Marine Propulsion & Auxiliary Machinery Jun-Jul17

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contents

June/July 2017 volume 39 issue 3

Regulars 5 COMMENT 6 ON THE AGENDA 9 BRIEFING 66 ON THE HORIZON 71 BUNKER BULLETIN 72 POWERTALK

Ship type: OSVs 33

11 Offshore upturn flatters to deceive 15 OSV fleet picture unclear on newbuilds 16 PSVs dominate among LNG-fuelled OSVs

Yard Profile 19 Gibdock enjoys offshore surge

Enginebuilder Profile 20 W31 engine sets the standard for Wärtsilä

Offshore Systems 23 MacGregor builds advanced fibre-rope crane

43

24 Rolls-Royce to deliver world's first hybrid subsea crane 25 PAP-16000 brings new davit lifting force 26 Dynamic positioning technology advances 27 Wärtsilä launches SmartPredict to provide safer ship manoeuvring guidance; New system supports GE SeaStream

Two-Stroke Engines 29 Dual-fuel ME-GIE runs on ethane; WinGD opens virtual engineroom 30 MAN unveils new SCR for two-stroke engines

Four-Stroke Engines 60

33 Volvo Penta launches Tier III concept; Wärtsilä 31 to power new, fuel-efficient vessel

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Marine Propulsion & Auxiliary Machinery | June/July 2017

contents Auxiliary Systems 35 ‘Magic pipe’ affair puts spotlight on separators 39 Steering a course for innovation 44 Barke high-lift flap rudders installed in new dredger; Rotterdam presence ensures speedy rudder repair 47 New compressor technology pushes efficiencies 48 Marine and offshore refrigeration compressor remanufacturing service launched

Ballast Water Management 51 Clock is ticking for ballast retrofits 56 Shipowner outlines challenges at Ballast Water Conference 59 InvaSave makes its commercial debut; Evoqua wins BWMS order for two Aframax tankers 60 Erma First applies for USCG type approval; Ballast test kit goes on show; USCG backs boxed ballast after briefing

European Marine Engineering Conference 62 Regulation and innovation dominate EMEC 2017 64 Marine Propulsion Awards Honour Innovation

Marine Intelligence 65 Marine digitalisation: “A journey that will be figured out over time”

Fuels & Lubes 69 Lube analysis reveals major engine challenges Next Issue: Ship Types: Tankers and bulkers Main features include: Fuels – treatments & additives; fuels systems; alternative fuels; Electrical systems – power plant & gensets; drives; hybrid systems; Driveline – transmission; noise & vibration Also: engineroom safety; spares supply; area report: China

June/July 2017 volume 39 issue 3 Editor: Paul Fanning t: +44 20 8370 1737 e: paul.fanning@rivieramm.com Brand Manager – Sales: Tom Kenny t: +44 7432 156 339 e: tom.kenny@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: Kazuhiko Tanaka Shinano Co., Ltd t: +81 335 894 667 e: kazujt@bunkoh.com Chairman: John Labdon Managing Director: Steve Labdon Finance Director: Cathy Labdon Operations Director: Graham Harman Head of Content: Edwin Lampert Executive Editor: Paul Gunton Head of Production: Hamish Dickie Business Development Manager: Steve Edwards Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK

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Marine Propulsion & Auxiliary Machinery | June/July 2017

©2017 Riviera Maritime Media Ltd

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

Is shipping storing up catastrophe?

R Paul Fanning, Editor

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ecently, ExxonMobil released a report out that an avowed climate change sceptic at based on its in-depth analysis of more the helm of the world's largest economy might than 400,000 oil samples that would mean a disruption to the previous consensus have made sobering reading for any shipowner. on global environmental regulation.

The analysis demonstrated a growing issue In particular, I pointed to President Trump’s with cat fines, with 43 per cent of vessels stated intention of withdrawing the United States shown to have an issue in this area and to be from the Paris Climate Change Agreement, at risk of catastrophic engine failure as a result. something that it seems will now come to pass.

15 per cent were shown to be at risk of cold Naturally, this has provoked much corrosion, 9 per cent saw high levels of iron in condemnation and many expressions of horror scrape down oil, which is indicative of engine worldwide. However, what no-one can surely wear, while 25 per cent were experiencing claim to be is surprised. After all, it was a water washing problems. pledge he made during his election campaign This report brings together a number of and is the logical conclusion of many of his themes that are key statements and actions. to the market at So what does the moment. One is it actually mean the threat currently for environmental “PERHAPS WHAT WE SEE posed to engines by regulation in shipping?

HERE IS AN INDUSTRY both new fuels and Well, on the surface, not incorrect lubrication. very much. Shipping BESET BY THE COMPETING One more is the isn’t actually covered DEMANDS OF REGULATION problem caused by in the Paris Agreement, a lack of skills and while negotiations AND A TOUGH MARKET” expertise among on maritime pollution crews who are either control, polar waters lubricating incorrectly and CO2 cuts are the or failing to use preserve of the IMO. filtration systems. And another is the way in However, where this move seems certain which data such as this can now be used to to have an impact is in the message it sends identify problems before they occur. and the repercussions it is likely to have.

However, another analysis of these figures Beyond the symbolism of the move, US nonis that they present a worrying snapshot of engagement in other environmental efforts the industry as a whole. Perhaps what we see could place many other nations at an economic here is an industry beset by the competing disadvantage when competing with the US. demands of regulation and a tough market, Should this be the case, will all other parties where the need to save money means that remain steadfast in their determination to hold crucial skills are being lost, corners being the environmental line? cut and mistakes are being made that could Potentially, the US withdrawal could prove costly in the longer term. represent a huge crack in the otherwise solid Earlier this year, I wondered what impact international consensus on climate change Donald Trump’s accession as President of the action. Whether that crack goes on to United States might have on environmental weaken those foundations, however, remains regulation in shipping. At the time I pointed to be seen. MP

Marine Propulsion & Auxiliary Machinery | June/July 2017

6 | ON THE AGENDA

BIMCO general secretary queries compliance on sulphur cap Lars-Robert Pedersen, the general secretary of shipping association BIMCO, has expressed doubts about the likelihood of compliance with the 2020 global sulphur cap.

Speaking at the recent workshop of the Exhaust Gas Cleaning Systems Association, Mr Pedersen said: “It’s not as simple as compliance or non-compliance. We are not sure we understand what compliance actually means.”

Mr Pedersen went on to explain that the various exemptions allowed for things like non-availability of compliant fuel or safety issues could mean that significant loopholes exist that could allow ships to carry on burning non-compliant fuel.

As well as these exemptions, Mr Pedersen pointed out that only around half of IMO member states are parties to Marpol, meaning that many vessels flying

those flags will have no rule from their flag states dictating to them what fuel to use. This, of course, will put the onus on the port states to decide how to enforce the law.

Outlining the worst-case scenario, Mr Pedersen said that, without greater clarity, there could be large-scale non-compliance come 2020 and that the regulation as it stands has the potential to “cause chaos”.

Lars-Robert Pedersen, the general secretary of BIMCO

States rush to beat BWMC deadline

Shipping has had its "head in the sand" on ballast

Four states ratified IMO’s Ballast Water Management Convention (BWMC) in one week in June in a move apparently timed to beat a deadline set out in the convention’s entry-intoforce criteria.

The Bahamas and Singapore deposited their instruments of accession on 8 June, a day after Australia had ratified and two days after the United Arab Emirates had done the same, on 6 June. They brought the number of states party to the BWMC to 59, representing 65.18 per cent of the world’s merchant fleet tonnage.

By ratifying by 8 June, the convention will enter into force for these states on 8

The shipping community appears to have “had its head in the sand for years”, judging by Intercargo’s recent online article and submissions to July’s Marine Environment Protection Committee meeting (MEPC 71), according to one industry consultant.

Thomas Lillig, principal of the US- and Singapore-based consultancy LTK Maritime Consultancies, said “bringing these problems up five months before the Ballast Water Management Convention comes into force is bad planning at best and cynical at worst. These issues should have been looked into eight or nine years ago – after the first ballast water management systems (BWMSs) were type-approved.”

In a detailed review of Intercargo’s concerns, he said that the shipping industry “should have engaged with regulators and manufacturers, with this degree of attention and detail, many years ago.” Although he acknowledged that some owners “have engaged and shown commendable commitment to the issue… this is a small minority.”

Among the details he highlighted were Intercargo’s remarks about UV-based systems and the challenges of using them on gravity-discharging top side tanks. “It is generally known that the application of UV treatment is limited to flow rates of 2,000 to 3,000 m3/hr,” he said, yet “bulk carriers have discharge rates of 4,000 and up to 8,000 m³/hr, therefore UV systems will not be used on these carriers.” However, he said, there are nearly 30 type-approved BWMSs that can handle flow rates of 4,000 m³/hr or more.

Mr Lillig acknowledged that concerns about system performance are valid but asked why this uncertainty existed.

“If we don’t use the BWMS, we cannot learn anything and do not gain experience on how to improve them,” he said. “The refusal to install and the reluctance to operate is the cause for the uncertainty.”

In conclusion, he said, “the Intercargo publication has some valuable points, but it should have been published 10 years ago.” MP

September, along with every other state that has ratified it so far. Article 18 of the convention, which addresses its entry into force, specifies that, for states that ratify the convention after its requirements for entry into force have been met but before its entry into force, their ratification “shall take effect on the date of entry into force of this convention or three months after the date of deposit of instrument, whichever is the later date.”

Most other conventions have similar clauses, in line with the UN’s Vienna Treaty, which sets out parameters for “any treaty that is the constituent instrument of an international organisation.”

Eldred Bethel (right), high commissioner of the Bahamas to the UK, delivered its ratification to IMO secretary general Kitack Lim (credit: IMO)

Marine Propulsion & Auxiliary Machinery | June/July 2017

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BRIEFING | 9

Using eductors to strip treated ballast water Eductors have long been used to remove the final contents of ballast tanks. David Smith of The Ballast Water Centre at PML Applications in the UK, considers how they interact with treatment systems

What do eductors do?

Ballast tanks often consist of a labyrinth of chambers with openings and channels allowing water to enter all areas of the tank during ballasting and to drain towards the pump suction during deballasting.

During tank emptying, the flow of ballast water to the suction pipe can become restricted by the bottom structure; consequently, the main ballast pump will often lose suction before all the water has been removed.

To remove most of the remaining ballast water, a process known as ‘stripping’ may be undertaken using an eductor. This uses local sea water at a high pressure to create a vacuum which is applied to the ballast pipework and suction point in the ballast tank.

Eductors may affect the correct functioning of a ballast water management system (BWMS) that uses chemical additives. This treats the ballast water on board with a disinfecting compound and will incorporate a control mechanism to apply a neutralising compound to condition the discharged ballast for environmental acceptability.

This control function incorporates a sensor for total residual oxidants (TROs) which is fitted to the discharge line and governs a unit that injects a chemical neutraliser to the outgoing ballast water to reduce the oxidant content to tolerable limits.

An eductor’s discharge will be a mixture of local harbour water and that from the ship’s ballast tanks. Its characteristics will be that of extremely aerated water, often discoloured with tank sediment.

This may affect the ability of a sensor to operate correctly and result in incomplete neutralisation of disinfected water.

What are the issues for TRO sensors

TRO sensors available for use with a BWMS operate on two basic principles: colorimetric or amperometric. Both types have limitations when used to process eductor generated water.

For colorimetric sensors, air bubbles and sediment may result in discoloration that could give false readings or render the unit inoperable. Amperometric monitors can also be adversely affected by this and be prone to fouling by iron and manganese in the water.

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LEFT: Tank structures can impede water flow to the suction pipe RIGHT: Ballast stripped by eductors is discoloured by sediments (credit: Douglas Smith)

How can this affect the use of a BWMS?

The measurement of TRO becomes problematic when eductors are employed. Without reliable information being fed back into its control system, a BWMS employing chemicals cannot function correctly and may fail to counteract the adverse environmental effects of its discharge properly.

What does IMO say about this?

IMO document PPR1/WP.6 was produced in February 2014 at MEPC 66. It included an annex that proposed some draft guidance relating to stripping operations using eductors, including a paragraph about eductor use with BWMSs using chemical neutralisers.

It proposed that if monitoring shows that the bulk of the ballast discharged through the main system does not need neutralising, “it is accepted that the remainder of the ballast water in the tanks will also be compliant and may be discharged via an eductor system using local water as motive water without additional monitoring.”

This was considered during MEPC 67, which recommended that ballast water sampling should not be performed during stripping operations.

Why does this matter?

Some aspects of using eductors with treated ballast water remain unclear and may be the subject of debate again in the future.

While the case for not sampling eductor discharges is accepted when no neutraliser has been required during the bulk discharge, what should occur if the BWMS had to apply significant quantities of neutraliser during this period?

Further, it may have been assumed that eductors only handle a very small quantity of water, say less than 1 per cent of the total discharge. The reality may sometimes be different with eductors being engaged at an earlier stage of the discharge process.

One solution is that the BWMS could record the average neutraliser concentrations applied during the bulk of the ballast discharge and continue to inject similar concentrations into the eductor discharge water. MP

Marine Propulsion & Auxiliary Machinery | June/July 2017

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OSVs SHIP TYPE | 11

OFFSHORE UPTURN FLATTERS TO DECEIVE There are signs of a very slight upturn in fortunes in the offshore industry, but from a very low base, says Barry Luthwaite

I

n essence the situation in the offshore industry is grim – especially for newbuildings. The market is stuck with a combined total of 473 newbuildings in the three ‘workhorse’ categories of platform supply (218), anchor handling (176) and offshore support (79). Many of these have been on order for two years or more and are nowhere near delivery status because of the market turmoil.

When originally ordered, most were matched with lucrative time charter employment at high rates. This has long disappeared as investment by oil majors on future projects for oil and gas exploration have been cut to the bone.

There is unlikely to be much change in the immediate future. Shipbuilders and shipowners alike are suffering badly.

After such a long period of prosperity in the immediate years after the financial crash, there was perhaps a feeling that the good times were here to stay, but the catastrophic fall in the global oil price has prolonged the recession. Just where will the plethora of newbuildings be employed?

Already there is evidence of dozens of vessels in the water from launch status, but laid up at shipyards with fitting out delayed or halted. It is inevitable that a few of these will be scrapped without ever seeing service. However, some shipyards, especially in Norway have successfully redrawn the battleground and moved into specialist construction outside offshore.

Their survival is a remarkable story, but for shipowners it is not that easy, as big names as well as smaller operators are facing

The merger of of Solstad, Farstad and Deep Sea Supply has seen the creation of Solstad Farmstead

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bankruptcy or have already perished.

Banks are not in the mood to support offshore commitments at the present time and potential investors have been frightened off.

Competition remains fierce. It is noticeable that there has been a record surge in high capacity bollard pull anchor handling tugs which are more than ready to divert from ship towage to movement of rigs and offshore structures. This places offshore vessels under more pressure as lower overheads are involved.

Shell recently announced that it will work on exploration projects from a base level of US$45 a barrel and resumed production on fields that were stalled. In order to make this viable cutbacks were made in other areas on infrastructure including employment of less platform supply vessels. Either way the offshore market seems trapped at the moment.

Recycling remains at an almost nonexistent level, whereas any significant increase would help matters but it is a forlorn thought unless organised under an inducement programme. Maersk is leading the way by scrapping its existing vessels when a new order is placed or deliveries taken. More companies need to follow suit.

The large area of deck space and in many cases craneage means that many units can be utilised in a variety of roles when offshore life is ended. In the last year, aside from bankruptcies, mergers have been on the agenda with the main aim of economy of scale for costs and increasing competitiveness.

Norway has already witnessed consolidation moves in order to preserve competitive status and cut costs. Solstad merged with Rem Offshore and this has now been taken a stage further with the

Marine Propulsion & Auxiliary Machinery | June/July 2017

12 | SHIP TYPE OSVs

subsequent merger of Solstad, Farstad and Deep Sea Supply. With estimated annual cost savings of US$47-77 million the move makes sense as each company offers a different experience of international market business. Fleet status will rise to 154 vessels under the new combined name of Solstad Farstad with the former as the parent owner.

The dearth of ordering is firmly underlined by the fact that in the first half of 2017 only five offshore support vessels and five platform supply vessels were contracted and, in a whole year from midJune 2016 the total is only 26. Ironically the ordering drought has contributed to a revival in charter activity with a steady number of time fixtures concluded although at much lower rates pre slump.

However most owners are in the same position of having to accept this position and recovery has to start somewhere.

Layup costs and deferred delivery arrangements can also prove expensive.

Equipment suppliers have been badly hit by delays and cancellations for newbuildings although it has to be said that the latter remain at a very low level.

Several vessels are under the microscope to be picked up at auction or by distress sales at very cheap prices. There is always a time lag for equipment orders and it is from 2017 that most suppliers will be increasingly worried about original orders and whether those original price levels can be sustained or respected by troubled owners. Profits may well be affected although non offshore specialist construction has balanced offshore losses to a degree.

The offshore crisis has demanded integrated solutions in order to start on the road to recovery. Some feel there is an unfair advantage that US owners can seek salvation from Chapter 11 bankruptcy under protection of the court. This is understandable perhaps for US region employment, but not elsewhere and

“THE OFFSHORE CRISIS HAS DEMANDED INTEGRATED SOLUTIONS IN ORDER TO START ON THE ROAD TO RECOVERY”

OSV ORDERBOOK (June 2017) Anchor-Handling

Platform Supply

176

218

GRAND TOTAL 473

Offshore Support

79

particularly hits overseas owners who have vessels chartered to American owners now under the umbrella of court protection.

The latter can end charter arrangements overnight if need be, which prompts immediate cashflow problems for overseas owners. Restructuring of debts under agreement with creditors is common place and allows a new lease of life to distressed US owners. Tidewater and GulfMark are two companies emerging from debt restructuring with freedom to start a new era of recovery.

Both built up huge fleets of newbuildings, but was it a case of spending too much too soon? There is a theory that designers and suppliers of marine equipment to offshore vessels such as Rolls-Royce may be invited to participate in part ownerships to ease the crisis and keep shipbuilders happy in respect of payments for ships.

Some emerging offshore countries are building up their own fleets for more selfsufficiency with the Middle East taking delivery of newbuildings as well as picking

Marine Propulsion & Auxiliary Machinery | June/July 2017

up second-hand distress sale tonnage.

ESNAAD – a division of Abu Dhabi National Oil Co., (ADNATCO) has recently completed delivery of a series of ten platform supply vessels from De Hoop, Netherlands originally ordered at the end of 2013. Equally this same owner has nine anchor handling units under construction at Zhejiang Shipyard, China to SPA80A design, the first of which is due for delivery soon having been contracted in July 2015. Some investment is apparent but severely restricted in recent times.

Even China has cut back on newbuildings.

The prognosis is far from good but the first seeds of recovery have shown themselves this year under the consoling thought that ‘everyone is in the same boat’ seeking rescue from a turbulent weather change. Calculations for earnings can only be based on the Shell starting perspective of US$45 a barrel rising to US$80 a barrel if any kind of recovery is to ensue.

If there is to be improvement and return to moderate profits, it will not announce itself until at least 2019. MP

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OSVs SHIP TYPE | 15

OSV fleet picture unclear on newbuilds Questions are being raised about the large number of offshore vessels that are on order and launched but yet to be delivered, says David Foxwell

Overcapacity has dogged the OSV industry for the last three years

A

key moment in the construction of a vessel is when it is launched in order to be fitted out. Yards will typically complete this stage promptly, so as to deliver the vessel and take payment.

However, due to the harsh nature of the downturn in the offshore support vessel (OSV ) industry, many vessels that have been launched remain uncompleted and undelivered. This poses a question as to whether units now launched for a long period of time will ever actually be delivered.

There are well known milestones in the construction

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and delivery of a vessel. These include the contract being signed, the keel being laid, the unit being launched and its delivery. Launched units require varying levels of fitting out. However, as Clarksons Research Services Ltd (CRSL) noted recently, the time between OSVs being launched and delivered has seen dramatic change in the last decade.

According to CRSL, between 2004 and 2008, the average share of launched units in the OSV orderbook was 12 per cent. In 2009–14, it rose to 22 per cent and jumped to 45 per cent in January 2015–April 2017.

One of the major drivers

of this trend was that OSV owners became increasingly reluctant to take delivery because of financial difficulties, leaving many newbuilds in a state of flux. This trend has been exacerbated by speculative ordering prior to the downturn.

As CRSL also noted, the length of time units have remained launched has increased. 2004–14 saw a gradual increase, but in the last two years, the number of vessels in this category has skyrocketed: 45 per cent of launched units have been on the water for longer than a year.

Analysis by CRSL shows that the share of launched units on the global OSV orderbook

peaked in September 2015 at 251 and fell to 202 in April 2017. Over the same period, there has been an eightfold increase in the number of units that have been launched for more than two years and close to a 200% increase in units that have been launched for between one and two years. It appears that a large number of launched units have remained launched in the period from 2015 to 2017.

A large number of OSVs that are already delivered and in service are in layup, and there is a parallel here that can be drawn with the growing number of undelivered vessels.

The parallel is, of course,

Marine Propulsion & Auxiliary Machinery | June/July 2017

16 | SHIP TYPE OSVs

that in the same way that many vessels that are laid up may never return to service – because their value has declined and reactivation costs have increased in the same period – so newbuild OSVs that have been launched, but not fitted out, may never be delivered.

Although it is undoubtedly the case that many vessels that are laid up probably won’t be reactivated, and it is also true that many vessels that have been launched but not fitted out won’t be delivered, getting hard data on the number of vessels involved isn’t easy.

Another difficulty is that speculative ordering has created a situation where units are launched but their ownership is unclear. Finding out how fully fitted out this ghost fleet of newbuilds might be is tricky too.

However, as CRSL points out, newbuilds that were launched more than two years ago will need money spent on them before they can be completed. The longer a vessel remains launched but not completed, the more it is likely to cost money to bring it up to scratch. This means that the

“Speculative ordering has created a situation where units are launched, but their ownership is unclear”

incentives for yards to maintain high levels of upkeep are diminishing all the time.

Overcapacity has dogged the OSV industry for the last three years. It was an issue even before the downturn. Everyone used to talk about scrapping, but of course, there’s little scrap value in an OSV because of its size. So forget scrapping: the recovery needs vessels to be taken out of the market in other ways. The twin ghost fleets – older laid-up ships that won’t be reactivated and those that will never be delivered – might just help the situation.

PSVs dominate among LNG-fuelled OSVs There has been little change in the number of service and supply vessels in the world LNG-fuelled fleet over the past year. According to Marine Propulsion’s sister title LNG World Shipping’s new review of gas-powered ships that are not LNG carriers, both the operational and on-order fleets of service and supply vessels rose by three units.

Platform supply vessels (PSVs) figure prominently in the at-sea LNG-powered service and supply fleet, accounting for 20 of the 33-ship complement. The orderbook, in contrast, shows much more variety, with a portfolio encompassing dredgers, a jack-up rig, a semi-submersible crane vessel, a cable-layer and a wind farm installation ship.

DEME of Belgium has been a leading advocate of LNG-fuelled dredgers and has investigated the challenges of using gas to power them. Factors to be weighed up include bunker tank size and location, LNG bunker availability, shipboard bunkering connections, crew training and the step load capability of the various gas-burning engine options.

Combined with its cold box encasement, a cylindrical Type C LNG bunker tank occupies about three times as much space as a prism-shaped tank of marine gas oil (MGO) containing the same energy.

While Type C pressure vessel tanks offer many advantages, accommodating them has a significant impact on vessel layout. Also, the tank location restrictions imposed by the new International Code of Safety for Ships using Gases or other LowFlashpoint Fuels (IGF Code) add another level of complexity to the design challenge.

Naval architects working on the DEME dredgers found that dual-fuel diesel engines worked best for the vessels as they have a better step load capability than gas engines. The mix of LNG and MGO bunker tank capacities associated with such propulsion units also offers a measure of redundancy.

The aim is to optimise the use of LNG, assuming that the cost of this fuel is lower than MGO, but to provide sufficient MGO as a backup. The crew can switch to MGO if the dredger has to

Marine Propulsion & Auxiliary Machinery | June/July 2017

Harbour vessels such as Econuri, deployed at Incheon, South Korea, are also LNG-fuelled

operate longer than planned before the next LNG bunkering stop.

Harbour tugs are the second most popular type of LNGfuelled service and supply vessel, after PSVs. There are now six gas-powered tugs in service and eight on order. Wärtsilä, with its medium-speed dual-fuel engines, and Rolls-Royce, with its gas-only units, have both enjoyed success in providing tug propulsion systems.

LNG-fuelled tugs are in operation in Norway, China and Japan, while Dubai and Singapore are poised to join the club as a result of vessels on order. The next new member could well be the US where a number of designs for gas-fuelled tugs and towboats have been tabled.

Three of the tugs on order are under construction at the Gondan yard in Spain for Østensjø Rederi AS. The owner has opted for Wärtsilä engines and the series is slated to provide ship assist and escort services for the LNG carriers loading cargoes at the Statoil export terminal near Hammerfest in northern Norway. MP

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YARD PROFILE | 19

Gibdock enjoys offshore surge Gibdock secures quality and environmental recognition

An increase in work on OSVs has recently included a hull cleaning project for the Gibraltar-based yard

G

ibraltar shipyard Gibdock has recently seen a surge in offshore vessel repair and maintenance work. This has included a special project for Solstad Offshore, to ensure that Normand Reach meets the exacting hull cleanliness standards set by Australia’s national biofouling management guidelines for commercial vessels.

The 120.85m length construction support vessel entered the yard on its way to Western Australia, where it is reportedly due to enter charter in order to work in the Ichthys gas field development project.

Solstad is a regular Gibdock customer, but this was the first time that 2014-built Normand Reach had been in the yard. It spent an 11-day period in Drydock No 2 for hull washing, blasting and antifouling coating, and routine drydocking works. Final tasks were carried out afloat.

“Our decision to use Gibdock on the Normand Reach project was based on our previous good experience with the yard,” said Conrad Melhus, Solstad technical manager. “The fact that Gibraltar is on the route from the North Sea to Singapore and Australia via the Suez Canal was also a factor.

A lot of cleaning and paintwork was carried out on the hull, and the climate in Gibraltar is more favourable in April compared with Norway. Once again, Gibdock has demonstrated that it was a

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good choice for Solstad Shipping.”

Australian guidelines covering invasive species are among the most demanding in the world. Over and above regular hull cleaning work and propeller polishing, Australian inspections focus on niche areas where biofouling can accumulate, including the rudder hinge, sea chest, bilge keel and bow thruster, and any associated grates.

“The internal surfaces of sea chests, for example, need to be painted with antifouling coatings that are suitable for the flow conditions of sea water through the chest,” said Gibdock shiprepair and project manager Filip Tsankov.

“These standards demand deep cleaning and close attention to detail.” Gibdock has performed hull cleaning work in line with Australian requirements on several occasions, he added.

Gibdock also undertook some special fabrication work as part of the job, with new plating installed to reinforce the vessel’s bridge and main deck protection against the threat of piracy.

Richard Beards, Gibdock managing director, said: “What is certain is that more complex offshore projects have been coming through from the major oil and gas majors in recent months, and our purpose-built Pad 1 area for heavier work and fabrication has been playing a major role in ongoing projects.”

After an intensive 10-month review and upgrade of operating processes across the company, Gibdock has made the transition from ISO 9001:2008 to the new ISO 9001:2015 quality management standard, and from ISO 14001:2008 to the ISO 14001:2015 environmental management standard. The Gibraltar yard has completed both transitions well in advance of the mandatory date of September 2018 set by the International Organization for Standardization.

A Lloyds Register (LR) assessment team visited Gibdock in early April to carry out the external audit and verify compliance, shortly after receiving confirmation that the yard had achieved both the ISO 9001:2015 and ISO 14001:2015 standards and that its internal processes are fully integrated with the new guidelines.

Francis Mauro, manager for quality, health, safety and the environment at Gibdock, said: “As soon as the new standards were issued, we started work to ensure that we were compliant as early as possible. We were delighted to receive certification from LR and to hear that of all the businesses it has audited to date, Gibdock was considered one of the highest performing in quality management and environmental protection.” MP

Marine Propulsion & Auxiliary Machinery | June/July 2017

20 | ENGINEBUILDER PROFILE

W31 ENGINE

sets the standard for Wärtsilä First launched in 2015, the Wärtsilä 31 is to be the blueprint for a generation of engines to come, according to the Finnish giant

The Wärtsilä 31 is to be the first of a new generation of medium-speed engines

A

s its portfolio in other areas becomes ever more diverse – particularly in areas such as digitisation – it is fair to say that as far as the future of its engine activities are concerned, Wärtsilä Marine Solutions’ focus is on its flagship engine, the Wärtsilä 31.

Launched two years ago, the Wärtsilä 31 is very much billed as the first of a new generation of medium-speed engines, even having been recognised by the Guinness Book of World Records as the most fuel-efficient four-stroke engine in the world.

Speaking to Marine Propulsion at Wärtsilä's recent customer day in Vaasa, Finland, Robert Ollus, product manager for the Wärtsilä 31, said: “Reliability was the key driver behind development of the engine, along with energy efficiency, total cost of ownership and emissions reduction in line with legislation.”

Fuel flexibility is another major factor in the engine’s appeal.

The Wärtsilä 31 engine comes in three alternative versions;

Marine Propulsion & Auxiliary Machinery | June/July 2017

diesel, dual-fuel (DF) and Spark-Ignited Gas (SG). The multi-fuel capabilities of the engine extend the possibilities for operators to utilise different qualities of fuels, from very light to very heavy diesel, and a range of different qualities of gas.

Maintenance, too, is an area where Mr Ollus believes the engine has the potential to make major savings. “On average,” he says, “we believe the engine can reduce the need for maintenance work by as much as 50 per cent.”

In terms of sales, however, Mr Ollus concedes that, with nine engines sold in the marine market so far, the Wärtsilä 31 is “behind where we would like it to be”. He ascribes, however, to the notably tough condition of the market at the moment.

Certainly, there is no suggestion that the group’s confidence in the engine is in any way diminished. A programme has been initiated by Wärtsilä to create serial production capabilities and process for its manufacture by the end of 2018. This, the group believes, will bring the efficiency of its manufacturing operations to a new level by minimising waste.

With regard to the future, Mr Ollus is clear that the Wärtsilä 31 will set the standards for Wärtsilä’s engines from hereon in, revealing to Marine Propulsion that: “It will be the blueprint for a whole generation of engines, much as the Wärtsilä 20 was for a previous generation.”

Indeed, Mr Ollus went on to make explicit that the 31 “will be followed by a bigger brother and a smaller brother”. And, while he was not prepared to be specific on the timing for this, he was clear that these developments would appear in the next five years.

For the moment, however, a new state-of-the-art pelagic trawler will be the latest vessel to be fitted with a Wärtsilä 31 main engine.

The vessel has been ordered by Research Fishing Co based in Lerwick, Shetland Islands. The order with Wärtsilä was booked in April 2017. There is an option for a second vessel (see page 20).

In specifying the Wärtsilä solutions, the customer cited the need for the latest technologies in order to optimise the total efficiency of the vessel.

This will be the first 12-cylinder version of this engine ordered.

In addition, Wärtsilä will supply the gearbox, the controllable pitch propeller with the Wärtsilä ProTouch propulsion control system, as well as one 8-cylinder and one six-cylinder Wärtsilä 20 auxiliary engines. Delivery of the Wärtsilä equipment is scheduled to commence in November 2017. MP

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Deck Machinery OFFSHORE SYSTEMS | 23

MacGregor builds advanced fibre-rope crane New crane will feature a range of novel technology

M

acGregor is building what it claims is one of the most advanced fibre-rope cranes on the market.

The MacGregor FibreTrac crane will have a 150-tonnes safe working load capacity and will be ready for testing during the first quarter of 2018.

The crane will incorporate many unique technologies including Parkburn Precision Handling Systems’ Deep Water Capstan with storage winch capable of accommodating 4,000m of 88mm rope. It will use Lankhorst’s LankoDeep fibre rope made from DSM Dyneema’s DM20 XBO fibre with DNV 303 certification. The rope will be connected directly to the crane hook using a socketed termination from Applied Fiber.

The crane will also feature an advanced rope monitoring and management system that maximises rope lifespan and provides clear lift line status information for the operator at all times. It will be controlled using MacGregor’s latest control system with the added advantage of providing real-time data feedback to onshore locations using MacGregor’s OnWatch service.

“MacGregor launched its fibre-rope crane range in 2016 and as part of demonstrating its capabilities to the market, we have entered into a programme to build, certify and validate the world’s most advanced fibrerope knuckle-boom crane that the market has yet seen,” said Høye Høyesen, vice president of advanced offshore solutions

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The crane will comply with the latest DNV GL rules

at MacGregor.

“The greatest advantage of fibre rope when handling loads in ultra-deep water is that it weighs virtually nothing in water,” continued Mr Høyesen.

“This neutral buoyancy means that, regardless of the length of rope paid out, the fibre rope does not add anything to the load experienced by the crane. Cranes

can therefore retain their full payload lifting capacity all the way down to maximum depth.

This is in complete contrast to using wire rope, where the ever increasing weight of wire paid out limits the load permissible in relation to depth.

“We strongly believe in the advantages that this technology will deliver to our customers.

This is not just limited to payload, but also includes significant weight savings, rope lifespan and ease of maintenance, handling and logistics.”

The crane has been designed and will be built to comply with the latest DNV GL lifting appliance, fibre and rope manufacturing rules. MacGregor intends to provide the first system fully certified in compliance with DNVGL-ST-E407 (Ropebased deployment and recovery systems for designated service).

“Compliance with DNV GL’s strict regulations should provide end users with even greater confidence in the long-term use of this technology for this purpose,” he added.

“DNV GL is excited to have been chosen for the technology assurance and certification of this project,” said Arnstein Eknes, director for special ships at DNV GL. “Compliance with DNVGL-ST-E407 enables the long-term outcome of this technology to be certified, by moving towards a focus on the lifetime management of key elements within the system.

Owners and operators can document for their customers fitness for purpose over the entire lifespan, managed with a basis in the certificate of designated service.”

The MacGregor fibre rope solution can also be retrofitted on existing cranes as well as stand-alone winch systems, and is available with both hydraulic and electric drive options.

“The entire system has

Marine Propulsion & Auxiliary Machinery | June/July 2017

24 | OFFSHORE SYSTEMS Deck Machinery

been designed and optimised to enhance user performance and ease of maintenance,” concluded Mr Høyesen. “MacGregor is excited to be able to demonstrate the crane’s market potential and we will work closely with key customers during this time.”

Rolls-Royce to deliver world’s first hybrid subsea crane

Rolls-Royce has been assigned by Brazilian shipowning company CBO to equip an existing offshore platform supply vessel (PSV) with a new patented dual draglink (DDC) subsea crane.

This will be the first installation of a subsea crane designed to be able to use either fibre or steel wire rope.

The hybrid DDC subsea crane will be installed on the vessel CBO Manoella, which is

being retrofitted from a PSV into an ROV Support Vessel (RSV).

The active heave compensated crane is designed for continuous operation in a tough and corrosive offshore environment with a focus on efficient and safe load handling.

Marcelo Martins, CBO technical director, said: “This is one of two vessels CBO is retrofitting from PSVs to RSVs, and we are very satisfied with the flexibility of the crane from Rolls-Royce. A hybrid solution, with use of either fibre or wire, makes the vessel better prepared to take on a larger variety of future subsea tasks.”

The crane is to be installed on CBO Manoella is a hybrid DDC with a lifting capacity of up to 50 tonnes and an operating depth of up to 3,000m. It will be equipped with wire rope when it embarks on its first subsea assignment

The crane is to be installed on CBO Manoella is a hybrid DDC

off the coast of Brazil. However, the possibility of changing to fibre rope provides flexibility in a challenging market. Because of the low weight of the fibre rope, the vessel’s deck load capacity can be increased by approximately 100 tonnes. Another benefit of using a low weight fibre rope instead of steel wire is increased lifting capacity at great depths.

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unit (CTCU) forms the crane winch and is located at the crane’s main boom. This solution saves space compared to a solution where the CTCU is mounted below deck, and also makes it a better choice for retrofits. The horizontal elbow derrick movements provide active heave compensation. This considerably reduces wear and build-up of heat in the lifting

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Deck Machinery OFFSHORE SYSTEMS | 25

sway in adverse weather.

“Vestdavit has supplied bigger davits, but the PAP16000 is our largest single point davit with docking system for lifting over the side of a ship to date,” said Atle Kalve, Vestdavit development director. “We have delivered dual-point winch

davits of up to 36 tonnes safe working load and a 30 tonnes single point davit for stern operations, making us the market leader in handling very large workboats. However, single point handling of larger and larger workboats over the side without compromising stability presents

particular challenges.”

The first installation will be on board a vessel designed for flexibility, needing to lift one crew boat able to carry up to five personnel, but also another able to carry a complement of up to 10 persons plus one ton of cargo, Mr Kalve added. MP

Picture © Alf van Beem

line compared to when the active heave compensation is part of the winch.

CBO Manoella has 76.7m overall length, a beam of 17m, and a gross register of 2,668 tonnes. It has a Rolls-Royce UT 715 L design and first went into service in 2009. It was then number two in a series of nine UT 715 L designs ordered by CBO. Today the vessel is part of CBO’s current fleet of 27 offshore vessels, of which 14 are UT designs from Rolls-Royce.

Gary Nutter, Rolls-Royce director of products – Marine, said: “We are very happy to be able to continue our close co-operation with CBO by retrofitting one of our previous designs. This project is a great example of how offshore shipowners are adapting to a new reality with the use of new technology.”

The delivery from RollsRoyce will take place in the third quarter of this year. It comprises a complete DDC crane system including the CTCU, cabin and control system.

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Vestdavit has completed its largest ever single-point A-frame davit for over the side boat handling, rising to the continuing challenge set by customers to be able to launch and retrieve ever larger workboats from their ships.

The first PAP-16000 davit, which features a safe working load of 16 tonnes, will be installed on board a service operation vessel destined for a specialised segment in the offshore industry for an unspecified owner. The 58.5m length vessel, due for delivery by the end of 2017, will operate off north continental Europe.

The Norwegian boat-handling specialist said it had received approval from DNV GL for the new PAP-16000, which can handle workboats in conditions of up to sea state 5. It features an anti-pendulation docking head and guiding arms to limit load

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26 | OFFSHORE SYSTEMS Dynamic Positioning

Dynamic positioning technology advances A range of technical topics were covered at this year’s European Dynamic Positioning Conference

Capt John Lloyd The Nautical Institute

D

ynamic Positioning (DP) system design and operation, and operator training issues were discussed at Riviera Maritime Media’s European Dynamic Positioning Conference in London.

Delegates were updated on the latest rules and guidance regarding DP systems on a variety of ships.

The International Marine Contractors Association (IMCA)’s marine technical adviser Andy Goldsmith outlined the changes coming from its own guidance and IMO’s requirements. IMCA has updated its guidelines for training personnel on DP systems, M117.

During the conference, the Nautical Institute updated the industry on its drive to improve DP operator certification and training centre accreditation. The institute’s chief operating officer John Lloyd said 22 training centres had received accreditation for their DP revalidation simulator courses since the start of the year. This is for a shore-based pathway for DP operators to revalidate their certificates, which has to be done every five years.

Capt Lloyd told delegates that the institute had reduced the time it takes to process DP operator certification from four weeks down to less than two weeks.

It was also developing recognition for DP

maintenance training courses for technical engineers on DP vessels and for emergency manoeuvring courses for vessels.

Delegates were also told how changes were coming to guidelines and regulations for DP vessels operating in the US. Braemar Engineering director of DP and offshore projects, Kyle Eddings, said US Coast Guard guidelines have been drafted and OSV operators are developing their own DP operator accreditation. But he warned that vessel operators are looking to cut costs, which could lead to safety issues arising.

Peter Solvang, managing director of DP and Marine Assurance Norway, said more vessel operators are using remote and rolling DP trials instead of annual tests. He said this would increase vessel safety, reduce costs for vessel operators, improve the early warning of potential faults and enhance the technical knowledge of crew. He said 46 platform supply vessels and anchor handlers from five different vessel operators were using rolling DP trials with good feedback and success.

The latest vessel automation and sensor technology was also revealed at the event, with Wärtsilä and GE Marine Solutions unveiling their technology. Wärtsilä vice president for commercial operations Michael Ford explained how smart prediction units will help the shipping and offshore industries head towards greater

Marine Propulsion & Auxiliary Machinery | June/July 2017

vessel autonomy. GE’s marine systems solutions director Nick Smith outlined how the shipping industry needs to adopt greater levels of digitalisation.

Exhibitors at the conference revealed new position reference sensors.

For example, Veripos launched the multi-constellation service Apex 5 and visualisation software interface.

Oceaneering’s C-Nav introduced interference resistance antennas and Positioneering presented its positioning service.

DNV GL has launched a free online application for vessel operators to test the capabilities of ship positioning and DP. DNV GL senior principal specialist for DP systems, Aleks Karlsen, said this is based on new standards for station keeping assessment, which were published in January 2016. He said there were five levels of assessment, based on the Beaufort scale for wind and sea state.

DNV GL also discussed how the offshore industry could adopt closed bustie operations. This involves redundant power systems linked through closed bus ties, which reduces ship emissions, but can be prone to faults and failures.

DNV GL group technical authority for DP explained that systems need to be designed for safe operations in closed bus-tie modes and for more testing. MP

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Dynamic Positioning OFFSHORE SYSTEMS | 27

Wärtsilä launches SmartPredict to provide safer ship manoeuvring guidance New system allows smarter and safer ship handling decisions to be made

W

ärtsilä launched its latest innovation, SmartPredict, at this year’s Seatrade Cruise Global event in Fort Lauderdale, USA, in March. Developed by the company’s Dynamic Positioning unit, SmartPredict is designed to provide safer and more efficient vessel operations by reducing the risks associated with manoeuvring.

The system displays the vessel’s predicted future position and heading, and uses proven dynamic positioning (DP) analysis algorithms to evaluate forces affecting the vessel, thereby providing advanced motion prediction. SmartPredict also features a configurable prediction time display.

Most conventional prediction systems are only able to use basic input parameters, so the assistance they provide is limited.

Wärtsilä’s SmartPredict software module, however, utilises all of the parameters used for automated control by the DP and adjusts them for the motion characteristics of the vessel. These inputs include the vessel’s current position and heading, as well as its velocity and rate of turn and all associated accelerations.

Also taken into consideration are the manual commands from the co-ordinated control joystick, and environmental input from the onboard wind sensors. These factors are all continuously evaluated to provide a constant updating of the vessel’s path.

“Enabling the operator to see into the future enables smarter and safer ship handling decisions to be made, thus lowering the risk of accidents occurring. We see SmartPredict as being an important step towards more automated procedures, such as docking and, eventually, fully autonomous vessel manoeuvring,”

SmartPredict offers advanced motion prediction

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said Maik Stövhase, director of automation, navigation, communication and integrated systems in Wärtsilä Marine Solutions’ electrical and automation division.

The Wärtsilä user interfaces provide a simple, intuitive display, allowing the operator to toggle on or off the ‘ghost ship’ indicators for the predicted positions. This display also allows the user to configure the time steps for the predictions. Fully compatible with the electronic chart display and information system (ECDIS) overlay function, SmartPredict provides clear indications of potential dangers during ship manoeuvring, immediately increasing the safety and efficiency of operations.

New system supports GE SeaStream GE’s Marine Solutions’ new vessel control and dynamic positioning (DP) system SeaLyte complements GE’s bespoke SeaStream solutions, providing a structured and standardised package to better serve customers with smaller vessels for offshore support and merchant markets.

“Side-by-side consultation with our customers has guided the development and application of the new range of vessel automation, control and DP systems to the market. It is the way we ensure that SeaLyte responds to industry challenges and provides much needed flexibility and cost efficiency for effective maritime operations,” said Tim Schweikert, president and chief executive of GE’s Marine Solutions.

The SeaLyte solution streamlines tried, tested and trusted SeaStream technology and offers a range of configurable options within a standardised package to help customers achieve their performance goals more cost effectively.

SeaLyte comprises two standalone products – the SeaLyte Vessel Control System (VCS) and SeaLyte DP. Both can be fully integrated into one package or used independently with third-party technologies, providing much needed flexibility to accommodate and integrate with existing or pre-selected subsystems on board vessels.

The SeaLyte VCS sits at the heart of a vessel’s automation process. It constitutes a platform of integrated functions, including machinery alarm and monitoring, machinery and auxiliary systems control, optional power management and mission-specific systems such as cargo handling. Although designed to automate smaller types of vessels, the SeaLyte VCS is not restricted in its functionality or class compliance.

The SeaLyte DP System is an automatic position and heading control system with manual and automatic position control, heading control, joystick manoeuvring and a user-friendly interface to ships’ systems. MP

Marine Propulsion & Auxiliary Machinery | June/July 2017

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TWO-STROKE ENGINES | 29

Dual-fuel ME-GIE runs on ethane as it opens up the prospect of multi-fuel combustion, including the combustion of methane, waste gas, and volatile organic compounds [VOCs].”

In fact, MAN Diesel & Turbo’s research recently confirmed that ME-GIE operation on VOCs is feasible, making it an eminently suitable main driver within the shuttle tanker and very large crude carrier segments.

Gaschem Beluga is equipped with a propulsion package supplied by MAN Diesel & Turbo in Frederikshavn, Denmark. It includes an Alphatronic AT3000 remote control system, a VBS1350 ODS Mk5 controllable pitch propeller, and a shaft generator with frequency converter that enables it to run on variable speed between 80 and 100 rpm.

MAN Diesel & Turbo currently has eight ME-GIE engines on order.

The 7G50ME-C9.5-GIE engine aboard the Gaschem Beluga

WinGD opens virtual engineroom

T

he world’s first ME-GIE (gas injection ethane) two-stroke engine has successfully passed gas trials on board Gaschem Beluga, a liquefied ethylene gas carrier, while sailing between Houston, USA and the Bahamas.

The Mitsui-MAN B&W 7G50MEC9.5-GIE unit is the first in a series of two engines acting as main propulsion for two such carriers of 36,000m3 ordered

by Hartmann Reederei of Germany and Ocean Yield of Norway, and constructed at Sinopacific Offshore & Engineering in China. MAN Diesel & Turbo personnel monitored proceedings aboard the vessel and reported successful operation on ethane with the ME-GIE responding as expected to different loads.

No gas leaks were observed, while ethane levels in the double-walled piping were constant and comfortably under the gas’s lower explosive limit. Gaschem Beluga subsequently crossed the Atlantic on its

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way to Europe, powered solely by ethane, and has already achieved a total of 550 operational hours. Ulrich Adami, Hartmann Reederei fleet manager, said: “Developing and finalising this type of vessel was hard work for the whole team and the process took several years. We therefore already knew that Gaschem Beluga is a very good ship with pioneering technology. But there is always a difference between a plan and its successful implementation.

“We are proud that we achieved all the expected results.” René Sejer Laursen, MAN Diesel & Turbo sales and promotion manager, said: “The reports from the ME-GIE trials and first operational experiences are very encouraging and confirm our faith in this ground-breaking technology. While the engine is primarily designed for the combustion of ethane gas, our research shows that it is also possible to operate the engine on other gas types.

This development is particularly exciting

Winterthur Gas & Diesel (WinGD) has inaugurated a new installation of its W-Xpert full mission simulator (FMS) for training complete engineroom crews at Hudong Heavy Machinery Co’s Marine Power Academy training centre in Shanghai, China.

The simulator joins a network of some 20 installations at strategic locations around the world. As well as being the first installation of WinGD’s dedicated, multitouchscreen simulation hardware in China, the Shanghai FMS system is the first to be pre-programmed with specially adapted versions of the engine-specific W-Xpert simulation software that WinGD has developed with Unitest Marine Simulators based in Gdynia, Poland.

The FMS training facility at the Marine Power Academy, where about 500 crew are trained each year, is shared by Hudong Heavy Machinery and WinGD, and both report that the system is proving popular with course participants. Like

Marine Propulsion & Auxiliary Machinery | June/July 2017

30 | TWO-STROKE ENGINES

The W-Xpert Full Mission Simulator developed by WinGD and UNITEST Marine Simulators allows complete engine room teams to work in a multi-interface virtual environment

the specially adapted W-Xpert software it runs, the FMS system is the result of a long-standing partnership with Unitest.

To cover large training courses on which a whole engineroom crew can work simultaneously, the FMS hardware system utilises 18 touchscreens located in up to four separate classrooms. In combination with the W-Xpert engine simulation software, it creates a multi-interface, virtual environment which includes not only the main engine but also all the auxiliary systems of a typical engineroom.

Initially designed for use on personal computers and laptops or notebooks to provide a versatile, portable tuition tool, the W-Xpert software employs sophisticated thermodynamic models of diesel and gas engine processes to give high levels of virtual reality. To date, the engines which can be simulated by the W-Xpert software are the X35, X62, and X72 models in the WinGD X-generation range of diesel engines, as well as the RT-flex50DF dual-fuel engine models. By the end of this year, the X82 and X92 will be added, followed in quick succession by more dual-fuel engine software versions, according to WinGD. “The advanced features of the W-Xpert software, like our proprietary thermodynamic simulation algorithms which are capable of calculating accurately engine performance parameters including fuel consumption and emissions levels, mean that the FMS system enables high fidelity simulations of functional and thermodynamic factors,” said Gregory Sudwoj, general manager of technical experts at WinGD. “The extensive, multi-interface virtual environment we can create also includes all the auxiliary systems of a typical engineroom and enables a team to experience a wide range of simulations. To encourage decision making and to promote

sharing of responsibility, these include both routine and distress situations. Overall, the scope of the FMS gives WinGD unique opportunities to familiarise engine crews with all the systems involved in operating an engine in a ship.”

The W-Xpert FMS has been approved by classification societies for marine crew training and competence assessment in accordance with the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers.

Whenever new two-stroke engines are delivered, WinGD can provide the ship’s crew and technical staff with the operational training needed for the engines and ancillary equipment found in the engineroom. “During 2016 WinGD trained more than 350 personnel. The most popular tool for WinGD trainees is the W-Xpert virtual engineroom simulator because it mimics, very realistically, situations happening on the bridge, in the control room and in the engineroom at the same time,” Mr Sudwoj explained. “Previously, WinGD relied on standard twin-screen training but now, with the support of Unitest, we can use the FMS for navigating around the engine and control room. This enables numerous trainees to replicate and rehearse very real operating sequences, conditions and emergency situations.”

MAN unveils new SCR for two-stroke engines

MAN Diesel & Turbo has developed a new high-pressure selective catalytic reduction (SCR) system for two-stroke engines based on a proven, four-stroke counterpart.

At an event in Tamano, Japan, MAN Diesel & Turbo and its licensee Mitsui Engineering & Shipbuilding Co introduced its new high pressure SCR system – the

Marine Propulsion & Auxiliary Machinery | June/July 2017

MAN SCR-HP – to the market.

The MAN SCR-HP is available for two-stroke engines of all bore sizes. Using internal catalytic reaction it reduces NOx exhaust emissions to IMO Tier III limits.

With specially developed honeycombs and honeycomb materials, as well as an integrated mixing unit, the overall size of the reactor has been drastically reduced compared to typical market designs and its medium speed counterpart. MAN Diesel & Turbo expects to deliver the first system from the beginning of 2018.

Bjarne Foldager, MAN Diesel & Turbo vice president and head of sales and promotion for its two-stroke business, said: “The development of our new SCR is an important step on the path to a more sustainable future of shipping and global trade. At the same time it offers additional choices to shipowners worldwide, who can now choose from all NOx reduction technologies and select the optimal solution for their MAN Diesel & Turbo two-stroke engines. Furthermore it strengthens our position as the world’s leading system provider in the field of marine propulsion.”

Gunnar Stiesch, MAN Diesel & Turbo vice president and head of engineering engines, said: “The successful technology transfer from medium speed design to twostroke is this project’s major achievement.

The reactor design has been driven by the desire to reduce the SCR system’s overall size, while still maintaining the effectiveness of a much larger design. Reaching this target was only possible by focusing on key cornerstones of the design – the honeycombs as well as the reactor concept. For both components, we have collaborated with worldwide stakeholders to ensure that we offer the best possible design to the market, something I am confident we have achieved.” MP

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2017 6th International Conference Hamburg 25–26 September 2017

“Ship Efficiency 4.0”

Is the maritime industry already on track?

We invite you to attend the sixth conference on one of the key issues for future shipping: ship efficiency. The German Society for Maritime Technology, STG, launched this series of conferences to provide a platform for maritime leaders to exchange interdisciplinary ideas and expertise on questions related to Ship Efficiency.

To register and to be kept updated on programme details and speakers, go to www.ship-efficiency.org. Please register soon as the capacity of the conference room is limited.

During the conference there will be an exhibition in the field of energy saving where leaders of the maritime industry will present innovative products and services.

The STG is very much pleased to confirm the following presentations up to now:

Ship efficiency in a more and more regulated environment • The Path to Ship Efficiency Wolfram Guntermann, Hapag-Lloyd AG, Germany • New environmental Regulation and a broader view on impacts for efficient shipping Matthias Wiese, DNV GL, Germany • Ship Efficiency in Port/Efficient Shore Power Supply Gunter Bonz, EUROGATE Container Terminal Hamburg GmbH, Germany • The road towards autonomous shipping Oskar Levander, Rolls-Royce Marine, Finland • Panel discussion “Unmanned and autonomous ships – between desire and reality” Recognized experts from the marine industry and leading shipping companies will give their views Moderator: Hermann J. Klein, STG, Germany Antony J. Firmin, Hapag-Lloyd AG, Germany Carlos Jahn, Fraunhofer Center for Maritime Logistics and Services CML, Germany Oskar Levander, Rolls-Royce Marine, Finland Pierre Sames, DNV GL, Norway • Conference dinner speech Achim Wehrmann, Federal Ministry of Transport and Digital Infrastructure, Germany

• Fleet Performance Program - a must to survive for bulk carrier operator Bart Rombouts, CMB Group, Belgium • Efficient Design and Operation of Cruise Vessels Sebastian Sala, Carnival Maritime GmbH, Germany Conference Language: Venue: Special Hotel Rates:

English Hotel Hafen Hamburg If booked prior to August 10 at Hotel Hafen Hamburg (Ship Efficiency 25.–26.09.2017) Please quote booking code (in parentheses above) when booking. For booking and rate, see www.ship-efficiency.org

September 25 9.00 – 9.45 9.45 – 15.45 15.45 – 17.30 19.00

Registration and Welcome Presentations Panel discussion Conference Dinner with Keynote Speaker

September 26 9.00 – 13.00 13.00 – 14.30

Presentations Farewell Buffet

Conference Fees:

If booked prior to September 6 € 850 € 690 € 690

Participants STG-Members Members of affiliated societies* Students/Pensioners € 200 *see registration (www.ship-efficiency.org)

Full fee € 950 € 790 € 790 € 200

The conference fee includes proceedings on a CD, admittance at all technical sessions, lunches and refreshments, conference dinner and

farewell buffet.

How to save fuel costs on different ship types • Fuel Consumption Measurement in IMO and EU Ship Fuel Consumption Monitoring, Reporting and Verification (MRV) Andreas Maier, KRAL AG, Austria • Energy efficiency improvements for PCTC vessels, present and future Martin v. Sydow, Wallenius Marine, Sweden • Operational profile optimization and energy saving device study on a container ship Jinbao Wang, MARIC, China

After this conference: You are invited to attend the first workshop (free of charge) of the German funded research project ProEis – “Influence of the ship’s hull design on the propulsion efficiency and the loads on the propeller induced by ice” (see www.stg.online.de)

The German Society for Maritime Technology Schiffbautechnische Gesellschaft e.V.

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Distinguished speakers from:

Scandlines, Carnival, FSG, MAN, Wärtsilä, Caterpillar, ABB Turbo, Rolls-Royce Marine, Zollern, Renk, Boll & Kirch, Vulkan, MET, SER, Voith Turbo, MMG Port of Rostock, Rostock

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discount: early bird by registration until 30.06.2017

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FOUR-STROKE ENGINES | 33

Volvo Penta launches Tier III concept Volvo Penta has launched a new engine and aftertreatment concept to comply with the forthcoming implementation of IMO Tier III standards.

The solution is based on both the company’s own experience and expertise from the Volvo Group in leading selective catalytic reduction (SCR) technology, resulting in a system that is dedicated to heavy-duty marine operations.

This launch is in response to a range of forthcoming legislation.

New emissions restrictions for vessels entering the Baltic Sea and North Sea will be implemented in 2021, while the International Maritime Organization (IMO) Tier III regulation will stipulate a reduction in nitrogen oxides (NOx) emitted of around 70 per cent – depending on engine size – when compared to current IMO Tier II levels. Volvo Penta’s solution for IMO Tier III is optimised for marine use, and uses SCR technology for the exhaust aftertreatment system.

Speaking at Nor-Shipping 2017, Johan Carlsson, Volvo Penta’s chief technology officer said: “Our new concept is designed with features and components to withstand the toughest marine environment.

In complying with IMO Tier III requirements, Volvo Penta will meet international emissions standards, offering a truly global solution.”

The company is initially launching its IMO Tier III solution for its 13-litre models as the range is used for a wide variety of marine applications. It will be available for inboard engines and the Volvo Penta Inboard Performance System (IPS) package (with a power output of 294-588kW), auxiliary engines (ranging from 294-441kW), and gensets (ranging from 300-400kW). The reduction in NOx will go from current permitted levels of 7.7 g/kWh down to 2 g/kWh.

The new system is dedicated to heavy-duty marine operations

Volvo Penta’s IMO Tier III solution exceeds stipulated emissions limits in reducing NOx by up to 75 per cent. It is a simple robust design, with an SCR solution that has been adapted and optimised for marine customers.

Exhaust gases are mixed with urea/DEF (diesel exhaust fluid) in the SCR unit. There is a separate urea injector pipe. The two alternative exhaust outlets are designed for marine standards and will provide customers with different possible SCR configurations, leading to ease of installation. The DEF tank is designed to hold enough urea for 3,200 litres of fuel, and there are sensors to check the urea levels and quality; it also includes a dosage pump and control unit. also specific features, such as the exhaust bend, to ensure ease of installation and operation.

Wärtsilä 31 to power new, fuel-efficient vessel The new trawler being built for Reseach Fishing Co will be equipped with a Wärtsilä 31 main engine

A new, state-of-the-art pelagic trawler will be the latest vessel to be fitted with a Wärtsilä 31 main engine.

The vessel has been ordered by Research Fishing Co based in Lerwick, Shetland Islands. The order with Wärtsilä was booked in April 2017. There is an option for a second vessel.

In specifying the Wärtsilä

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solutions, the customer cited the need for the latest technologies in order to optimise the total efficiency of the vessel. The Wärtsilä 31 engine has been recognised

by Guinness World Records as being the world’s most efficient 4-stroke diesel engine. This will be the first 12-cylinder version of this

engine ordered.

In addition, Wärtsilä will supply the gearbox, the controllable pitch propeller with the Wärtsilä ProTouch propulsion control system, as well as one 8-cylinder and one 6-cylinder Wärtsilä 20 auxiliary engines. Delivery of the Wärtsilä equipment is scheduled to commence in

November 2017.

“The Wärtsilä 31 engine is in a class of its own regarding fuel efficiency and total cost of ownership. Its efficiency reduces exhaust emission levels, and provides extended intervals between service requirements. We are proud to have been selected to provide a complete package of solutions for this extremely modern fishing vessel,” said Stefan Wiik, vice president, engines, Wärtsilä Marine Solutions.

“This vessel has been designed to meet our needs well into the future. For this reason the machinery onboard has to be the best available, and we believe that by selecting Wärtsilä this requirement is achieved,” said Gary Williamson, skipper & co-owner. MP

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Separators AUXILIARY SYSTEMS | 35

‘Magic pipe’ affair puts spotlight on separators Despite massive fines, prosecutions and even imprisonment, the use of ‘magic pipes’ to dump oily water continues. But why? And how can it be stopped?

Caribbean Princess was among the vessels found to have been using a ‘magic pipe’

F SNAPSHOT CV Niclas Dahl Prior to becoming vice president of Alfa Laval’s marine separation and heat, Mr Dahl was the market unit manager for marine and miesel equipment in Shanghai, but began as the company’s business manager for the ballast water business area.

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ew things could have more successfully highlighted the crucial nature of the role played by oily water separators than the recent – and now notorious – so-called ‘magic pipe’ case. This saw Princess Cruise Lines being ordered to pay a US$40 million penalty related to the illegal dumping overboard of oil-contaminated waste and the falsification of official logs to conceal the discharges.

This sentence, which is the largest ever fine for crimes involving deliberate pollution by a vessel, was imposed by United States district judge Patricia A Seitz in Miami.

She also ordered that US$1 million be awarded to a British engineer who first reported the illegal discharges to the United Kingdom’s Maritime and Coastguard Agency, which in turn provided the evidence to the US Coast Guard.

The newly hired engineer on Caribbean Princess reported that a magic pipe

(one which bypasses the ship’s oily water separator) had been used on 23 August 2013 to illegally discharge oily waste off the coast of England without the use of required pollution prevention equipment.

The evidence gathered by the whistleblower, including photographs of the magic pipe, led to an inspection of the cruise ship both in England and when it reached New York on 14 September 2013.

During each of the separate inspections, it was alleged that certain crew members concealed the illegal activity by lying to the authorities in accordance with orders they had received from Caribbean Princess engineering officers.

The sentence imposed by Judge Seitz also requires that Princess remain on probation for five years, during which time all related Carnival cruise ship companies trading in the USA will be required to implement an environmental compliance plan that includes independent audits

by an outside company and oversight by a courtappointed monitor.

As a result of the US Government’s investigation, Princess has already taken various corrective actions, including upgrading the oily water separators and oil content monitors on every ship in its fleet and instituting many new policies.

According to papers filed in court, Caribbean Princess had been making illegal discharges through bypass equipment since 2005, one year after the ship began operations. The August 2013 discharge 23 miles off the coast of England involved 16m³ within the United Kingdom’s exclusive economic zone. At the same time as the discharge, engineers ran clean seawater through the ship’s monitoring equipment to conceal the criminal conduct and create a false digital record for a legitimate discharge.

The case against Princess included illegal practices which were found to have taken

Marine Propulsion & Auxiliary Machinery | June/July 2017

36 | AUXILIARY SYSTEMS Separators

place on five Princess ships – Caribbean Princess, Star Princess, Grand Princess, Coral Princess and Golden Princess.

One practice was to open a salt water valve when bilge waste was being processed by the oily water separator and oil content monitor. The purpose was to prevent the oil content monitor from going into alarm mode and stopping the overboard discharge. This was

done routinely on Caribbean Princess in 2012 and 2013, the court found.

The second practice involved discharges of oily bilge water originating from the overflow of grey water tanks into the machinery space bilges.

This waste was pumped back into the grey water system rather than being processed as oily bilge waste, and then pumped overboard when the

ship was more than four nautical miles from land. As a result, discharges within US waters were likely to have occurred.

None of the discharges were recorded in the oil record books that are required to be maintained on board the ships.

According to marine law, not even a drop of oil may enter the sea without being treated by the oily water separator. Marpol makes the

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discharge of oil to the sea a criminal offence and the use of a magic pipe is strictly prohibited, to minimise the growing effects of marine pollution on the marine environment. Despite the potentially huge damage their use could do to a company’s balance sheet and reputation, however, the strong suspicion is that magic pipes are in relatively widespread use.

In the case of Princess, the perceived motive for the crimes was financial. The chief engineer who ordered the dumping off the coast of England told subordinate engineers that it cost too much to properly offload the waste in port and that the shoreside superintendent to whom he reported would not want the expense.

Other reasons why a magic pipe might be used range from incompetence or lack of skills to inherent structural faults on the vessel and its management.

It may be that there is leakage in the engineroom that is filling up the tanks and, rather than have the records show the oily water separators running for long periods, the magic pipe is deployed.

Equally alarming is the suspicion that chief engineers sometimes do not want to run oily water separators as they are not fully familiar with their operation or because the condition of the oily water separator is not maintained properly, or the machinery is malfunctioning. According to marine law, a ship cannot run with a faulty oily water separator. In order to hide this or to reduce repair time, crew may use a magic pipe.

It may be, of course, that some existing bilge water systems are not up to scratch. It was this possibility that recently caused Alfa Laval to release a white paper addressing shipowner concerns, to ensure vessel compliance with bilge water

Separators AUXILIARY SYSTEMS | 37

regulations worldwide. Even if a traditional system with type approval is operating on board, the paper states, there are still risks of violating applicable laws and damaging the marine environment.

The white paper, Bilge water Compliance Issues, calls for a marine industry review of the current bilge water regulatory environment and the need to evaluate test protocols that do not reflect actual operating conditions.

One protocol, for instance, only requires the test to take place for 2.5 hours and the use of a fluid mixture that contains fresh water, oil and only one chemical at a stable land facility. During actual operating conditions, bilge water is treated continuously and often contains a more

complex chemical mixture with emulsions.

“We know that shipowners and operators want to comply with bilge water regulations,” says Niclas Dahl, vice president of Alfa Laval’s marine separation and heat transfer business unit. “We also know that there are problems associated with conventional systems even if they are type approved, and we want to make shipowners aware of that.”

The company claims that many shipowners – including those who bought top-ofthe-range traditional bilge water treatment systems and were still penalised for pollution violations – are now choosing its PureBilge system.

With centrifugal separation technology at its core, PureBilge has been tested and

validated for compliance under real-life operating conditions on board, including pitching and rolling on the high seas.

The company is keen to emphasise the risks of using less costly, but (it believes) less effective systems that still leave the shipowner at risk.

“We take bilge water regulations seriously. The cost of below par bilge water treatment systems on our oceans is far too great,” says Magnus Lagerfors, Alfa Laval applications manager for marine and diesel equipment.

Only about 10 per cent of the world’s fleet uses centrifugal separation technology for bilge water treatment. There is huge business potential in developing a low-cost coalescer-type separator

for bilge water treatment.

However, Alfa Laval does not believe that doing so would in any way support the marine industry’s commitment to environmental sustainability.

“Vessels operating the IMO-compliant Alfa Laval PureBilge have never been fined for breach of legislation,” Mr Dahl continues. Against a backdrop of hefty fines and years of imprisonment for the use of illegal bypass systems to deal with problems posed by conventional bilge water systems, shipowners and operators cannot underestimate the value of operating a trustworthy bilge water treatment system on board. MP

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Rudders & Steering AUXILARY SYSTEMS | 39

STEERING A COURSE FOR INNOVATION The latest propulsive rudder and steering developments offer ever more functionality and efficiency

T

he steering of vessels was once a function independent of the vessel’s propulsion, but the lines between the two functions have long been blurred.

Among the first companies to make this change was Schottel, with its azimuthing Rudderpropeller in 1950. The latest manifestation of the company’s technology is its ecologically clean propulsion system developed primarily for open sea and coastal operating conditions, the Schottel EcoPeller (SRE).

Schottel has invested heavily in research and development and conducted extensive trials of this product in order to achieve optimal overall efficiency and ensure that the new propulsion system provides customers with many years of reliable service.

Another objective was to offer ship designers maximum installation freedom when integrating the propulsion system into a vessel design.

The plan to design a Rudderpropeller for the future goes back to 2013. At the start of the project phase, various propulsion variants were extensively tested in hydrodynamic model trials and in flow simulations using state-of-the-art computational fluid dynamics technology.

At the same time, the entire

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TECHNICAL DATA • The EcoPeller's integrated High-Torque-Gear (HTG) technology provides enhanced durability and uptime of the thruster, while the Leacon seal monitoring system guarantees the highest possible oil-to-waterinterface protection • The SRE is based on the Schottel Combi Drive design principle. The electric motor is vertically integrated into the support tube of the EcoPeller. This design saves space and eliminates the upper of the two angle gears as well as any necessary shaft lines.

• The SRE won the 2016 Marine Propulsion Award for Fuel Efficiency • The SRE EcoPeller is available in various sizes for power ratings between 1,000kW and 4,500kW. Available propeller types are FP (Fixed Pitch) and CP (Controllable Pitch).

The Schottel EcoPeller (SRE)

mechanical powertrain was optimised with the goal of minimising mechanical losses.

The EcoPeller is distinguished by its high torque gear gearbox technology, which enables bevel gears of the same

dimensions to transmit up to 15 per cent higher drive torque.

This is combined with high and balanced safety margins with regard to all known forms of damage to gearing. Despite the very high drive torque, it

is possible to achieve much more streamlined underwater gearbox housings, thereby increasing the hydrodynamic propulsion efficiency.

“In addition to the ecological and economical

Marine Propulsion & Auxiliary Machinery | June/July 2017

40 | AUXILARY SYSTEMS Rudders & Steering

aspects, the variability of the EcoPeller was of particular importance to us,” explained Christian Strahberger, chief executive of Schottel. “The earlier we get involved in the design phase of the vessel and tailor the propulsion system and the hull to one another, the greater the overall efficiency of the vessel. It was thus important for us to provide the ship designers with propulsion system variants that fit precisely.”

The integration capability of the EcoPeller is characterised by the way all components of the propulsion system can be produced in customised lengths, enabling optimal hydrodynamic integration into hulls of virtually every shape and size.

On board, the space-saving EcoPeller offers increased comfort thanks to low vibration and noise levels. This has made it particularly successful in the ferry market. Indeed, it was recently chosen for two of Norway’s leading ferry lines.

In close co-operation with the customers and Multi Maritime, the Norwegian ship designer in charge of the projects, the EcoPeller was chosen for three Fjord1 ferries, each with two SRE 340 CPs, and five Torghatten Nord ferries, each with two SRE 560 CPs. The new ferries for Fjord1, of the MM62FD EL design, have a length of 66.4m, a width of 14.2m and a transport capacity of 199 persons and 50 vehicles. The main propulsion is provided by batteries that are recharged via a special docking device. Additional diesel engines ensure mobility. The input power of the SRE 340 CP is 900kW. All three vessels are due to be delivered in 2018.

Two of them will operate the Brekstad-Valset route, while the third will operate from Husavik to Sandvikvåg.

Multi Maritime designed MM125FD LNG liquefied natural gas powered ferries for

Torghatten Nord. In addition to energy efficiency and low-emissions technologies, the course stability and manoeuvrability characteristics were tailored for the busy Halhjem-Sandvikvåg route.

With a length of 134m and a width of 20.7m, the ferries accommodate up to 549 people and 180 cars. For this order, five new vessels are being built simultaneously by two comapnies for delivery by 2018.

Two are being built by Vard Brevik in Brăila, Romania and Brevik, Norway and three by Tersan Shipyard in Turkey.

Another manufacturer offering innovative propulsive steering concepts is Voith.

Its Voith Schneider Propeller (VSP) is suitable for a wide range of applications, from harbour tugs to offshore supply vessels, and has been operating successfully in these applications for decades.

According to Voith, the VSP is distinguished by its high reliability and low maintenance requirements.

Its low fuel consumption translates into minimum power requirements while maximising safety for the vessel and the environment. The VSP concept comprises both propulsion and steering and its fast reaction time ensures what the company claims is the best dynamic positioning performance available in the market.

A decade ago, Voith was the first company to market the rim-drive concept. It is now the market and technology leader, with well over 100 delivered systems and thousands of operating hours. The Voith Inline Thruster (VIT) and Voith Inline Propulsor (VIP) systems are extremely quiet, with low vibrations and minimum space requirements for their installation in a vessel. This offers significant advantages for the entire ship concept, since valuable space can be used more effectively. Noise insulation costs and volume can also be reduced.

Marine Propulsion & Auxiliary Machinery | June/July 2017

The Voith Schneider Propeller (VSP) is suitable for a wide range of applications

TECHNICAL DATA • The Voith Schneider Propeller (VSP) combines propulsion and steering in one unit. This unique vessel propulsion solution was developed 90 years ago by Austrian engineer Ernst Schneider.

• With the VSP, magnitude and direction of thrust can be set stepless and as necessary. A circular disk with movable and controllable blades installed at a 90 degree angle to the disk rotates at the vessel bottom.

• The magnitude of thrust is determined by the rotational speed of the disk; the blade angle determines the direction of thrust. This makes the system well-suited as a propulsion system for precise manouevring, even under adverse conditions.

Kroonborg is an offshore support vessel owned by Dutch shipping company Royal Wagenborg. The vessel is equipped with two VIT 20001000 H Voith Inline Thrusters, in addition to the two VSP 28R5 ECS/234-2 Voith Schneider Propellers that are installed as main propulsion. In this vessel, the VITs are used as transverse thrusters. Their fast steering response ensures optimum dynamic positioning of the walk-to-work vessel at offshore platforms or in windfarms. Alternatively, VITs can also be used as swing-out transverse thrusters.

Another innovation recently to have emerged in this area is Veth Propulsion’s Veth Integrated L-drive. This, the company claims, is the most compact electric propulsion system in the world and can be fitted into various types of vessels, ranging from superyachts to workboats.

The drive’s permanent

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Rudders & Steering AUXILARY SYSTEMS | 43

magnet (PM) motor was designed in collaboration with Visedo and permits a much lower mounting height. On average, a PM motor is 40 to 60 per cent more compact than an asynchronous motor. This PM motor is integrated into the thruster. Thus, when combined with the special mounting method, the alignment of the headsets and the adjustments to the control box, it offers a very compact unit.

The Veth Integrated L-drive is constructed using proven mechanical components. “The minimal mounting height allows the thruster to be fitted below deck height, so that few vulnerable capital assets are under

“We are convinced we have set a new standard in electric propulsion with the Veth Integrated L-drive”

water,” said Erik Veth, chief executive of Veth Propulsion.

The drive is diesel-electric, which results in considerable noise reduction. Furthermore, an L-drive (which means there is only one gear transmission in the vessel), a water-cooled PM-motor (as opposed to an air-cooled asynchronous motor) and electrical control (as opposed to hydraulic control) all guarantee even greater noise reduction.

Because an L-drive has only one gear transmission, it offers higher efficiency. And a PM motor, particularly at part load, is more efficient than an asynchronous motor. “At 25 per cent load, for example, there is an improvement in efficiency of 5.2 per cent,”

said Mr Veth.

The drive is available with nozzle or counter rotating propellers with power ranging from 300kW to 1,325kW. Larger units are being developed. The patented ‘shark tail’, used for the tail of the counter rotating propellers, has been optimised in co-operation with Promarin. The asymmetrical shape ensures an optimal flow of water towards the second propeller.

Combined with the flow caps which are fixed around the stationary parts of the thruster (the fairing plates) it minimises resistance. “We are convinced we have set a new standard in electric propulsion with the Veth Integrated L-drive,” Mr Veth concluded. MP

TECHNICAL DATA • The Veth Integrated L-drive is diesel-electric driven, which results in huge noise reduction.

• The PM motor was designed in collaboration with Visedo and allows for a much lower mounting height.

• Because an L-drive has only one gear transmission, it results in higher efficiency. A PM motor, in particular at part load, is more efficient than an asynchronous motor. For instance, at 25 per cent load, there is an improvement in efficiency of 5.2 per cent.

• The Integrated L-drive can be fitted to various types of ships, ranging from huge luxury yachts to work boats.

• The shark tail is used for the tail of the counter rotating propellers. The asymmetrical shape ensures an optimal flow towards the second propeller.

Veth Propulsion’s Integrated L-drive

www.mpropulsion.com

Marine Propulsion & Auxiliary Machinery | June/July 2017

44 | AUXILARY SYSTEMS Rudders & Steering

Barke high-lift flap rudders installed in new dredger Van der Velden Marine Systems is to launch a new state-of-the-art suction hopper dredger with Barke high-lift flap rudders for service in the USA. The rudders will work in combination with a Royal IHC dynamic positioning and dredge tracking system on board the vessel, which will be owned and operated by Weeks Marine.

Dredgers have requirements for precise steering while manoeuvring at very slow speed, as well as accurate and efficient course-keeping when not in dredging mode. Van der Velden provides an effective rudder design for this type of vessel. This dredger will have enhanced manoeuvrability and excellent course keeping stability. The efficiency provided by this technologically advanced rudder solution will result in significant savings over the life of the vessel.

“The launching of our new vessel marks an important milestone for Weeks Marine,” Hans Blomberg, technical manager for Weeks Marine said in a statement. “The independently operated Van der Velden Barke rudders in combination with Royal IHC’s dynamic positioning and dredge tracking system will enable the vessel to be highly manoeuvrable not only during the dredging cycle but also for station-keeping while connected to the shore delivery system.”

“This vessel will reward the owners with high operating efficiency over its lifetime thanks to the selection of the Barke rudder,” said Arthur Dewey, vice president of Ships Machinery International, which distributes Van der Velden products in the USA. “A dredger that is able to maintain precision position during operations will be easier to operate and will be a highly productive asset for its owners.”

The Barke rudder in the dredger is the basis of the manoeuvring system consisting of two independently-controlled and operated hydrodynamic Van der Velden Barke rudders.

Independent proportional steering is another key feature which will allow the rudders to be used independently or synchronised.

Van der Velden hydraulics are state-of-the-art compact packages which are part of the turnkey system. It is one of very few rudder manufacturers that offer a complete system inclusive of all hydraulics and controls.

The Barke rudder is built with an innovative and sophisticated progressive high lift design. The progressively operating flap linkage system is contained in a fully enclosed, grease-lubricated housing.

This results in minimum wear on the linkage components and eliminates the problems caused by contact with floating objects.

Rotterdam presence ensures speedy rudder repair When the classification society told the owner of a 144m tanker that cracks in the welding seams of both rudder cover plates required immediate repair to prevent the pintle nut from corroding, an unscheduled visit to drydock seemed the only option. However, Hydrex Underwater Technology was able to offer another solution.

“As the tanker was on its way to Rotterdam we were contacted to find an on-site solution that would prevent an unscheduled and unwelcome trip to drydock,” explained Hydrex production executive Dave Bleyenberg. “The classification society had given the owner a very strict deadline, so we had to come up with a repair plan that could be carried out very quickly indeed.”

During a detailed inspection of the damage, it was revealed that replacing both plates in their entirety was the best option. Because the tanker’s cargo tanks were empty, the

rudder could be trimmed enough to allow a repair above water, which expedited the repair considerably.

This allowed the diver technicians to remove and bevel the edges of the rudder plate to fit new inserts fabricated to perfectly fit the curve of the rudder.

These capabilities were also demonstrated when a 7,071dwt tanker was manoeuvring in the port of Antwerp when it experienced a steering gear problem. The vessel managed to safely berth alongside and carry out cargo operations but emergency repairs where needed before the vessel could continue.

Hydrex production executive Dave Bleyenberg takes up the story.

“Immediately after taking the call, we mobilised a dive team which carried out an underwater assessment of the rudder, communicating the findings to the owner’s technical team ashore. The

Marine Propulsion & Auxiliary Machinery | June/July 2017

Hydrex repairs taking place in Rotterdam

survey found that the Becker flap had almost completely detached from the rudder, causing steering problems.

“The top hinge had completely come loose, while the weight of the flap had bent the pin that attached it to the rudder at the bottom hinge. It was hanging on by a thread.

The edge of the rudder was also cracked and deformed next to the lower hinge, which meant that removal of the flap

was less than straightforward.”

Once the repair plan was approved, the Hydrex workboat berthed alongside the tanker, where the dive team offloaded the equipment they needed to repair the rudder.

“In less than 24 hours we were able to mobilise a team to the vessel, perform a detailed inspection to assess to situation, devise a fast underwater solution and carry out the repair,” said Mr Bleyenberg. MP

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Compressors AUXILIARY SYSTEMS | 47

Sauer offers two-stage, air-cooled compressors from 10m³ to 80m³ per hour and up to 40 bar, such as the WP65L model

NEW COMPRESSOR TECHNOLOGY

PUSHES EFFICIENCIES The latest compressor technology is bringing efficiency benefits in a range of vessel types and applications

W

ith compressors performing a range of tasks onboard vessels, it follows that there is a wide variety of products on offer to various markets from a number of suppliers.

Atlas Copco Marine has two new ranges of water-cooled, oil-injected screw compressors designed, tested and certified for onboard as well as offshore applications. The MAS GA 55-90PP offers record-breaking performance from 55 to 90kW. The MAS G 180-315 is a single screw oil-injected compressor from 180-315kW. Both compressors are open units with a small footprint and high energy efficiency.

Both ranges offer Atlas Copco’s in-house-designed, oil-injected rotary screw technology. They are robust, with a straightforward design, small footprint and equipped with the latest Elektronikon Mk5 controller and Delayed Second stop, which minimises the run time of the drive motor.

Both ranges are water-cooled, with either fresh water (of up to 40°C at inlet) or seawater and they are delivered fully IMO certified for integration on-board. Both units are delivered with all major

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classification certificates. They are outfitted with all features the marine industry requires.

The MAS GA and G are ideal for all air demands: as general working air, booster air for nitrogen, ballast water treatment and bulk handling.

Based on Atlas Copco’s GA 30-90 (VSD), the MAS GA 55-90 Power Pack oil-injected screw compressor features a new direct-drive screw element, low oil carry-over and small footprint (1.52m x 1m), this open unit combines performance and energyefficiency. Even in high ambient temperatures of 55°C, the MAS GA 55-90 PP delivers a free air delivery of 554 and 864 m³/h, measured at the outlet flange. This open unit operates with noise levels of less than 88dB. The MAS GA is also available as MAS+, with standard star-delta start-up and GA MAS VSD, allowing for additional energy savings.

The MAS G 180-315 is designed with fewer parts and external piping, both limiting the amount of spare parts as well as the risk of failures. With a footprint of only 1.25m x 2.55m, this open unit delivers a total free air delivery of up to 2,430 m³/h.

This direct-driven compressor runs Atlas Copco’s newly engineered oil-injected screw element.

Sauer Compressors Group significantly enhanced its product portfolio with its acquisition of HAUG Kompressoren AG, now HAUG Sauer.

Sauer focuses on the development, production and sale of medium- and high-pressure compressors for applications in

Marine Propulsion & Auxiliary Machinery | June/July 2017

48 | AUXILIARY SYSTEMS Compressors

the naval, shipping, offshore and industrial sectors. Its modern reciprocating compressors for the compression of air and neutral and inert gases reach pressures of 20 to 500 bar.

Sauer offers two-stage air-cooled compressors from 10 to 80 m³/h and up to 40 bar, such as the WP65L. These compressors are best suited for smaller vessels and where a robust and uncomplicated solution is required.

These systems have a range of advantages, including low installation cost due to absence of a cooling water circuit, light weight and less space required for installation.

On the three-stage side, Sauer offers units from 70 to 360 m³/h and up to 40 bar such as the famous WP271L. These compressors are best suited for bigger ships with high manoeuvring activity and where low operating cost is the predominant selection criteria.

The company’s two-stage, water-cooled offerings range from 80 to 460 m³/h and up to 30 bar such as the WP200. These traditional compressors are best suited for bigger ships with smaller enginerooms and where low capital investment costs are generally required.

Sauer screw compressors are available in air- or water-cooled design. Screw-type compressors, such as the SC26, compress air unlike oscillating reciprocating compressors, in rotating screws, and operate without valves.

Reciprocating piston-type compressors based on the wellknown range of starting air compressors are available in two-stage air cooled design such as the WP226L or two-stage water cooled design such as the WP400.

Compared with screw-type compressors, these types are more suitable for shorter operation intervals due to their lower energy consumption as they are start-stop controlled. The distinct advantages of piston compressors are the standardised parts and the similarity in terms of design with starting air compressors.

A recent innovation from the company is the ecc 4.0, its newly-developed compressor control family. The control provides fully-automated monitoring of all compressor functions.

Equipped with a 7-inch touch screen display and featuring a pioneering operating concept, this compressor control is claimed.

TMC Compressors (TMC) has scooped a contract from Fincantieri to supply the first of Virgin Voyages’ three new cruise ships with a compressed air system – which boosts energy saving.

TMC’s Smart Air compressors offer 50 per cent energy saving compared to conventional compressors, the company says. Under the contract, TMC will manufacture and deliver 1 x 40kW Smart Air compressor, 2 x 44kW compressors, air driers and filters to the onboard service and control air system. The equipment will be delivered to the Fincantieri shipyard in Sestri Ponente (Genoa), Italy. Contract value is undisclosed.

“Virgin Voyages wants a strong environmental profile for its new cruise ship. This is a good match for our Smart Air technology, which I believe was a key reason why TMC was chosen for this project. We have also supplied our compressed air systems to numerous other Fincantieri newbuilds, so they are familiar with the reliability of our technology,” said Per Kjellin, managing director of TMC. Stuart Hawkins, Virgin Voyages senior vice president marine, stated: “We will continue to work together with Fincantieri to select great partners who share our vision to make a sea change. We are pleased to welcome TMC on board and excited that their system helps us to achieve our energy savings and ship efficiency goals.”

The first ship is scheduled for delivery in 2020.

Marine Propulsion & Auxiliary Machinery | June/July 2017

Marine and offshore refrigeration compressor remanufacturing service launched A specialist remanufacturing service for refrigeration compressors used in marine and offshore applications has been launched by Green Point.

The company was established by global compressor manufacturer Bitzer to provide high quality as-new

onboard processes.

“Compressors must continue to operate reliably despite being subjected to harsh and often extreme environmental conditions, rarely encountered by static cooling systems. Green Point provides the highest quality

“Most orders for replacement marine compressors arise from breakdowns and speed of availability is a key issue” rebuilds of compressors, with the initial focus on static cooling applications such as food production, and the chemical and process industry.

Following success in this sector, it is now extending its operations to cover critical marine and offshore applications which require very high standards of engineering and quality control to ensure reliability in this challenging environment.

Will Pribyl, general manager of Green Point in the UK, said: “Compressors operating in marine and offshore applications have a vital role in providing cooling for people, products and

remanufacturing process available, returning units to as-new factory standard with rapid turn-around times and covered under warranty.”

Mr Pribyl says: “Most orders for replacement marine compressors arise from breakdowns, and speed of availability is a key issue. We have a huge advantage in being part of the global Green Point network. If we don’t have a particular model of remanufactured compressor in stock, we have access to equipment held across the network. This has proved invaluable already, enabling us to supply exact the unit required at very short notice.” MP

Green Point was established by global compressor manufacturer Bitzer

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BALLAST WATER MANAGEMENT | 51

CLOCK IS TICKING FOR BALLAST RETROFITS

T

he ratification of the International Convention for the Control and Management of Ships’ Ballast Water and Sediments (Ballast Water Management Convention) last September brought with it an urgent need for shipowners to retrofit their vessels with ballast water management systems (BWMSs).

For shipowners who put off selecting a BWMS during the lengthy ratification process for the Convention, the problem is that the global requirements taking effect this September have left little time to make a decision.

There is currently some debate about the true number of vessels requiring a retrofit installation, but with Clarksons Research pointing to a projected demand of around 30,000 ships, shipowners do need to consider whether the sums stack up.

“The age of the vessel, trading patterns, oil prices and operational efficiency are all extremely important considerations,” said Ian Stentiford, global vice president of Evoqua Water Technologies’ brand Electrocatalytic. “Say, for example, you have a 14-yearold bulker facing special survey at a cost of about US$2 million. The US$1 to US$2 million needed for a BWMS installation could make scrapping a more commercially attractive option.”

www.mpropulsion.com

With the realities of ratification becoming clearer, what are the issues faced by those seeking to retrofit their vessels with ballast water management systems?

For retrofits that do go ahead, however, the choice of systems is likely to be limited, as owners will have to take into account the existing vessel layout and available spaces, along with the comparative costs of engineering and installing their preferred system.

Operating and maintaining it and the associated costs will also have to be considered.

These challenges are likely to mean that owners will be forced to make compromises when it comes to the systems

ABOVE: Alfa Laval's PureBallast system

that they ultimately select.

Although commercial viability must be taken into account when developing strategies to meet the regulatory requirements, equipment selection, operation and service support are no less important, especially as there are currently 37 manufacturers and about 90 IMO-approved systems to choose from.

“But this will reduce,” said Mr Stentiford. “I do not think there will be this many manufacturers of systems in the

Marine Propulsion & Auxiliary Machinery | June/July 2017

52 | BALLAST WATER MANAGEMENT

market in, say, five years’ time.”

This is a widely held view among suppliers and shipowners, who believe that the field will narrow to a much smaller number of leading suppliers. This will happen either through consolidation, or by owners voting with their feet so that a limited number of suppliers scoop up the majority of business, with the others left to fight for what remains. This likely outcome will also influence owners’ choices and add further pressure to reducing the scale of realistic choices.

This, it is fair to assume, will tend to favour established names among equipment suppliers. One such is Alfa Laval, which has seen interest

SNAPSHOT CV Anders Lindmark Alfa Laval With an MSC in Engineering Physics, Anders Lindmark has worked on PureBallast since 2014. Prior to that, he worked for Colfax Fluid Handling as global sales director

in its PureBallast system growing lately.

“The high interest in Alfa Laval PureBallast provides clear evidence of growth in the retrofit market. There are many reasons this is happening right now,” said Anders Lindmark, head of Alfa Laval’s PureBallast business. “We have received lots of interest directly tied to our recent USCG [United States Coast Guard] type approval, and we are also seeing greater numbers of shipowners preparing for the IMO Convention.

“Alfa Laval is well prepared to guide customers who are only now entering the market,” said Mr Lindmark.

“We have developed a wealth of knowledge over more than a decade of experience with ballast water treatment, and we are providing resources to help shipowners understand their options.”

Alfa Laval has noted particular interest in PureBallast systems with high flow rates. The IMO and USCG type-approved PureBallast 3.1 features a unique single-filter solution,

Marine Propulsion & Auxiliary Machinery | June/July 2017

which enables higher capacities – up to 6,000m3 per hour – with a small footprint.

Alfa Laval has recently signed a deal to supply two liquefied natural gas carriers, Korean newbuilds, with installations comprising two parallel 3,000m3 per hour systems.

“Traditionally, many have operated on the assumption that high flows require chemical treatment systems,” noted Kristina Effler, global business manager for Alfa Laval PureBallast. “But today, more shipowners and operators are seeing the benefits of PureBallast’s enhanced UV disinfection technology, which can handle a much broader range of flows than other UV systems.”

Mr Stentiford thinks that the revised IMO G8 guidelines – the rules governing BWMS approval procedures, which were being revised to include more robust testing and performance protocols during the Marine Environment Protection Committee’s meeting as this meeting went to press (MEPC 71) – will result in some companies and technologies

ABOVE: Evoqua’s SeaCURE system

“The high interest in Alfa Laval PureBallast provides clear evidence of growth in the retrofit market”

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BALLAST WATER MANAGEMENT | 55

pulling out of the race if, as anticipated, G8 more closely matches the more stringent testing regimes implemented by the USCG. On the question of USCG approvals, Matt Granitto, manager for Evoqua’s BWMS business, agreed.

“There are likely still to be a couple of differences between the IMO and USCG requirements, but they are not expected to be dramatic.

What this means, though, is that there will be a degree of treatment standardisation which, of course, delivers greater confidence to shipowners. So in time only those systems that, like our SeaCure BWMS, have passed the most stringent testing regimes in all water salinities will be selected.

“Closing the gap between USCG and IMO testing is

not the big issue for us. From the outset we have taken the view that testing, passing and receiving USCG approval is only one step along the way. It is not the complete picture.”

Mr Stentiford revealed that Evoqua deliberately selected independent laboratories that would challenge the SeaCure BWMS as part of the approval process. “We did not want to be a company that has all the certificates and badges in place but whose equipment fails in real time. We want to deliver a system that performs as we and our customers would expect a BWMS to operate in real life conditions. We knew the challenges that NSF International [the laboratory that tested the system] would place on the system.

“We knew it would test our system under real water conditions, with

SNAPSHOT CV Matt Granitto Evoqua Matt Granito first became involved with ballast water treatment in 2002 when he collaborated on the design of one of the first treatment systems.

In 2003, he oversaw the installation of that system.

Since then, he has been personally involved in more than 25 newbuild and retrofit installations.

www.mpropulsion.com

“I tell my salesmen: we’re selling coffins here. Nobody wants one, but guess what?

Everyone needs one.”

real organisms in local environments. This meant that we knew that if SeaCure could pass these very tough tests then it is going to work in the real world. I am not going to put a system out into the market without being completely confident that it is going to operate at sea in the harsh environments that ships encounter. That was our philosophy. It was a deliberate strategy.”

One of the things that has made investment in BWMSs particularly unattractive has been that the technology has offered shipowners no return on investment, only a cost against the bottom line. Mr Granitto said: “There’s no economic benefit to this. We know that. I tell my salesmen: we’re selling coffins here.

Nobody wants one, but guess what? Everyone needs one.”

Evoqua’s SeaCure system does, however, alleviate this to some extent by offering dual functionality.

As well as being a BWMS, it can be configured to work as a vessel’s marine growth prevention system, protecting against the build-up of biofouling in seawater cooling systems.

This means that some vessels will not need two separate electrochlorination systems.

“I do not know of any other system that combines ballast water treatment with marine growth prevention,” said Mr Granitto.

Summing up, Mr Granitto said: “Roughly 4,000 vessels have been fitted with a treatment system to date, leaving about 30,000 vessels needing to retrofit an effective solution within the next five years. Concerns have already been raised about a potential supply and installation bottleneck, which means that shipowners and yards need to plan ahead and make sure that suppliers can deliver on time.” MP

Marine Propulsion & Auxiliary Machinery | June/July 2017

56 | BALLAST WATER MANAGEMENT

SHIPOWNER OUTLINES CHALLENGES

at Ballast Water Conference

T

he final session of this year’s European Ballast Water Treatment Technology Conference in Amsterdam, The Netherlands, heard an enthralling ship operator perspective on the realities of being an early adopter of ballast water management technology.

Delegates listened as Reederei Nord technical manager David Cox shared lessons learned from four years of running ballast water management systems (BWMSs).

Back in 2013 Reederei Nord decided to retrofit a filter and electrochlorination BWMS on a series of four Aframax tankers under construction at Sumitomo Shipyard. The only adjustment required to complete the installation was to specify “slightly larger capacity generators.”

The systems have been in regular use since their installation and, according to Mr Cox are “used at every opportunity” for a mix of practical, philosophical and financial reasons.

“If you do not use, you lose,” said Mr Cox. In other words, not operating the systems following their installation might have meant they would be difficult to re-activate several years down the line.

There were more specific technical reasons, too. “We have seen microbial attacks in the past and we believe that using the ballast water management plant protects the coatings in the water ballast tanks. It also helps reduce the accumulation of mud there.” Reederei Nord also believes its use is the environmentally responsible thing to do. And from a commercial point of view, it has found the systems require less energy and consume less fuel than ballast water exchange.

There have been some clear downsides, too. “Ballast time can be extended,” conceded Mr Cox.“With high cargo loading rates it can be problematic to strip tanks properly and on time.” There can also be difficulty in muddy conditions. And during the ships’ ballast voyage, a regrowth of organisms can occur.

So far there have been six guarantee claims per vessel. The most serious problem has been excessive wastage of the cathodes, which necessitated a complete changeout after 50 hours, rather than the guaranteed 3,000.

An added issue is that the system is not straightforward to use and requires operation at the most inconvenient point in the vessel

Marine Propulsion & Auxiliary Machinery | June/July 2017

David Cox, Reederei Nord

voyage. “The chief operating officer is at his busiest at discharge – and we have given him another toy to play with at a time when he does not want to play with it!”

Perhaps the biggest concern is that the systems do not have United States Coast Guard (USCG) type approval and the manufacturer – Mr Cox would not disclose its name – has decided not to pursue USCG approval for the time being.

“The system has AMS [Alternate Management System] status.

We requested and received an extension to the AMS status from the USCG which takes us up to 2023, based on an original compliance date of 2018. This has given us the breathing space to help us decide what we are going to do.”

Looking back, Mr Cox wished that the company had made more of the need for USCG type approval when the systems were ordered. But he conceded: “We can get a guarantee but if the maker disappears that may not mean so much.”

What is clear is that Reederei Nord will need to draw on all its experience in the near future. Soon it will have five different systems installed across its fleet of 19 vessels, including units supplied by Samsung Heavy Industries and Alfa Laval. Mr Cox is anticipating challenges – especially when it comes to crew training. MP

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BALLAST WATER MANAGEMENT | 59

InvaSave makes its commercial debut Damen Shipyards’ containerised ballast water management system (BWMS) InvaSave performed its first commercial treatment in April.

It was carried out by a barge-mounted system for Royal Wagenborg’s 14,000 dwt newbuilding, open top multi-purpose Ice classed Egbert Wagenborg. It appears to have taken place before the ship was formally handed over, as the ship’s operator reported a delivery date of 28 April and a maiden voyage on 30 April.

Egbert Wagenborg was brought alongside a quay in the harbour of Delfzijl and Eemshaven in The Netherlands and the barge carrying the InvaSave 300 was positioned ahead of it.

Ship-to-ship operator MariFlex, which is providing the treatment service, connected the vessel to the InvaSave using a standard hose connection. The ballast water was then pumped out of the ship and passed through the InvaSave for treatment before

being released into the harbour.

Anneke Schäfer, director of the Nature and Environment Federation Groningen, started the equipment and made a speech welcoming its arrival. Spectators included representatives from port operators and authorities, shipowners and other maritime organisations.

Philip Rabe, who is responsible for InvaSave sales at Damen, commented: “We are delighted that the Damen InvaSave is finally operational in a commercial environment.”

The unit is now available for use in the harbour for vessels either without their own BWMS or with malfunctioning equipment.

MariFlex plans to have a second unit operational in Rotterdam before IMO’s Ballast Water Management Convention comes into force on 8 September.

Evoqua wins BWMS order for two Aframax tankers Two 115,000 dwt Aframax crude oil tankers are to be fitted with ballast water management systems (BWMSs) supplied by Evoqua Water Technologies. In a statement, the manufacturer said that the order had come from a South Korean yard for vessels under construction for a Singapore-based shipowner.

These are believed to be the pair of tankers ordered last September by Eastern Pacific Shipping at the Hanjin Heavy Industries & Construction yard in Subic in the Philippines, which are scheduled for

www.mpropulsion.com

delivery in 2018.

Each vessel will be fitted with a 3,000m³ per hour capacity SeaCure BWMS. A major factor in securing the contract was the system’s ability to treat the vessels’ aft peak tank without needing an additional electrochlorination unit, according to Evoqua’s global business development director for ballast water, Lars Nupnau. “Rather than taking a full flow or in-line approach to ballast water treatment, the small-feed stream process is particularly advantageous to the tanker

segment as just one system can treat all ballast water tanks,” he explained.

“Because the electrochlorination part of our system is installed in the engineroom, we can use the same electrochlorination unit.

For the shipowner, this means lower capital expenditure and a less complex, less timeconsuming installation.”

Jae-Wook Bae, team manager of the BWMS business at Krosys, Evoqua’s Korea-based partner that secured the order, explained that the side stream that will

feed the electrochlorination part of the system will be from the sea chest in the engineroom when the ship is in marine water, and from the aft peak tank when in brackish or fresh water.

Evoqua will deliver the units in the middle of this year during the vessels’ early construction phase. Evoqua’s statement quoted Matt Granitto, its business manager for ballast water treatment, who said that the contract means that “we now have tanker references on newbuilds and existing tonnage”. MP

Marine Propulsion & Auxiliary Machinery | June/July 2017

60 | BALLAST WATER MANAGEMENT

Ballast test kit goes on show A portable ballast water testing system and an associated sample-concentrating device have been developed by two Japanese companies, Satake Corp and MOL Techno-Trade.

Details of Satake’s Viable Organism Analyzer (VOA1000) were first published in an academic journal in 2014 and an application for a European patent was filed last year. It uses the pulse-counting FDA (fluorescein diacetate) method to estimate the number of large and small organisms in a sample. It claims to be able to detect an individual organism in a 100ml sample.

Satake and MOL TechnoTrade have jointly developed a compact Ballast Water Sample Concentrator. This enables the quick and easy preparation of sample waters to check for organisms in ballast water, the companies said in a statement.

Both components can be mounted into a backpack to carry on board a ship and the VOA1000 is operated by a touch panel. It needs 10 minutes to stain large-sized organisms and 30 minutes to stain small-sized organisms, using the FDA reagent.

Erma First applies for USCG type approval Another ballast water management system (BWMS) maker has applied for United States Coast Guard (USCG) type approval. Erma First of Greece submitted its application in April.

It is now planning to be one of the first to apply for type approval to IMO’s revised G8 guidelines. The guidelines set out testing requirements under the Ballast Water Management Convention. They are due to be revised to include more robust testing and performance protocols during the Marine Environment Protection Committee’s meeting later this year (MEPC 71).

Erma First is the sixth company to apply for USCG approval, but its Erma First BWMS Fit is the first that uses full flow electrolysis. In a statement, the company said that its system had performed perfectly in a variety of marine environments covering three water salinities, during tests in Morocco, Spain, The Netherlands, France, and the USA (New York and Savannah).

Testing took 30 months, finishing in late 2016. The results “meet and even exceed USCG criteria,” by at least one order of magnitude lower than

those of the final rule, said Erma First’s managing director Konstantinos Stampedakis.

He described the company’s work so far as “a long and demanding journey” and said: “The type approval application proves our ability to deliver a high quality and welldesigned BWMS and justifies the efforts and methodical work of our team of experts towards this objective.”

Mr Stampedakis explained that Erma First was only the second company to work with its selected independent laboratory, so the testing required a big investment in time and effort from both sides.

Interpreting the rules for the first time was another difficult and time-consuming task, he said.

But he paid tribute to USCG staff “who always provided us with an answer, even if it was not the one we wanted.”

The company’s next objective is to apply for type approval according to IMO’s revised G8 guidelines. Erma First has performed a gap analysis comparing the data from its USCG tests and those required by the revised G8, Mr Stampedakis said.

“This has indicated some additional testing which will be finalised soon.”

The company has already approached a couple of administrations that have said they are ready to accept such applications. “We are currently in discussions with those for our final selection,” he said.

Erma First has applied for USCG type-approval for its modular system

USCG backs boxed ballast after briefing Ballast Water Containers (BWC) has held discussions with “significant people from the United States Coast Guard [USCG]” about using its mobile ballast treatment systems in the USA. The meeting at the USCG’s headquarters in Washington DC confirmed the suitability of BWC’s mobile solutions for the US market, the company’s chief executive Richard Lawson said in a statement.

BWC is part of the UK’s Malin Group, along with ballast retrofit specialist Cleanship Solutions. The latter’s general manager, Chris McMenemy, said the companies anticipate that port-based systems will be “a big market for us.” Its mobile units “offer owners, operators and port service companies the ability to purchase a system and be masters of their own destiny.”

He contrasted this with port-based options offered by some competitors who are only offering port solutions as a service.

Marine Propulsion & Auxiliary Machinery | June/July 2017

“That leaves shipowners and operators at the behest of a service company and the availability or unavailability of the port solution.”

BWC’s systems combine a proprietary ballast water management system with what Mr McMenemy described as “a lot of clever technology to offer truly unique products that can be used in a truly mobile fashion.” Its BWC Seaforth model, for example, is the only compliant solution on the market designed specifically for the heavy-lift barge sector. “Being unmanned, they cannot undertake ballast exchange,” he pointed out.

For US use, USCG approved technology would be incorporated into BWC’s systems and no additional type approval would be required. “We are working on specific processes to ensure our mobile systems can be tied into the USCG reporting requirements,” said Mr McMenemy. MP

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62 | EUROPEAN MARINE ENGINEERING CONFERENCE

Regulation and innovation dominate EMEC 2017 What emerged clearly from this key event was that, while regulation is a headache, it also drives innovation

T

he European Marine Engineering Conference took place this year in Amsterdam. It was organised by Riviera Maritime Media and supported by Marine Propulsion magazine.

As is now customary, day one of the European Marine Engineering Conference began with the engines forum, which was dominated by engine manufacturers preparing for the challenges posed by IMO’s global sulphur cap, due to come into force in 2020.

Part one of the forum, which opened the conference, concerned two-stroke

engines and was chaired by Dr Ioannis Vlaskos, director of the engine business unit, global market sector director – marine for Ricardo.

René Sejer Laursen, promotion manager, dual-fuel engines, MAN Diesel & Turbo, presented a technical rundown of the latest MAN engine developments in the light of 2020’s global sulphur cap.

He asserted: “I do not think we can get any better in terms of engine efficiency – I think we have reached the limits.” Instead, he suggested that improvements now were focusing on greater reliability, fuel flexibility and lower

Marine Propulsion & Auxiliary Machinery | June/July 2017

emissions. He also suggested that it may be possible to meet Tier III regulations by mixing water with methanol, something he described as “a gamechanger”.

The four-stroke session of the engine forum highlighted fuel flexibility as a key driver in the latest engine developments.

One speaker was Robert Ollus, product manager of the Wärtsilä 31 engine, who also identified the importance of fuel flexibility as a key driver in the development of four-stroke engines. He identified health and environmental concerns as key drivers, along with the

need to reduce fuel costs and increase reliability.

Mr Ollus identified gas as now being “better than diesel” in combustion terms and said: “The future is cleaner, more efficient, more flexible and more autonomous,” highlighting the Wärtsilä 31’s adopted title as ‘the world’s most efficient four-stroke engine’ as evidence of this.

Delegates taking part in the Doug Woodyard Memorial debate decided that the industry was ready for the global sulphur cap to be introduced in 2020, despite holding the opposite view before they heard the panellists’ arguments.

Before the debate started, a poll of delegates showed that 73 per cent supported the motion that ‘This conference does not believe the shipping industry is ready for the global sulphur cap.’ When the vote was retaken after the

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EUROPEAN MARINE ENGINEERING CONFERENCE | 63

discussion, the proportion had fallen to 47 per cent.

Neil Anderson, marine director at the UK-based emissions-reduction specialist Lab, argued that meeting the 2020 deadline for reducing sulphur emissions to the equivalent of burning 0.5 per cent sulphur fuel could cost the industry US$60 billion, with operating costs rising by 60 per cent when it comes into force on 1 January 2020.

He said there were 22 alternative fuels to choose from and the alternative of fitting a scrubber was complex and lengthy: dealing with classification matters alone can take a year, he said. Shipowners “need to make a decision, there needs to be preparation and I would question whether the industry as a whole is ready for compliance.”

Opposing the motion was Simon Brown, managing director of Emsys Maritime, which makes scrubbers and emissions monitoring systems.

He chaired IMO’s Working Group of experts which revised the NOx Technical Code as part of the MARPOL Annex VI revisions in 2008.

He reminded his listeners that the 2020 deadline had been set after IMO determined that there would be sufficient suitable fuel available and pointed out that the industry had had “12 years to get used to this” since the 2008 revisions and the deadline.

So the industry as a whole was ready, he said. “The shipowning community now has to start planning how they are going to do it.”

Perhaps inevitably the fuels session of the European Marine Engineering Conference concentrated on the challenges posed by compliance with the 2020 global sulphur cap.

Iain White, global marketing manager, ExxonMobil Marine Fuels and Lubricants, asked what the most effective

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means of compliance would be, concluding that the industry seemed destined for a multi-fuel future. “If any shipowners have come here for definitive answer,” he said, “I’m afraid they’re going to be disappointed. There is no magic bullet for this challenge.”

He pointed out that the price of heavy fuel oil was likely to collapse with the arrival of the cap, saying: “So for those of you considering investment in scrubbers, the economics for scrubbers are going to become very clear in January 2020 – and very compelling.”

Conversely, he suggested, demand and costs for marine gas oil would rise sharply.

Day two of the Conference began with a recap of the previous night’s awards ceremony, followed

by Karl Wojik, the winner of

new medium-speed engines.

In the 1990s, while at AVL, he pioneered research into gas engines. “In the 1990s nobody believed in gas engines,” he said. “But I wanted to find out what their limits were and to push beyond them. And then, in the 2000s, people suddenly started to become interested.”

As well as his own work, Dr Wojik developed the CIMAC Cascades programme for young engineers. “I wanted to establish small seminars and conferences for young engineers so that they had the chance to talk and present their work and had the chance to talk to other young engineers,” he said.

Today, Dr Wojik is still excited by innovation. Tasked

by AVL List to build up the group for hybridisation, electrification and digitisation,

“So for those of you considering investment in scrubbers, the economics for scrubbers are going to become very clear in January 2020 – and very compelling.”

Marine Propulsion’s 2017 Lifetime Achievement Award, reflecting on his career at the European Marine Engineering Conference, saying: “I believe innovation is the basis of our future.”

Dr Wojik has been a vice president at AVL List since 1986, but worked for MAN prior to that, having been the youngest ever senior vice president of MAN B&W. It was while he was at MAN that in 1979, he presented a paper on the first engine with a fully-welded crankcase at a CIMAC congress.

This was just among the first steps in a career of innovation, however. Over the years, Dr Wojik has been instrumental in the design of around 60

he says: “It has been like a new springtime for me. We have already developed innovations that are fascinating. We have achieved fuel savings up to 20 or 30 per cent.”

Looking ahead, he sees digitisation as representing a new dawn for industry. “This is the future,” he says: “We are in the process of transferring from a material based economy to a knowledge based economy – and I think we should welcome it."

The potential of batteries and other methods of energy storage in marine applications featured strongly in session six.

Per-Erik Larsson, director sales and spares, Callenberg Technology Group began by discussing advanced marine

power systems, with particular emphasis on improving operations and safety through advanced power management and distribution systems.

In this presentation, he discussed the improvement of generator sets to create power consumption efficiencies. This, he suggested, would take place via innovation in energy storage systems, particularly batteries.

He was followed by Benjamin Gully, who looked closely at the safe and successful implementation of maritime battery systems.

“Batteries present many opportunities and benefits, including reduction of fuel consumption and emissions, reliability, redundancy, blackout prevention and ridethrough,” he said.

He conceded, however, that batteries pose real safety risks, but that those risks are manageable given adequate consideration and protection.

Finally, Damir Radan, senior sales application engineer for GE Marine Power Conversion, looked at trends and technology prospects in energy storage. This looked at all the options, including fuel cells, about which he concluded: “Fuel cell technology is coming, but slowly.”

The use of alternative fuels and fuel optimisation were the dominant topics in the Propulsion Forum.

Dr Jose Gonzalez, chief engineer, large engines, Ricardo began by detailing a study his company undertook comparing a conventional tug running diesel engines using selective catalytic reduction (SCR) with a hybrid tug using gas engines and batteries.

Ricardo has developed a suite of analysis and simulation tools to evaluate marine application of fuel consumption and, using these, the study showed considerable benefits to be gained from the new hybrid. MP

Marine Propulsion & Auxiliary Machinery | June/July 2017

MARINE PROPULSION AWARDS HONOUR INNOVATION

C

ompanies and individuals were honoured when the 2017 Marine Propulsion Awards were presented during a gala dinner in Amsterdam on 25 April linked to the European Marine Engineering Conference.

Seven of the awards were for technical innovations made during 2016, based on a shortlist selected by an independent panel of industry experts and over 3,200 votes in an online final vote. The winners were: After-sales Service Excellence Award: ABS, for its ABS Shaft Alignment Services Electrical Power System of the Year Award: WE Tech Solutions for its variable speed permanent magnet shaft generator Environmental Performance Award: HASYTEC, for it Dynamic Biofilm Protection Marine Coating of the Year Award: Jotun, for its Hull Performance Solution and its work on the ISO 19030 hull performance standard Marine Engine of the Year Award: Winterthur Gas & Diesel, for its X-DF engines

Planned Maintenance Software System of the Year Award: ABB Marine and Ports, for its Marine Remote Diagnostics and Integrated Operations Centers Ship of the Year Award: Sovcomflot for the icebreaking tanker Shturman Albanov Another award recognised a graduate research project by a postgraduate student, selected by John Carlton, professor of marine engineering at the School of Engineering and Mathematical Sciences, City University London. It was presented to Matthys Dijkman of C-Job Naval Architects for his Master’s thesis, Solving the LNG Load Response Challenge, carried out at the Technical University of Delft.

In addition, Marine Propulsion’s editorial staff had nominated a Lifetime Achievement Award, which was presented to Karl Wojik, executive delegate of the AVL Management Board of AVL List. Edwin Lampert, head of content of Riviera Maritime Media, described Mr Wojik as “a man who is technically gifted and recognises the importance of sharing his experience across the industry and of encouraging a new generation to follow him and his peers.” MP

LIFETIME ACHIEVEMENT AWARD ⊲

Karl Wojik, executive delegate of the AVL Management Board of AVL List.

⊳ SHIP OF THE YEAR AWARD

Sovcomflot for the icebreaking tanker Shturman Albanov

Marine Propulsion & Auxiliary Machinery | June/July 2017

www.mpropulsion.com

65 | MARINE INTELLIGENCE

“We are here to help people work better and if 85 per cent of accidents are down to the human factor, that is where we need to focus.”

Marine digitalisation: “A journey that will be figured out over time” As the keynote speaker at the Marine Intelligence Conference, Amsterdam, Tim Schweikert of GE outlined the challenges facing this technology

G

iving the keynote at this year's European Marine Intelligence Conference in Amsterdam, GE's Marine Solutions’ president and chief executive Tim Schweikert said: “We don't have it all figured out. We are at the beginning of the journey. This is a collaborative process requiring a lot of partners and collaboration with your customers.”

In a wide-ranging and candid address, Mr Schweikert said that asset performance management, voyage and energy optimisation and autonomous vessels will "be our guiding light on the marine digital road map”.

The drill ship segment is being prioritised. Because it is under such pressure, Mr Schweikert believes that this is the sector that will see the most financial benefit from the technology. He also foresees greater automation in this sector. “The fact that the vessels trade in a remote and hazardous environment means that, as skills either leave or are retired from the industry, the need to backfill that gap with technology will grow.”

He explained that drill operations are ripe for disruption. “The sector works in silos. There is no learning across different drill platforms from efficiency or cost standpoints. We found islands of expertise dependent on who is running the operation. This means considerable variation in performance from platform-to-platform.”

By applying big data analytics and harnessing the cloud, GE can identify best-in-class performance and share the data across an entire fleet.

The key, he said, is to create a charter documents with

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customers and collaborate. “We are not in the drill ship business, so to be successful you have to marry your skills with the client’s expertise and soft skills.” Early evidence of success includes recent announcements from Maersk and Noble which allude to big data analytics delivering 20 per cent savings on maker’s costs and 10 per cent reductions in drilling cycle times.

While autonomous vessels are seen as especially prospective, Mr Schweikert conceded that GE is not at the pilot phase but is adamant it will come. Twenty years ago, the airline industry had twice as many people in the cockpit as they have today. Now there will typically be two people. There is no navigator. No engineer.

There is no reason why it can't happen in shipping."

Overall, Mr Schweikert believes asset performance management will deliver the biggest returns and will have a multi-billion dollar impact. “If the marine industry’s annual fuel bill runs to US$125 billion, think what a few percentage points in savings could offer.”

An abiding question is why has the marine industry’s adoption of these new technologies lagged. The question was put to the audience via Slido, a web-based application that allows delegates to pose questions and take part in online polls. The key reason identified by the audience was inadequate broadband. Responding, Mr Schweikert’s co-panellist Michiel Meijer, Meijer, senior director of sector development for Inmarsat Maritime, said this is a turning point in the sector where “connectivity that ordinarily stopped at the bridge is now permeating other areas of the vessel.”

The two panellists also fielded questions around the rules and regulatory environment for these new technologies. “Class societies understand this is coming,” said Mr Schweikert. “And they are all about risk management,” he added. If it can be proven that automation improves the risk management on board they will help create the right environment.

Concluding, he said the marine industry was “screaming out” for major innovation and technological disruption. “The sector is characterised by very expensive assets, hugely impacted by downtime, operating in remote environments where there are chronic skills concerns and labour shortages.” MP

Marine Propulsion & Auxiliary Machinery | June/July 2017

66 | ON THE HORIZON

Damen seeks to 3D print a class-approved propeller The use of 3D components on board commercial vessels could take a big step forward following a recent announcement

T

he use of 3D printing (or additive manufacturing as it is more accurately known) in the maritime sector has been under development for several years. Numerous companies and consortiums worldwide are engaged in research in this area.

In a major step forward in the application of 3D printing techniques in the maritime sector, Damen Shipyards Group has entered a co-operative consortium with the Port of Rotterdam’s RAMLAB (an initiative of Port of Rotterdam, InnovationQuarter and RDM Makerspace), propeller manufacturer Promarin, software developer Autodesk and class society Bureau Veritas. The goal of this group is to develop the world’s first class-approved 3D printed ship’s propeller, to be called the WAAMpeller.

Damen’s involvement in the project began in 2016 as a result of one of its in-house student research programmes.

“Three students from Delft University of Technology were investigating the potential of 3D printing for us. They brought us into contact with the other members of the consortium,” explained Kees Custers, project engineer in Damen’s research and development department.

“What is unique about this group of five companies is that, while we have joint interests, we also have individual aims.

This leads to a very productive and co-operative atmosphere in what is a very exciting project.”

The propeller will be based on a Promarin design that is typically found on a Damen Stan Tug 1606. This 1,300mm diameter propeller weighs approximately 180kg. Using Autodesk software in the construction process, RAMLAB will fabricate the WAAMpeller from a

bronze alloy using the wire arc additive manufacturing (WAAM) process.

The combination of an electric arc as a heat source and wire as feedstock has been researched for additive manufacturing purposes since the 1990s, although the first patent was filed in 1925.

WAAM hardware currently uses standard, off-the-shelf welding equipment – the welding power source, torches and wire feeding systems. Motion can be provided either by robotic systems or by computer numerical controlled gantries.

Whenever possible, magnesium in gas (MIG) is the process of choice. Here, the wire is the consumable electrode, and its coaxiality with the welding torch makes it easier to work. MIG welding is ideal for materials such as aluminium and steel, but with titanium the process is affected by arc wandering (deflection of the arc), so tungsten inert gas or plasma arc welding are used for titanium deposition.

RAMLAB is the first field lab equipped with 3D metal printers that focuses on the portrelated sector. It uses additive manufacturing to develop knowledge in the field of metal printing, 3D design and certification.

Bureau Veritas will be involved in the certification of the completed product, in what will be the first time that a metal 3D printed maritime component is approved by class.

Once the propeller has been printed, Damen’s role will continue with fullscale trials. “We will be performing a comprehensive programme that will include bollard pull and crash test scenarios. Our ambition is to demonstrate that the research phase for 3D printing in the maritime sector is over, and that it can now be effectively applied in operations.”

The first propeller is expected to be printed by this year, with subsequent

Marine Propulsion & Auxiliary Machinery | June/July 2017

WAAM hardware currently uses standard, off-the-shelf welding equipment

testing occurring in the autumn.

Damen invests considerable resources into its various research and development programmes. “Our aim is to build more effective, more cost-efficient and more environmentally friendly vessels,” commented Damen’s principal research engineer Don Hoogendoorn.

“The WAAMpeller project contributes to this goal because not only does it mark an important advance in 3D printing, but also it has the potential to yield significant results in optimising future vessel designs.

3D printing technology brings with it an excellent opportunity to improve ship structures in terms of both performance and fuel consumption.” MP

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FUELS & LUBES | 69

Lube analysis reveals major engine challenges Data analysis of cylinder oil

by ExxonMobil has some sobering revelations for shipowners and operators

I

n-depth data analysis of more than 400,000 oil samples from ExxonMobil has revealed a wide range of potentially damaging engine issues facing operators.

The data, which was collected as part of ExxonMobil’s MobilGard Cylinder Condition Monitoring (CCM) programme, has revealed that 50 per cent of vessels are not operating at optimal feed rates, cold corrosion is present in 15 per cent of samples and that 43 per cent of vessels have a potentially catastrophic issue with cat fines.

Speaking to Marine Propulsion, global marketing manager for ExxonMobil Iain White indicated that he was surprised by the scale of the cat fine problem, saying: “If you’re running your purifiers properly, you shouldn’t have a problem with cat fines, so this data indicates that there are some serious problems with the skills and expertise of the crew.”

Another problem to which Mr White pointed is that, come 2020 and a potentially greater variance in local fuel blends, the cat fine problem has the potential to become more serious.

Mr White also went on to point out that the cold

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corrosion figure of 15 per cent had to be seen in context of the problem only affecting engines new enough to be at risk, meaning it was likely to become more widespread over time. “That problem is only likely to get worse,” he said.

In terms of feed rates, the most common scenario is overlubrication resulting in wasted oil consumption and unnecessary expense. However, the results can be far more serious than this, generating excessive piston and liner wear that can ultimately lead to more significant costs.

The data gathered by ExxonMobil also revealed that 9 per cent of vessels see high levels of iron in the scrape down oil, something that is indicative of engine wear. Meanwhile, 25 per cent are experiencing water washing problems. The presence of water in the engine removes the cylinder oil from the liners and can cause high levels of wear.

It was possible to collect this data because of the automation of the reporting function on MobilGard, which can now deliver this information quickly for analysis.

According to Mr White, it is possible to fine-tune this data even further and this is likely to be offered as a service to customers in the near future. MP

Overlubricating

Underlubricating / cold corrosion

Cat fines

Graphs showing the levels of iron in the cylinder oil relative to total base number (TBN) and according to problem type

Marine Propulsion & Auxiliary Machinery | June/July 2017

Visitor pre-registration is available!

Please go to www.marintecchina.com for more information.

BUNKER BULLETIN | 71

Shell keeps faith with Qatar Energy giant Shell has deepened its ties with beleaguered Qatar, signing a deal with Qatar Petroleum (QP)-owned Wave LNG Solutions to develop LNG bunker-supply infrastructure at “strategic shipping locations”.

Shell and QP signed two

earlier MoUs last year, to explore LNG bunker-supply opportunities in the Middle East. The partners may also target ports in Europe and east Asia.

An online search for Wave LNG leads to the website of investment body Qatar

World bunker prices LATEST PRICES Settle

BRENT $48.29 +$0.14

EUROPE Rotterdam MTD Antwerp MTD Lisbon MTW Gibraltar MTD Gothenburg MTD Las Palmas MTD Malta MTD Piraeus MTW St. Petersburg MTD *

IFO-380 3.5% $277-$283 $280-$285 $303-$308 $295-$300 $296-$301 $302-$307 $295-$302 $295-$300 $265-$275

MIDDLE EAST, SOUTH AFRICA Fujairah MTD Durban MTW Dammam-Ras Tanura MTD Jeddah- Yanbu- Rabigh MTD Richards Bay MTW

Financial Centre, but further details of the organisation are not readily available..

This latest deal,comes as Qatar is increasingly isolated after Saudi Arabia, Bahrain, the UAE and Egypt imposed sanctions and a blockade on the emirate on

(Bunker price Indications – Tuesday 13 June 2017) WTI $46.08 +$0.25 IFO-180

$300-$305 $352-$355 $316 $326 Subject Enquiry

MGO $427.00 $0.00

NOTES

MGO 0.1% $409-$415 $412-$418 $458-$463 $450-$455 $438-$445 $450-$455 $435-$445 $435-$445 $455-$460

$550-$555 Subject Enquiry $545 $545 Subject Enquiry

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

$280-$298 $265-$275 $270-$280 $295-$305 $285-$295 $298-$299

$430-$445 $450-$475 $440-$450 $565-$580 $480-$490 $649-$650

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

$300-$305 $298-$306 $314-$319 $336-$340 $314-$319 $315-$320

$450-$455 $430-$440 $485-$510 $570-$580 $575-$580 $575-$580

Barging $11.50pmt PPDD PPDD Barging $14.00pmt

DMA

Diesel LSDDMB

*Price not updated from previous report.

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

Information supplied by Dave Reid - Broker @ WMF e: dareid@wfscorp.com Wilhelmsen Premier Marine Fuels Ltd

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

5 June. Qatar is also under commercial pressure, seeking to renegotiate US$2.8 billion worth of deals with Japan that expire in 2021. Those deals represent some 10 per cent of Qatar’s gas earnings.

Based on current production, Qatar’s LNG output will peak next year. QP is expanding at home and abroad.

In December, it announced the merger of LNG producers Qatargas and RasGas. Qatar is also moving to future-proof its assets, buying into production ventures overseas and extending its grip over the energy supply chain.

Last autumn, QP launched Ocean LNG to market Qatar’s “future international LNGsupply portfolio”.

Shell and QP have positioned themselves to take advantage of the 2020 introduction of the 0.5 per cent sulphur cap.

QP president and chief executive Saad al-Kaabi said in a statement: “We view LNG bunkering as a promising opportunity for LNG to further grow as a clean energy source. LNG demand for bunkering is expected to increase significantly over the coming years.

“We believe there is real potential for demand to reach up to 50 million tonnes per annum by 2030. Achieving this figure requires focused investments and the right partnership model, similar to the one we are establishing today.”

Shell and QP are partners in Qatargas IV. Shell purchases LNG from Qatargas IV under long-term contract, selling on some 3 million tonnes a year to PetroChina and 650,000 tonnes to Dubai. Shell also buys spot cargoes from Qatargas and RasGas. MP

Marine Propulsion & Auxiliary Machinery | June/July 2017

72 | POWERTALK

PAVING THE WAY TO A DIGITAL FUTURE T Bernie van Leeuwen, SKF

he ability to collect and manipulate vast amounts of digital information will catapult manufacturing into the future.

By embracing digitalisation, SKF is enhancing its core offering – bearings technology, and related services – so that our customers can further boost the performance of their rotating equipment. Furthermore, by focusing on industrial digitalization, SKF aims to drive the further optimization of cost and efficiency of the full value chain, including world class manufacturing and supply chain integration.

Digitalisation will affect all parts of the value chain, from design and manufacturing through to purchasing and maintenance.

SKF has been monitoring equipment remotely for around 15 years now. We now have around 1 million bearings connected to the Cloud and data from them is gathered and interpreted daily, often with assistance from our experts.

The ability to handle this data leads to enhanced analytics – allowing SKF to detect potential failures earlier in rotating equipment that may affect overall equipment reliability and to get a better understanding of critical product and system design requirements.

We have already developed platforms to help customers gather and interpret data. For instance, our Enlight platform helps operators visualise data from a variety of sources, using a device such as a smartphone or tablet. This is a smart way of putting ‘Big Data’ into an operator’s pocket.

The ‘connectivity’ of the data runs in all directions, and can be used in many ways. At its simplest, it connects a sensor to a remote

Self-replacement Automatic detection of a failing bearing is a massive step forward in efficiency. However, the process of ordering the replacement – including sending the purchase order through to manufacturing, estimating the lead time, and delivering the part – still involves major human intervention.

SKF is already gearing up for a future in which the faulty part

Marine Propulsion & Auxiliary Machinery | June/July 2017

diagnostics centre. However, the data – on the health of a bearing, for instance – can be fed right back to the design stage, and used to help redesign a better product.

Increased digitalisation has also begun to allow more customised manufacturing. Because it can cut machine re-setting times close to zero, there are fewer restrictions to making customised products.

A major shift in the future – aided by digitalisation – will be the way in which we serve our customers. While the usual ‘transactional’ model of providing hardware will remain important, it will start to be replaced by more performance-based contracts.

Here, SKF will be responsible for ensuring that the customer’s operations remain efficient. Supplying hardware like bearings will then support the services – from predictive maintenance to lubrication expertise – that deliver this extra efficiency.

The ability to correlate a wider variety of data can further improve performance. For instance, the condition monitoring data that SKF routinely collects can now be combined with ‘process’ data such as machine speed and control parameters, through a collaboration with Honeywell.

Having access to this wider array of data could enhance maintenance and help customers to make more informed choices. For example, analysing both monitoring and process data might reveal that slowing down by 3 per cent would extend the maintenance period by four weeks.

The customer can then balance a slight reduction in output with a longer production period – and make the best possible decision. MP

effectively puts in an order for its own replacement. Because a smart sensor can already diagnose itself, it’s not hard to imagine that it might send an automated message all the way back through the supply chain.

This type of system is yet to be developed. However, SKF is running pilots in specific areas of the supply chain. In the future, the plan is to join these pilot projects together, allowing full, end-to-end digitalisation.

www.mpropulsion.com

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