges and heavy-lift platforms.

While the system is not a fully automatic dynamic stabilisation system, it can be reset to automatically recognise the optimum draught and trim required under different operational conditions, such as loading or unloading fuel, supplies and personnel. The use of high accuracy

hydrostatic level transmitters means that the measurement of ballast tank levels and multipoint draught indication can be achieved concurrently. These instruments have an encapsulated stainless steel housing to Ingress Protection class IP68 and IP69K. This is essential to protect the >>>

Marine Propulsion & Auxiliary Machinery | June/July 2016

60 | CONTROL & AUTOMATION

measuring cell and electronics from external moisture. The crew manually set the datum point when the vessel is at rest and the loading of fuel, commodities and personnel is complete and stable. They are responsible for determining the trim correction that is required. This is undertaken by manually operating the ballast tanks’ fill and empty control system until the correct trim is obtained. This correct trim >>>

datum point is then entered into the control system memory by selecting the automatic control function. The ServoTrim system then takes a reference signal from the four external draught sensors, which measure the height of the sea water at each corner of the vessel with reference to the fixed height of the side of the vessel. The draught sensors are mounted within a vented pipe inside the vessel. The bottom

of the pipe is open to the sea through the vessel hull. Each ballast tank is equipped with a level sensor to determine the depth of the water in it. When the automatic mode control is selected, the ballast tank sensor data and the draught sensor data are fed into the control system to form a datum point for each ballast tank. The ServoTrim system then automatically controls the water level in each ballast tank to maintain

the vessel’s selected datum point within the dead bands of the control system. The system will self check the datum point every 10 minutes by comparing the actual draught level sensor signals with the draught level sensor signals registered following the initial trim and draught manual setting. Any correction will be within the control system limits set by the filling and emptying of the ballast tanks.

New technology ensures standards compliance Marine specialist CMR Group has invested in the latest electrical test technology to ensure the highest standards of product performance and quality assurance for its advanced marine control systems. Rick Charles, technical projects manager at CMR UK, said: “CMR has installed a dedicated compliance test station incorporating Seaward Electronic’s HAL multifunction test technology to ensure that new marine control panels demonstrate compliance with rigorous industry standards.” The new tester is primarily being used to provide high voltage dielectric testing and insulation resistance measurement on panel assemblies to meet customer performance specifications

and verify compliance with marine classification society rules, including Lloyd’s Register and DNV GL, and International Electrotechnical Commission (IEC) standards. To meet this requirement, the new test station combines the performance of a production line safety tester with load and power factor measurement for component and assembly energy consumption and ratings assessments. Incorporating AC/DC Hipot (high potential flash and dielectric strength), the tester can perform load and power functional tests, insulation, ground and earth bond testing to 40A, load switching to 30A with measurement to 100mA, and leakage testing to 100µA.

The new tester is primarily being used to provide high voltage dielectric testing and insulation resistance measurement

For automatic operation the new test station is driven by specialist Safety e-Base Pro software, that enables fully customisable test sequences to be set up and operated via a

PC. This helps to reduce the risk of human error during testing and supports the traceability of test records, with the storage of all test data directly to the company network.

GE to provide technology to Peruvian Navy research vessel When Peru announced that it would join the countries taking part in research activities in the Antarctic, it was crucial that its research vessel currently under construction was highly reliable and efficient while having the lowest possible environmental impact. To help achieve this, Spain’s Freire Shipyard contracted General Electric (GE) to provide a suite of marine solutions including the electric power and propulsion system, coupled with GE’s SeaStream dynamic positioning (DP) and automation system. The vessel is being built by Freire Shipyard at its yard in Vigo. The shipbuilder specialises in building research vessels

Marine Propulsion & Auxiliary Machinery | June/July 2016

and has a long-standing relationship with GE. Once ready, the vessel will be used by the Peruvian Navy to carry out research in the polar region. GE’s Marine Solutions business has extensive experience in the marine industry which, it says, means it is able to address stringent technical challenges while simultaneously bringing the best value to the shipyard and the Peruvian Navy. One vital element required by the Navy is a low level of underwater noise, in order that the vessel can perform research tasks effectively. Thanks to GE’s anti-vibration motor, the electric propulsion system will help meet DNV GL’s >>>

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CONTROL & AUTOMATION | 63

maritime Silent (A) class notation. “GE’s expertise and ability to deliver innovative technology will help to make this research vessel among the most advanced in the world. Its extensive experience positioned it as a natural partner for this project. Furthermore, as this vessel will venture out into the least hospitable environment on the planet, it was important for us to choose a solution that has an excellent record of reliability and a partner with a global capacity to provide local service. “GE’s technology and the people that stand behind it convinced us. GE’s cost-effective offerings and commitment to successfully deliver high quality solutions on a tight schedule have been remarkable, to say the least. We are impressed with the company’s technical capabilities and are excited to have GE’s support in this project,” said Guillermo Freire, general manager of Freire Shipyard. GE’s Marine Solutions low voltage electric propulsion system – including generators, switchboard, MV3000 variable frequency drives and motors – is known for its fuel efficiency and its high >>>

redundancy rate. The SeaStream DP and automation solution will complete the package. The low voltage electric propulsion system and SeaStream DP will enable further reductions in fuel consumption. GE’s electrical solution allows systems to stand by, which results in lower fuel consumption and can help to reduce costs. The system can be upgraded with remote diagnostic systems if these are needed in the future. “GE’s vast experience in providing similar solutions has allowed us to help the Peruvian Navy build an advanced research ship that will operate efficiently, reliably and with minimal environmental impact even in the most hostile environments. We are proud to be a part of this project, which satisfactorily meets the demands of our customer and as a result, enhances our ongoing relationship with Freire Shipyard,” said Tim Schweikert, president and chief executive of GE’s Marine Solutions business. “We are committed to continually pushing the boundaries of innovation and meeting the future challenges of the industry.”

New permanently-installable rotary electrical actuators

Electrical control of subsea valves is of growing importance in subsea production systems and especially in advanced boosting or separation systems. The electrical actuator is used to operate subsea valves to control process fluid in both process systems and production systems. For example, the subsea compression station at Åsgard, operated by Statoil offshore Norway, is

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ABOVE: The first stage of the El-drive programme has been completed, with the release of two electric actuator types

already all electric. In 2013 Aker Solutions established a development programme called El-drive. The objective of the programme was to increase the company’s competence in electric actuation, and to develop products and technology for future system deliveries. The first stage of the El-drive programme has been completed, with the release of two electric actuator types. The 400VAC direct drive is a high

duty actuator that can carry out continuous control valve operations, while the 24VDC battery-driven system operates non-continuous valves, such as isolation valves. Aker Solutions’ permanently installable rotary electrical actuator can be installed and used to operate subsea valves with ISO 13628-8 ROV Class 4 interfaces, in both process systems and subsea production systems. The electric actuator design opens up possibilities for applications beyond a standard electric actuator. The all-electric system will enable cost savings topside and for umbilicals. It will also provide opportunities for further cost reduction and a more flexible Subsea Production System in comparison with conventional electrohydraulic systems. Utilising the El-drive platform in conjunction with Aker Solutions’ flexible Vectus 6.0 subsea electronics platform will provide further new opportunities for applications. MP

Marine Propulsion & Auxiliary Machinery | June/July 2016

64 | DECK MACHINERY

MacGregor launches compact new Pusnes RamWindlass MacGregor offers a range of electric and hydraulic deck machinery

MacGregor has added to its market-leading Pusnes product range with its latest introduction of a Pusnes RamWindlass. The new windlass is based on a chain-jack design and employs similar technology used in MacGregor's successful range of Pusnes RamWinches. "The Pusnes RamWinch is well known in the industry for its compact size and low weight. It can be found on most of the spar platforms in the Gulf of Mexico and also on several other types of floating production units," says Torbjörn Rokstad, Director, MacGregor Pusnes Mooring Systems. "However, over recent years, market demand has seen the need for an even more compact, chain-jack type design, resulting in the development of our new RamWindlass." Current RamWinch designs have a main cylinder that extends below the winch foundation plates to exert the stroke or 'jacking' movement and each stroke moves the chain two links at a time. The Pusnes RamWindlass features some significant advances over

current RamWinch designs. For example, it locks the chain on every chain link, instead of every second link. Locking one link at a time translates into a shorter stroke for the ram, which therefore requires less space. Also jacking occurs on the cable lifter, not on the chain. "Space is at a premium on floating production units and with the new RamWindlass operators will benefit from an even more compact design, which requires less height clearance in the mooring arrangement," continues Mr Rokstad. The Pusnes RamWindlass has an all-in-one foundation requiring no deck penetration and its simple design leads to low maintenance requirements and high levels of reliability. "Our extensive knowledge and experience of operating Pusnes RamWinches has been an essential part of the design process for the new RamWindlass," adds Mr Rokstad. "All in all there is great market potential for it."

TTS deliveries to Meyer Turku Yard and TUI Cruises Meyer Turku Yard has confirmed a contract with TTS Marine AB for delivery of access equipment to their fifth and sixth newbuildings for TUI Cruises. A contract is reported with Meyer Turku Yard in Finland for delivery of access equipment to their newbuildings, 1392 and 1393, for TUI Cruises to be named Mein Schiff 7 and Mein Schiff 8.

Previously TTS Marine AB has delivered similar equipment the yard’s and TUI’s recent four newbuildings. The contributions from TTS include shell doors, platforms, covers, elevators and gangways as well as luggage and provision side loading systems, in total about 40 items. The TTS deliveries include design, fabrication and installation of

Marine Propulsion & Auxiliary Machinery | June/July 2016

the equipment. Among other things, TTS scope includes telescopic aluminium gangways. This is an easy-to-install-andoperate feature that both saves space and makes passenger access swifter as it can be used as both an on-board gangway and give access from the terminal through the very same passenger door.

The delivery and installation of equipment to Mein Schiff 7 and 8, will be completed by the end of June 2017 and February 2018 respectively. Mein Schiff 7 is scheduled for delivery to the owner during spring 2018 and Mein Schiff 8 during spring 2019. TTS has also developed all-electric solutions for cruise doors, responding >>>

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DECK MACHINERY | 65

to the industry’s clear commitment to cleaner operations in environmentally sensitive areas. This application will be delivered to two >>>

newbuildings for Star Cruises under construction at Meyer Werft in Papenburg. In addition TTS Marine AB has recently also received one further major contract

for delivery of access to the cruise industry to be built at a European yard for a wellrecognised operator in the cruise market. These deliveries and

projects confirms the cruise industry’s appreciation and satisfaction of TTS equipment and solutions developed for this and other cruise vessel projects.

NDM to deliver a 150-tonne AHC winch system Norwegian Deck Machinery (NDM), part of Palfinger Marine has won a prestigious contract for delivery of a complete 150 tonne AHC (Active Heave Compensated) winch system to the pipe layer vessel M/V Lorelay, owned by Allseas Group. The contract includes delivery of a complete AHC-winch system, enabling the vessel to work down to 3000m depths. M/V Lorelay is a versatile vessel optimised for the execution of small and medium diameter pipeline projects of any length in unlimited water depths, and for associated work such as the installation of risers and subsea protection frames. The vessel has an overall length of 236m and a breadth of 26m.

The AHC winch system contracted for delivery has a lifting capacity of 150 tonnes, single fall, and is equipped with a spooling device to ensure safe spooling using the existing arrangement on the vessel. Included in the delivery is also NDM’s state of the art control system for AHC winches. The delivery from NDM consists of: • One-off 150 tonne AHC winch with spooling device • 3090m Ø74mm steel wire with hook/load block • HPU, piston compensator and nitrogen gas bottle • AHC winch control system The delivery will be in October 2016, after which installation on the vessel will start.

The AHC winch system contracted for delivery has a lifting capacity of 150 tonnes

Protea supplies swivel crane for Petrobras FPSO Protea, a supplier of cranes for floating offshore production units, has delivered a swivel maintenance crane for a new FPSO conversion. Ordered by OneSubsea through Protea’s strategic partner Westcon, the crane will be delivered to the yard in Horsøy, Norway, for installation on the Libra field EWT FPSO. “The successful maintenance of a complex swivel stack requires a bespoke crane tailored for the purpose,” said project manager Magdalena Dziebor. “This crane has a dual lift system with 20-tonne SWL and 70-tonne SWL and also

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an integral skidding winch to allow the safe and efficient completion of a wide range of maintenance operations.” The crane is fully certified by ABS and has recently completed a factory acceptance test at Protea’s state-of-the-art production facility in Kluczbork, Poland. Once the crane has been installed and the conversion completed, the FPSO will be used to complete extended well tests for Petrobras at Pioneiro de Libra field in the Campos basin. In addition, Protea has recently completed the manufacture of a comprehensive crane package for an FSO that

will be chartered by Total E&P Norge for operation at the Martin Linge offshore development. Comprising two deck cranes, a 10-tonne SWL turret service crane and a 5 tonne knuckle boom crane and a 15 tonne SWL offshore knuckle boom for cargo loading and offloading operations, the cranes recently completed their factory acceptance tests at Protea’s state-of-the-art production facility in Kluczbork, Southern Poland. “Drawing on our extensive track record of delivering cranes for offshore platforms, we have worked closely with our strategic partner Westcon Lofteteknikk AS and its client

Knutsen NYK Offshore Tankers to develop and deliver a turnkey crane package for the FSO conversion,” Graham Manning, Protea's global sales manager, said. “By configuring our proven Proteus design to meet their specific requirements, we were able to provide a crane package that was both technically and commercially attractive.” Designed and certified in accordance with EN 138521:2013, DNV LA 2.22:2013 and Norsok Standards, each crane features 360 degree slewing, high performance lifting capabilities and is built to the highest standards of quality and safety. MP

Marine Propulsion & Auxiliary Machinery | June/July 2016

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AWARDS | 67

Innovators honoured by

Marine Propulsion Awards S

ix products, two individuals and a ship were all honoured at the European Marine Engineering Awards dinner. Trophies supported by Marine Propulsion magazine recognised innovation across a range of technologies, and were presented to winners at the event which took place in Amsterdam at the end of the first day of the European Marine Engineering conference. Chairman of the judges, the secretary general of the International Association of Classification Societies, Robert Ashdown, said that the scheme shared two features that marked it out as one of the best award programmes: high quality entries from around the globe and an impartial judging panel that is closely involved in the industry. Over the next few pages is the rundown of the winners and nominees.

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Marine Propulsion & Auxiliary Machinery | June/July 2016

AUXILIARY MACHINERY AWARD

ABB, for its Azipod D. Azipod D is the new member of ABB’s gearless thruster family. It features hybrid cooling, which allows a very high output torque and gives improved hydrodynamic efficiency. The electric motor performance is increased up to 45 per cent. Also nominated: Thordon Bearings and Wärtsilä Seals & Bearings ABOVE: ABB‘s Auxiliary Machinery Award for the Azipod D takes pride of place in the reception area of its Helsinki building

ELECTRICAL SYSTEMS AWARD Mirus International, for its MOS Lineator. The MOS Lineator guarantees full compliance with class society harmonic voltage limits without introducing high frequency harmonics. Also nominated: Corvus Energy, Mirus International and Zem RIGHT: Tony Hoevenaars of Mirus International accepts the Electrical Systems Award

FUEL EFFICIENCY AWARD

ENVIRONMENTAL PERFORMANCE AWARD I-Tech, for its Selektope Biocide. Selektope Biocide uses a pharmacological mode of action to combat barnacle settlement on ship hulls. It is effective in minute quantities. Also nominated: SetelHellas and Stena Line ABOVE: Philippe Chabaane of I-Tech accepts the Environmental Award for Selektope Biocide

Marine Propulsion & Auxiliary Machinery | June/July 2016

Schottel, for its EcoPeller. The EcoPeller is a highly efficient thruster optimised for open sea and coastal operating conditions. Innovations include fewer gears than a Z-drive unit and the patented high torque gear design. Also nominated: Corvus Energy, Norsepower LEFT: Rolf Hendriksma, sales manager of Schottel accepts the Fuel Efficiency Award for the EcoPeller

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AWARDS | 69

MARINE ENGINES AWARD Wärtsilä, for its Wärtsilä 31 Engine. The Wärtsilä 31 holds the Guinness World Records title for the most efficient four-stroke diesel engine. Operators can use different qualities of fuels, from very light to very heavy diesel, and a range of qualities of gas. Also nominated: CR Ocean Engineering, GE Transportation Marine BELOW: Ulf Astrand of Wärtsilä with the Marine Engines Award

INNOVATION AWARD

NSB Group/Reederei, for its ship widening system. Reederei NSB has patented a concept to widen a ship cutting it into four pieces to enlarge it, increasing its capacity and stability. Also nominated: ExxonMobil; Parker Kittiwake ABOVE: Markus Thewes of NSB Marine Solutions receives the Innovation Award

GRADUATE RESEARCH AWARD (NEW THIS YEAR) Arne Good, of Antwerp Maritime Academy, for his Solar Boat project. His goal was to explore hull design and efficient electronics to develop an efficient hull and electric propulsion. Also nominated: Dr Sunghan Kim; Dr Ibna Zaman RIGHT: Arne Good, of Antwerp Maritime Academy accepts the Graduate Research Award for his Solar Boat project

SHIP OF THE YEAR AWARD Stena Line, for Stena Germanica’s methanolfuelling retrofit. The objective of Stena’s methanol pilot project was to develop a pragmatic, cost effective and green fuel option. Also nominated: Eletson Corp’s Othoni, Höegh Autoliners’ Höegh Target ABOVE: Per Stefenson, marine standards advisor at Stena, receives the Ship of the Year Award

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LIFETIME ACHIEVEMENT AWARD LEFT: Prof Nikolaos Kyrtatos, of the National Technical University of Athens. Among many achievements are his co-ordination of the EU’s ‘Hercules’ efficient engine research programme and his work as director of the university’s Laboratory of Marine Engineering, which was designated as a centre of excellence in ship energy, emissions and economy by Lloyd’s Register’s Educational Trust in 2010 and rated as “among the best in the world” in the university’s 2012 external evaluation report.

Marine Propulsion & Auxiliary Machinery | June/July 2016

70 | AWARDS

Judges praise quality of award entries For the judges, choosing the shortlists for this year’s awards was not easy. With seven of the nine categories due to be offered online for a public vote, their role is selecting shortlists from the many high quality entries demanded dedication and commitment from the independent panel, which was chaired by Robert Ashdown, secretary general of the International Association of Classification Societies. (See page 82 for details of the judging panel’s members.)

Speaking during the awards ceremony, Mr Ashdown said the the scheme shared two features that marked it out as one of the best award programmes: high quality entries from around the globe and an impartial judging panel that is closely involved in the industry. This review outlines some of the features that prompted the judges to include the eventual winners on the shortlist that was offered for a public online vote.

Judging Panel John Carlton FREng Professor of Marine Engineering, School of Engineering and Mathematical Sciences City University London

Kjeld Dittmann Chairman SEA Europe Managing Director Lyngsø Marine

Päivi Haikkola Head of Research and Development Deltamarin

Anna Larson Vice President, Global Head of Sustainability Wallenius Wilhelmsen Logistics

Robert Ashdown Permanent Secretary of the International Association of Classification Societies

Paul Gunton Executive Editor Riviera Maritime Media

Marine Propulsion & Auxiliary Machinery | June/July 2016

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AWARDS | 71

AUXILIARY MACHINERY AWARD

Among the features that impressed the judges about ABB’s Azipod D was its high torque, achieved thanks to its hybrid cooling system. With its improved hydrodynamic efficiency and increased electric motor performance, its new unit can be used in a wider range of ship types, pointed out one judge, which was seen as a significant benefit in its favour.

ELECTRICAL SYSTEMS AWARD

Mirus International promises that its MOS Lineator guarantees full compliance with class society harmonic voltage limits without introducing troublesome high frequency harmonics. The judges recognised its significance, with one saying: “Safety, performance and reliability are fundamental to high-quality ship operations and the MOS Lineator takes this to the next level by its inclusion of a condition based monitoring feature and continuous performance montoring.”

FUEL EFFICIENCY AWARD

Schottel’s EcoPeller was launched last year as a very efficient thruster optimised for open sea and coastal operating conditions. Among its innovations are fewer gears than a Z-drive unit and a patented high torque gear design. It claims a propeller efficiency of 62 per cent, which impressed some of the judges, with one noting the correlation between that and fuel efficiency. “Schotttel has done some neat work,” another judge commented.

ENVIRONMENTAL PERFORMANCE AWARD

This award attracted the second largest entry of any category, a statistic that one judge found encouraging. In at a time when the markets are down, “there is still a strong focus on environmental issues, and that is good to see,” he said. The winner, I-Tech’s Selektope Biocide, was shortlisted as much for its potential impact as for its performance since going on the market in 2015. It uses a pharmacological mode of action to combat barnacle settlement on ship hulls and is said to be

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effective in minute quantities – “a whole new chemistry” in antifouling, felt one judge. “I am looking forward to seeing its impact,” said another.

INNOVATION AWARD

The winner of this award, NSB Group/Reederei, had developed and patented a way of cutting a Panamax ship into four to both lengthen and widen it. For ships built to the old Panamax dimensions, this increases their capacity and stability. It was “a very brave move,” said one judge, while another felt that it marked a moment when the shipping markets and technical capability came together to create an innovative idea. “It’s a new way of thinking,” felt one of the judges.

MARINE ENGINES AWARD

Wärtsilä’s Guinness World Records title for the most efficient fourstroke diesel engine for its Wärtsilä 31 engine certainly caught the judges’ eyes in this closely contested category. Operators can use different qualities of fuels, from very light to very heavy diesel, and a range of different qualities of gas, Wärtsilä’s entry noted, and one judge described the engine as “versatile and a step forward from regular engine choices.”

SHIP OF THE YEAR AWARD

It was the environmental benefits achieved when Stena Line retrofitted Stena Germanica to operate on methanol fuel that sparked the judges’ interest. “It is a good example of a company that is actively engaged in the environment,” said one judge. In seeking what Stena described as “a pragmatic, cost-effective and green fuel alternative to conventional arrangements,” the company has “made a solid commitment to looking at methanol and seeing how that works out,” he added.

•Two other awards were also presented, but were not offered for a public vote so the judging panel were not involved in preparing shortlists. These were the Graduate Research Award – new this year – and the Lifetime Achievement Award.

Marine Propulsion & Auxiliary Machinery | June/July 2016

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FUELS AND LUBES | 73

Is appetite for LNG increasing? Predictions for the size of the LNG-powered fleet have been scaled back, but vessel numbers are growing. Adrian Tolson, senior partner at 20|20 Marine Energy, looks at prospects for the clean burning fuel Shell claims there are no longer any serious technological issues to be overcome in LNG bunkering

essels fuelled by liquefied natural gas (LNG) still represent a tiny proportion of the world fleet, but one sector of the shipping industry – cruise - is adopting the technology at a brisk pace. Is this a sign that the appetite for LNG to meet impending Marpol Annex VI regulations is increasing? In April 2016, MSC Cruises, the largest privately-owned cruise line, signed a letter of intent saying that it planned to build four LNG-powered ships. If the order goes ahead, the first of the four giant cruise ships (each over 200,000 gross registered tonnes) will be delivered in 2022. At a recent cruise industry convention, one speaker predicted that LNG would power 80 per cent of the world’s cruise fleet by 2025. A member of Shell’s LNG America’s business development team said there was now focus on building an LNG supply infrastructure for cruise operators and that there were no longer any serious technological issues to be overcome in LNG bunkering. However, while the cruise sector has been embracing LNG, this has not yet been reflected across shipping as a whole. The classification society DNV GL had expected to see more than 1,000 LNG fuelled ships in service by 2020 but market trends have persuaded it to revise that figure to just 600. And although the percentage increase of LNG-fuelled vessels can look dramatic, the numbers are starting from a low base. Despite this, it is clear that the move towards LNG as a viable and credible option for ensuring compliance post 2020 - when it is anticipated that the global sulphur cap will be enforced, which stipulates that vessels must burn fuel with a sulphur content of less than 0.5 per cent – is happening. According to LNG World Shipping’s 2016 report, there will be 80 LNG-fuelled vessels in service at the end of the first quarter with a further 106 LNG-powered ships on order. In percentage terms the year-on-year increase in overall vessel numbers is 21 per cent while the tonnage on order has risen by 31 per cent.

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There is at least one sound reason for shipping maintaining its interest in LNG; indeed MSC has hailed it as ‘the most-advanced environmentally-friendly technology available’. The key word is ‘environmental’. For over a decade the shipping industry has been under pressure to reduce its harmful emissions, particularly discharges of Sulphur Oxides (SOx). Indeed there is a view that the switch in 2020 from 3.5 per cent to 0.5 per cent is almost as fundamental as the switch from coal to oil. It means that intermediate fuel oil (IFO), the key bunker grade for the last half-century, will no longer comply with international standards. Only ships equipped with emission abatement technology (scrubbers) will be able to burn conventional IFO. Ship operators have a number of compliance options, all with degrees of expense. However, using LNG would allow ship operators to comply with all the environmental rules that are currently in prospect, which relate to airborne emissions, and stricter sulphur caps. The costs of retrofitting conventional vessels to burn LNG are very high, even if there was the shipyard capacity to make the changes. We are seeing new financial models come into the market, with the backing of private equity, however, the current pricing of distillates against LNG is stifling uptake, similar to scrubbers. The reality is that the majority of growth in the LNG fleet will come from newbuilds. There also needs to be more development of the global LNG bunkering infrastructure, as well as associated standards. However, the example of the cruise sector shows that there is an evolving appetite for radical solutions to environmental compliance. The conventional wisdom suggests that distillates and low sulphur fuel oils will be the compliance solution of choice for ships when the global sulphur limit is initially enforced, with scrubbed fuel oil coming in second. LNG will most likely take third place, but will show increasing strength in the medium to long-term. MP

Marine Propulsion & Auxiliary Machinery | June/July 2016

74 | FUELS AND LUBES

ExxonMobil issues tips on switching fuels ExxonMobil has compiled five ‘top tips’ to help vessel operators switch fuels effectively when entering and leaving emission control areas (ECAs) without introducing maintenance problems. Typically, inadequate management of the fuel switch-over process can increase the risk of thermal shock to engine components, which can result in fuel pump seizures and engine shut-downs. ExxonMobil advises marine operators to consider the following key tips: • Have a clear switch-over procedure. It is important to ensure that the crew is familiar with the process. As an additional safety measure, the procedure should be tested prior to entering crowded and restricted channels where there is a higher risk of grounding or collision.

out on board or a more thorough compatibility test can be requested from a reputable testing laboratory. • Choose the correct lubricant. Cylinder oils need to be sufficiently alkaline to neutralise any corrosive acidic sulphur in the fuel. However, when less sulphur is present, less sulphuric acid is produced. Too much alkalinity in the cylinder oil can lead to liner wear, while too little increases the risk of acid corrosion. When burning low sulphur fuels in slow speed engines, it is recommended that a lower base number lubricant be used.

• Outline the best time to switch over. The optimal switch-over period is different for each vessel and operators must allow sufficient time for the fuel system to be flushed of all noncompliant fuel before arriving at an ECA limit. • Avoid hazards; know the correct temperature and viscosity. The viscosity of heavy fuel oil (HFO), ECA fuels and marine gas oil (MGO) are very different. The appropriate temperature must be achieved to ensure that the optimum viscosity at the injectors is reached. HFO is injected at ~130°C and MGO needs to be cooled to ~30°C in order to reach the correct viscosity. Major engine manufacturers typically recommend a maximum temperature change of 2°C per minute to help avoid thermal shock. • Understand compatibility. There is a risk of fuel incompatibility during the switching process where fuels may mix. This may clog filters, causing engine starvation and possible shut-down. In order to understand if fuels are compatible, an industry-standard spot test can be carried

ExxonMobil has issued fuel-switching tips for vessels entering and leaving ECAs

Nanol proves 2 per cent fuel savings from lubricant additive Nanol Technologies, which produces lube oil additives, has announced that a 2 per cent reduction in fuel consumption has been proven on Seagard, an operational roro cargo vessel, with use of its technology in the main engine. Statistical analysis and verification by NAPA, the leading maritime data analysis, software and services provider, demonstrated that use of the additive in the ship’s main engine delivered savings

during the testing period. The test was overseen by leading class society Lloyd’s Register. In a project commissioned by the charterer and the operator of the ship, European shipping company Transfennica and owneroperator Bore, ClassNK-NAPA Green vessel performance monitoring collected data over a four-month period during which the vessel operated along the same route and with the same engine settings. Two months of data collected during the control period was

Marine Propulsion & Auxiliary Machinery | June/July 2016

compared to a two-month period with the recommended levels of Nanol’s lubricant additive present in the system. Advanced algorithms were used to take into account fuel calorific value, operating conditions and typical engine load range. This analysis showed a statistically significant reduction in fuel consumption between the two periods, averaging a 2.01 per cent reduction in fuel use when Nanol’s product was present in active quantities. The verification of the

results of Nanol’s technology has led Transfennica to continue further testing of its use on Seagard and consider expanding it to other vessels in its fleet. Nanol lubricant additive was previously tested in Rederi Ab Lillgaard’s vessel M/S Fjärdvägen. The fuel consumption was reduced by 4 per cent during 2011; as compared to 2010, for the SB ME running with Nanol. Its engines today have more than 10,000 operating hours with the Nanol additive. MP

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ON THE HORIZON | 77

Innovative, eco-friendly antifouling system moves ahead

project development group that includes PPG Protective & Marine Coatings, MACtac, Meyer Werft/ND Coatings, VertiDrive and the Hamburg Ship Model Basin (HSVA) is working to establish an automatic application process to enable an innovative selfadhesive fouling release film to be used on commercial sea going vessels. This process will allow shipowners and operators to benefit from the superior fouling release properties and drag reduction capabilities of PPG’s Sigmaglide film. PPG product manager Christophe Cheikh says: “The eSHaRk [eco-friendly Ship Hull film system with fouling Release and fuel saving properties] project aims to bring to the market a fouling protection technology which not only maintains the current state-of-the-art fouling protection standards but is superior to existing paint-based solutions in terms of eco friendliness, ease of application, robustness and drag reduction effects, all of which will lead to fuel savings and the reduction of greenhouse gas emissions.” The system incorporates a fine-tuned fouling release system, based on PPG’s premium 100 per cent silicone binder technology, and a selfadhesive film that has been specially designed by MACtac for underwater use. As part of the eSHaRk project, new, robotic application technology is being developed by VertiDrive. This will be used to apply the film on large commercial vessels in an automated way. The surface morphology of the film will be

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A project that aims to produce an innovative fouling protection system for commercial vessels has now received EU funding

The composition of PPG’s Sigmaglide self-adhesive fouling release film solution

optimised to enhance drag reduction, fuel savings and emissions reduction benefits to a level that until now has been unattainable. After extensive laboratory testing, including drag reduction experiments conducted in a state-of-theart flow channel at HSVA, several small scale in-practice applications have been successfully conducted. PPG is now looking for full scale testing and validation in operational conditions, before introducing the solution to the market with the support of ND Coatings and Meyer Werft. The number of trial applications is continuously growing and the advantages of the system are being

clearly demonstrated. To date, the film system is offering clear advantages to vessels at the newbuilding stage. These include productivity improvement, with an easier and faster application of the fouling release system without the traditional constraint of overcoating intervals, and a minimum impact in terms of the environment, health and safety and waste reduction. There are no volatile organic compound emissions, which minimises the need for safety equipment at the time of application. The number of trials, as well as the size of trial vessels, will now be increased in order to validate the system

thoroughly prior to full scale commercial launch. This validation phase will confirm the benefits for the ship operator in terms of fuel consumption and greenhouse gas emissions reduction. Mr Cheikh continues: “Fouling is a constant challenge for the shipping industry. A number of fouling protection technologies currently exist, the most widely used being spray-on antifouling and fouling release coatings. However, these solutions face a number of challenges concerning their environmental impact, the efficiency of their application on ship hulls, and their effectiveness in protecting vessels against fouling. “The new eSHaRk technology applies state-ofthe-art PPG silicone fouling release technology specially tailored for fully controlled industrial application onto a self-adhesive film specially designed for underwater exposure. This enables PPG and partners to deliver an environmentally friendly and easy to apply fouling release solution that exceeds the performance of fouling release technology currently available on the market.” The eSHaRk solution is expected to have superior drag reduction properties compared with existing antifouling and fouling release technologies – up to 10 per cent drag reduction compared with the currently available maximum of 5 per cent. According to the manufacturer, this new film-based technology has the potential to set a new standard in the market for fouling protection products. It is expected to be launched in 2018. MP

Marine Propulsion & Auxiliary Machinery | June/July 2016

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BUNKER BULLETIN | 79

New design is next step in LNG bunkering network A design from Hyundai Mipo Dockyard (HMD) for a 6,600 m³ LNG bunker vessel has received Approval in Principle (AiP) from Lloyd’s Register (LR). The design will be capable of supplying both small scale requirements and the current maximum expected requirements for large ships

trading worldwide. Compliant with the requirements of the revised IGC Code, the design incorporates two cylindrical type ‘C’ tanks, reliquefaction plant, a new and sophisticated loading arm and high manoeuvrability for safe operations. The design is available

World bunker prices LATEST PRICES Settle Latest EUROPE Rotterdam MTD Antwerp MTD Falmouth MTW Gibraltar MTD Gothenburg MTD Las Palmas MTD Malta MTD Piraeus MTW St Petersburg MTD Lisbon MTW MIDDLE EAST, SOUTH AFRICA Fujairah MTD Durban MTW Dammam-Ras Tanura MTD Jeddah- Yanbu- Rabigh MTD Richards Bay MTW

in both single and twin screw with different propeller options. Chang-hyun Yoon, EVP of HMD Initial Planning Division said: ‘We have steadfastly invested in developing the wide variety of gas ship design not only to respond quickly to the market demand and but also

(Bunker price Indications – Tuesday 14 June 2016)

BRENT $50.36 -$0.19 $49.67 -$0.68

WTI $48.88 -$0.19 $48.21 -$0.67

MGO $452.25 +$0.75 $443.75 -$8.50

IFO-380 $224-$229 $224-$229 $263-$277 $240-$245 $245-$250 $245-$250 $239-$245 $244-$250 $155-$170 $252-$257

IFO-180

$276-$281 $191-$198

MGO $430-$435 $430-$435 $515-$533 $460-$470 $460-$470 $465-$475 $460-$465 $466-$475 $450-$470 $487-$497

$290-$300 Subject Enquiry $293 $304 Subject Enquiry

$515-$525 Subject Enquiry $540 $550 Subject Enquiry

$235-$240 $286 $297

$270-$275 $255-$265 $268-$275

AMERICAS New York MTW Houston MTW New Orleans MTW Vancouver MTW Panama MTW Santos MTD

$260-$265 $235-$240 $233-$250 $255-$267 $240-$247 $248-$249

$269.50-$270.50

$490-$505 $649.50

FAR EAST Hong Kong MTD Singapore MTD Busan MTD Tokyo Bay MTD Shanghai MTW Qingdao MTW* Zhoushan MTW* Lianyungang MTW*

$244-$258 $238-$256 $257-$274 $270-$274 $262-$272 $260-$263 $254-$260 $264-$269

$256-$268 $250-$264 $276-$285 $276-$278 $304-$310 $295-$298 $293-$296 $303-$306

$455-$478 $445-$470 $465-$485 $420-$430 $520-$530 $525-$530 $525-$530 $535-$540

MTD = delivered MTW = ex-wharf PP = posted price

Information supplied by Dave Reid - Broker @ WMF e: wmf.london@wmf-marinefuels.com Wilhelmsen Premier Marine Fuels Ltd

$465-$480 $470-$510 $280-$285 $645-$650

NOTES

Barging $11.50pmt PPDD PPDD Barging $14.00pmt

$455-$470

Diesel DMB

*Prices unchanged since yesterday. All prices listed are in US Dollars. These are indicative prices only to be used as a guide, subject to change depending on market conditions, quantity & supply date. DISCLAIMER: Please note that the information provided hereby merely contains observations and forward-looking expectations which are subject to risk and uncertainties related to financial and market conditions in relevant markets and may otherwise be subject to change. The purpose of this information is to share insight, which has been reported through common sources or our network. WMF undertakes no liability and makes no representation or warranty for the information and expectations given in this information or for the consequences of any actions taken on the basis of the information provided.

www.mpropulsion.com

to lead the market. For this reason, we have prepared three prototypes of 6,600 m³ (single or twin screw) and 15,000 m³ Class dual-fuelled LNG Bunkering vessels designed to operate in Zeebrugge small LNG terminal for LNG fuel in order to develop a global market for the LNG bunkering business.’ The 6,600 m³ bunkering vessel is designed to have two cylindrical tanks and a nonbulbous bow shape while the 15,000 m3 has three bi-lobe tanks and bulbous bow. Both 6,600 m³ and 15,000 m³ bunkering vessels are fully compliant with NOx Tier III at gas mode, and equipped with one set of re-liquefaction plant (1,000 kg/h), gas combustion unit and different combination of thrusters, flap rudder for better sea-keeping ability at rough sea. Because large-scale LNG carriers are not appropriate for short voyages and small LNG terminals, small scale carriers could be considered as an alternative. This vessel carries liquefied natural gas (LNG) mainly and could also be used to transport other liquefied gases if necessary. LR has been helping the marine industry develop capability and designs across the gas shipping spectrum, translating its market leading position in LNG and LPG carrier classification into the gas-as-fuel sector as the market develops. Luis Benito, LR’s innovation director, marine & offshore, said: “As LNG-fuelled shipping develops we need to make sure that the risks are being addressed from the very start. The scale of these requirements and need to understand the risks are being supported by our rigorous approaches to identifying and managing risk. Our stakeholders – shipbuilders, shipowners, ports, terminals and regulators – and society – need assurance that those risks are being properly addressed as LNG infrastructure now moves into the big time.” MP

Marine Propulsion & Auxiliary Machinery | June/July 2016

80 | POWERTALK

A HERCULEAN CONTRIBUTION TO MARINE ENGINEERING

he EU’s High efficiency Engine Research in Combustion with Ultra Low Emissions for Ships - or ‘Hercules’ – project was conceived in 2002 as a long-term R&D Programme, to develop new technologies for marine engines. Its budget has surpassed the €100 million mark and the project is now in its 12th year and will run for a further four. To get a project of that size running takes a bit of planning and there are two basic ingredients: funding and a team that is both willing and up to the task. Funding is the more important and more time consuming part! No funding agency will give away money! Rather what's being proposed has to mesh with its programme of activity. And

- and pride - what we can do and you cannot. From here one then takes a completely top down approach to inviting third party collaborator to join the various groups that are doing the project. The very best get invited first. Hercules is now in its fourth term and the project and how it’s resources have been allocated, have been guided by three basic – even abstract – goals. Improving engine efficiency, reducing engine emissions and improving engine reliability. Initially 60 per cent of the money was funnelled into efficiency projects and now these projects only account for 20 per cent. There are two reasons: we are reaching the limits of what is possible in terms of efficiency

Nikolaos Kyrtatos

The European Marine Engineering Conference’s Lifetime Achievement Award Winner, Prof Nikolaos Kyrtatos, reflects on the pioneering multi-million, multi-faceted Hercules project he has steered since 2004

“There are two basic ingredients: funding and a team that is both willing and up to the task”

its programme is not drafted by the funding agency... but from a higher authority - which is probably political and therefore influenced by the public and reliant on the advice of small expert groups. Convincing the funding agency that your project is a good fit takes the best part of five years. The other aspect, which is bringing the team together takes more social engineering than anything else. It requires competitors to work together. And at first this may prove quite difficult - and in this particular case it has taken more than two years to persuade the companies - MAN and Wärtsilä - to work together. Here other things come into play, like curiosity – or what the other side is doing

Marine Propulsion & Auxiliary Machinery | June/July 2016

for these engines. And it is becoming more and more expensive to go further in this area. Emissions commanded one third of the budget and now is nearing 50 per cent. This is because coming legislation makes this a priority area. Our spending on projects centred on engine reliability has mushroomed from 10 per cent in 2004 to about a third today. Users’ expectations of engine reliability have grown so our allocation has grown in proportion. Looking far beyond Hercules, the next generation of engines will be able to somehow assess their own performance and maybe improve it. And even further into the future we will see 'the self-healing engine'. MP

www.mpropulsion.com

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