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contents
February/March 2017 volume 39 issue 1 12
Regulars 5 COMMENT 7 ON THE AGENDA 8 BRIEFING 80 BEST OF THE WEB 83 BUNKER BULLETIN 84 POWERTALK
Enginebuilder profile 11 Dresser-Rand takes the gas route
19
Yard profile 12 Rotterdam Offshore Group expands to meet demand
Two-stroke engines 15 Developing the X-DF engine 16 Doosan Engine passes 100 million bhp milestone
Four-stroke engines 19 MAN 28/33D STC engines selected for Coast Guard cutters; Wärtsilä to optimise engine performance of Megastar 20 Rolls-Royce to power new high-speed vessels for Italian navy’s special forces; Caterpillar to deliver 3500 engines and gensets direct from Tianjin
34
Ship type: containers 22 Containers see light at the end of the tunnel 25 Practice makes PERFECt 29 Spherical bow container ship is world first 32 Coating offers value to container operator
Propulsion packages 34 Turnkey systems find new applications 41 New cap boosts efficiency of controllable and fixed-pitch propellers 42 Cat Marine EPA Tier 4 engines installed on McAllister tug duo LUKOIL_Az_190x62_Kompass_auf_Wasser.qxp_Layout 1 24.09.15 13:09 Seite 1
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Marine Propulsion & Auxiliary Machinery | February/March 2017
contents Driveline Gearboxes & transmissions 44 Workboats and fast craft see transmission innovation 47 Twin Disc product expansion benefits workboat sector; Siemens to supply two-speed gearbox for fishing vessel 48 The case for geared electric propulsion
Shafting, coupling & dampers 51 Additive manufacturing preserves shaft bearings 52 Wärtsilä Sea-Master system boosts efficiency of shaft lines; Punk feels lucky
Seals and bearings 55 Hornblower flagship uses Thordon maintenance-free bearings ; Hydrex repairs stern seal in record time 56 Vesconite bearings renew RINa certification
Performance management Remote monitoring 58 Partnerships blossom as digitization spreads; Wärtsilä increases operational safety and predictability for LNG carriers
Condition monitoring 64 Steering a path to a digital future; Cost-effective digitisation
Energy management 67 Tekomar Xpert engine diagnostics extended to APL fleet; Cold ironing system garners orders 68 Eaton facilitates high-performance DC switching 71 Digital tank gauging benefits revealed
Fuels & lubes 72 Total Lubmarine shares its vision; Chevron launches its latest cylinder lubricant
Emissions 75 EGCSA workshop offers 2020 vision
February/March 2017 volume 39 issue 1 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 Editorial Director: Steve Matthews 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
79 Taking a proactive approach to managing risk
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COMMENT | 5
GLOBALISATION’S ‘CRISIS’ THREATENS SHIPPING S
peaking at the recent winter press conference of the International Union of Maritime Insurers (IUMI), the organisation’s president Dieter Berg starkly outlined one of the threats to the maritime industry when he said that, among other issues it faced: “Globalisation is in crisis.” What he meant by this is that a combination of political events and ongoing trends are pointing to a rise in protectionist measures and threats to current free trade agreements, with consequently negative effects for shipping. Clearly, Mr Berg had specific issues in mind when saying this. One was clearly Brexit, which – while its long-term effects are debatable – will necessarily mean the replacement of existing free trade agreements with all the uncertainty that creates. However, the more pressing matter, one felt, was the election of Donald Trump as US President.
Paul Fanning Editor Marine Propulsion & Auxiliary Machinery
President Trump has made no secret – indeed a virtue – of his ‘America First’ policy, which prioritises US goods, jobs and services and rejects large scale agreements that may have a harmful effect on them. Equally, much of his rhetoric has been directed at China, whose economic rise and growth as an exporter he has framed as having happened at America’s expense. Clearly, this flies in the face of the globalist agenda that has driven the world economy for some time and that has prioritised ease of trade almost, some might argue, at all costs. This is not as new a thing as might be imagined, however. Mr Berg in his address pointed out that IUMI had identified a broad increase in protectionist measures since 2009. However, recent events would seem to have placed things into sharper focus. Clearly, a more competitive (some
might say combative) US trading policy created by punitive tariffs and a more lightly regulated US manufacturing industry could make the position of shipping and investors very difficult over the next few years. Instead, it is to be hoped that actions are less extreme than rhetoric and that the old maxim that ‘Nobody wins a trade war’ is remembered. According to a recent survey, just 12 per cent of maritime leaders are compiling, analysing and storing big data. However, 77 per cent of those surveyed saw potential benefits from big data, with 70 per cent seeing this as providing cost savings for their company. The factors cited for holding them back was lack of access in 63 per cent of cases, a need for skilled professionals in 50 per cent of cases, while 83 per cent cited a need for specific staff training. What this speaks of, then, is a market that has been convinced of the benefits of big data, but isn’t sure what the next step should be. In one sense this is a problem for technology and equipment suppliers, but in another, it should be heartening news, representing as it does a very real opportunity to assist customers in adopting and exploiting these new opportunities afforded by big data. MP
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Marine Propulsion & Auxiliary Machinery | February/March 2017
ON THE AGENDA | 7
IMO SECRETARY-GENERAL SPEAKS OUT AGAINST REGIONAL EMISSION TRADING SYSTEM IMO Secretary-General Kitack Lim has written to senior European officials expressing his concern that including shipping in the European Union’s Emission Trading System (EU-ETS) could undermine efforts to reduce greenhouse gas (GHG) emissions from shipping on a global basis
“Inclusion of emissions from ships in the EU-ETS significantly risks undermining efforts on a global level” Kitack Lim, IMO secretary general
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I
n a letter to Martin Schulz (president of the European Parliament), Jean-Claude Juncker (president of the European Commission) and Donald Tusk (president of the European Council), Mr Lim acknowledged that the EU had an ambitious policy for addressing emissions and recognised that member states might wish to enhance the progress made to date. However, he cautioned against extending the EU-ETS to include ships. Mr Lim said “I am concerned that a final decision to extend the EU-ETS to shipping emissions would not only be premature but would seriously impact on the work of IMO to address GHG emissions from international shipping. Inclusion of emissions from ships in the EU-ETS significantly risks undermining efforts on a global level." The letter follows an agreement on 16 December 2016 by the European Parliament's Environment Committee that emissions from ships should be included in the (EU-ETS) from 2023, if IMO does not deliver a further global measure to reduce GHG emissions for international shipping by 2021. IMO is the specialised agency of the United Nations responsible for safe and secure shipping and preventing marine and atmospheric pollution from ships. Its efforts to address GHG emissions from shipping have reached an advanced stage. In 2011, IMO became the first international body to adopt mandatory energyefficiency measures for an entire industry sector with a suite of technical and operational requirements for new and existing vessels that entered into force in 2013. In October 2016, it adopted a system for collecting data on ships’ fuel-oil consumption which will be mandatory and will apply globally. This will be the first in a three-step approach leading to an informed decision on whether any further measures are needed to enhance energy efficiency and address GHG emissions from international shipping. If so, policy options would then be considered. IMO also approved a 'roadmap' for developing a comprehensive strategy on reduction of GHG emissions from ships, which foresees an initial
GHG strategy being adopted in 2018. These measures were agreed, by consensus, by IMO member states, including EU member states. In his letter, Mr Lim said this not only demonstrates IMO’s leadership and role as the global body for developing and implementing requirements for international shipping, but also reaffirms that IMO is the only appropriate body to take this work forward and achieve the necessary political co-operation of all governments represented at IMO, including EU member states. He added, “Such political co-operation is important to ensure that all countries act together to ensure that no one is left behind.” Mr Lim said that, in his view, unilateral or regional action that conflicts with or undermines actions that have been carefully considered and deliberated by the global community at IMO threatens world-wide confidence in the consistent, uniform system of regulation developed by IMO. Regional or unilateral action, he said, would harm the goals of the wider international community to mitigate global GHG emissions from ships and be at odds with the overarching objectives of the Paris Agreement. The 2015 Paris Agreement makes no reference to emissions from international shipping, due to the global nature of the sector and the difficulty in allocating emissions from a ship to a single state. However, as Mr Lim stressed, IMO’s work on the control of GHG emissions shows that strong action is being taken. IMO is continuing towards the goal of a fully global solution for international shipping, achieved through co-operation among all its member states – including EU members. A decision by the IMO Council, at the beginning of December 2016, to authorise two additional meetings of a special MEPC Working Group on reduction of GHG emissions from ships during 2017 (the first to be held 26-30 June) will enable further progress, and illustrates the importance and urgency IMO attaches to this issue. In parallel, IMO will continue its efforts to provide related assistance to developing countries through major capacity-building projects on energy efficiency in ship operations. MP
Marine Propulsion & Auxiliary Machinery | February/March 2017
8 | BRIEFING
Specifying emissions monitoring for scrubbers Simon Brown, managing director of Emsys Maritime provides some handy guidance on the important factors to consider when specifying emissions monitoring technology
Specification Get your requirements correct at the start. There are many factors to consider when specifying an emissions monitoring system, the most important being the application. Is it monitoring a scrubber? Selective Catalytic Reducer (SCR)? Diesel engines? Boilers? Incinerators? Are there specific IMO, EPA, or local regulations that the EMS must be Type Approved for? Are there Class Notation requirements? How many stacks need monitoring? Which gases do you need to monitor? Is continuous monitoring required? What are the environmental conditions where the system will be installed? Are there extreme temperatures or aggressive conditions at the sample point?
before it is installed. Speaking with the EMS system designers, project engineers and technicians at this stage may bring up some items that may not have been considered at the requirements stage, this may allow time to mitigate any issues that may arise. b) Prepare a detailed on-board test plan to check the system performs to specification. This may identify issues that arise post installation. The on-board testing needs to be carefully planned to ensure each engine, boiler and other stack are available, the loadings are correct, the correct calibration gas is available to ensure the systems are calibrated correctly and the measured data correlates with the anticipated performance data supplied by the engine/boiler/scrubber supplier.
Installation
Operating Costs
Consideration regarding the positioning of the sample points and where the control panels will be sited is paramount. The positioning of probes, especially in applications such as scrubbers can be the most important consideration. Ensure that the probes do not become contaminated by scrubber washwater, sootblowing or turbocharger cleaning materials. Can the control panel and analysis equipment operate in +55oC ambient? Can the operators get easy access to each part of the system for maintenance? Is it easy to calibrate?
This is a very important when specifying EMS systems. Shipbuilders have different selection criteria to the shipowner. Operating costs are not the most important factor (usually capital cost and ease of installation) however, this may mean you end up with a system that’s more expensive to operate. Some CEMs based systems are extremely complex. They have many parts, pumps, peristaltic tubes, NOx converters etc.… the cost of spares should be factored into the overall through-life cost equation.
Testing To ensure the EMS system fully meets the requirements, I would recommend 2 key actions; a) Attend the factory Acceptance Test (FAT) and see the system assembled
Maintenance Every emissions monitoring system needs to be maintained. The marine monitoring application is extremely arduous and the environmental conditions for sampling can be highly aggressive to the measurement
Marine Propulsion & Auxiliary Machinery | February/March 2017
equipment. As mentioned previously, access to the equipment should be easy, trying to change filters whilst holding on to a ladder is not sensible. The maintenance required by the ship’s crew needs to be well documented and relatively straightforward. Complex analytical systems that need regular servicing by specialist technicians should not be considered.
Maritime Focus Ensure your supplier is a maritime focused organisation. As the market for EMS has grown, a number of new players have entered the market. These companies may already be supplying CEMs technology to land-based applications and see the marine EMS opportunity as a new potential market. Ensure your supplier has a detailed understanding of the maritime environment,vessel operational considerations and the level of support you expect.
Training Probably the most important consideration of all given ships crews are regularly changed. A single training session at commissioning is not usually sufficient. If your crew aren’t confident in the system operation, it's likely they will not take ownership of the system. Training is an expensive and time-consuming factor, however, the reality is you can’t afford to ignore this most important aspect. Taking time at the outset to prepare a detailed EMS specification based upon your actual application and vessel operational considerations is vital. Don’t just consider capital cost, we all remember the inkjet printer strategy of low upfront cost but back end loaded profit in the cartridges. A well-specified system will be reliable and cost-effective, a poorly specified EMS can become a significant burden to the ship’s crew and end up costing more than the system capital outlay if you have to switch to MGO while waiting for parts or service. MP
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ENGINEBUILDER PROFILE | 11
Dresser-Rand takes the gas route A new family of natural gas engines and gensets is being developed by Dresser-Rand
P
art of Siemens’ Power and Gas division, Dresser-Rand is among the largest global suppliers of customengineered rotating equipment solutions for longlife, critical applications in the oil, gas, chemical, petrochemical, process, power, military, and other industries worldwide, including energy infrastructure. Now, however, Dresser-Rand is developing a new family of high-speed Guascor natural gas engines and generator sets for propulsion, generation and auxiliary power for the marine market. This new family of engines is being built at the company’s research and development centre in Miùano, Spain. The first applications for these machines are planned in European seas. Because of recent emissions legislation for diesel engines, liquefied natural gas (LNG) is rapidly emerging as an alternative fuel for the maritime sector as it offers a promising solution to bring users into compliance with IMO Tier III NOx emissions limits. These limits are being implemented within emission control areas (ECAs) that include the North Sea, the Baltic Sea and the East and West coasts of the USA and Canada. The introduction of more ECAs around the world is expected to generate greater interest in LNG. The European Union is actively promoting the development of marine engines that can use LNG and is investing in the necessary infrastructure to transport and distribute the fuel. The stringent emissions requirements, together with the high availability and reliability that gas engines offer, make these units an acceptable choice for equipment operators. Over the years, Guascor diesel engines have been supplied to fleets with propulsion and auxiliary equipment. These engines are known to comply with the most demanding emissions standards for use on fishing vessels, tugboats, research vessels, tankers, barges, cargo vessels, ferries, and dredgers. Unlike diesel engines, however, gas engines emit no soot particles or sulphur oxides (SOx). They produce 80 per cent less NOx and 10 per cent fewer greenhouse gases. This meets emissions legislation requirements without the need for exhaust gas after treatment. Furthermore, gas engines emit less noise and fewer vibrations.
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The new Guascor gas engine marine series will feature 6-cylinder and 8-cylinder inline configurations
Among the industry challenges the development faces, of course, are high equipment costs because of stringent safety requirements, a relatively small target market and high component prices. In addition, the lack of bunkering facilities and the fact that regulations for LNG bunkering are still in process are also problematic. The new Guascor gas engine marine series will feature 6-cylinder and 8-cylinder in-line configurations and 12 and 16 cylinders in V. The series is available at 1,500 and 1,800 rpm with a 275 to 935 kWb (320 to 1,110 kVA) power range. The series, like other Guascor gas engines, are designed for high reliability and availability. The current scenario is looking for co-operation with markets such as the USA and China to make the investment attractive enough for manufacturers and suppliers. To comply with safety regulations, the engines will incorporate a knocking detection system and blow-by gas recirculation. These features are regulated by the Guascor engine control system, or GCS-e. The new natural gas engine series will meet IMO Tier III emissions standards for diesel engines and will be marine classified by Bureau Veritas (BV). Guascor engines is manufacturing a containerised genset that will be part of the Core LNGas Hive project, an industry initiative that is co-funded by the European Commission. The objective of the project is to develop an integrated, safe and efficient logistics and supply chain for LNG as fuel in the transport sector, particularly maritime transport in the Iberian Peninsula. This will promote the use of this alternative fuel not only for ships but also in port areas. The project, led by the state ports and co-ordinated by Enagas, has 42 partners from Spain and Portugal, comprising eight public institutions, 13 port authorities and 21 companies in the industry including LNG suppliers and providers of various services within the value chain. MP
Marine Propulsion & Auxiliary Machinery | February/March 2017
12 | YARD PROFILE
Rotterdam Offshore Group expands to meet demand
ROG facilities in the Waalhaven, Rotterdam
Leading offshore service provider Rotterdam Offshore Group is upgrading its facilities
R
otterdam Offshore Group provides services to the maritime and offshore industry. Divided into two business units, Rotterdam Offshore and ROG Ship Repair, the company has a strong reputation for finding innovative solutions for complex jobs. In terms of facilities, Rotterdam Offshore Group has an open sea-accessible, strategic, International Ship and Port Facility Security Code (ISPS Code) location in the main port of Rotterdam. There are lay-by facilities for marine, sea going and jack-up vessels up to 320m in length, 80m breadth and 9.5m draught. It also offers heavy-lift crane capacity and a large yard area of more than 21,000m2 with a fully-equipped workshop. This year, the group has started to upgrade its facilities in the Waalhaven, Rotterdam. Rotterdam Offshore Group has acquired land and buildings adjacent to its existing premises, enabling the considerable expansion of its quayside, storage and office capabilities. It will now be able to accommodate vessels up to 320m in length. Previously the maximum vessel length was 200m. To support the increase in activity, storage capacity will increase from 14,000m2 to 21,700m2. In March 2017, the existing company buildings will be demolished and construction of the new state-of-the-art office and workshop will start. The project has been planned to ensure that all Rotterdam Offshore Group services remain fully operational during the construction period. All staff will move to temporary offices within the newly acquired premises until the project is completed. This is expected to be at the end of 2017. The expansion of Rotterdam Offshore Group’s all-round service capabilities will further enhance its reputation, the company claims, as one of the leading mobilisation, demobilisation and shiprepair companies in the region. Its facilities are in a central, easily accessible and strategic location in the main port of Rotterdam. Efficient in-and-out open sea access is guaranteed thanks to the facilities being located to the west of all bridges that restrict other areas of the port.
Marine Propulsion & Auxiliary Machinery | February/March 2017
Martin van Leest, Rotterdam Offshore Group managing director, said: “The expansion of our facilities is paramount to the future success of the overall business. We have been at 90 per cent berth occupancy and our current storage capacity is running at close to 100 per cent utilisation, which is fantastic in the current economic climate. This initial expansion will mean we can service not just more, but larger vessels and this will be followed by works to develop our quayside capabilities and the inclusion of a floating dock. “We continue to expand our complimentary services such as ROG Green Technologies, which support demand for ballast water management installations. Demand for our offshore wind installation and transport vessel mobilisation and demobilisation project expertise continues to grow, which is testament to our problem-solving approach.” Recently, the world’s largest jack-up vessel Seajacks Scylla visited the Rotterdam Offshore Group terminal in the Waalhaven, after its first successful assignment on Phase 1 of the Veja Mate offshore windfarm project.
“We continue to expand our complementary services such as ROG Green Technologies, which support demand for ballast water management installations” During the vessel’s stay at the Waalhaven facility, Rotterdam Offshore Group performed an upgrade on its mooring system. It worked around the clock to complete the project within strict deadlines and to the highest quality levels required by the vessel owners, and to class satisfaction. MP
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With ratings up to 4200 hp (3132 kW), Cummins QSK95 achieves power previously exclusive to medium-speed engines in a more compact installation. Innovative design makes it possible to provide 95 liters in a 78-liter platform weighing 25 to 70% less than medium speed platforms with similar power. Plus, we optimized transient response using a unique turbo arrangement and dry system to provide operators with advanced maneuverability. Combined, all of this make the QSK95 the ideal solution for high-hour, hardworking vessels such as tugs, offshore support vessels, short sea cargo and coastal tankers. Ready for more? Contact your local Cummins distributor or visit marine.cummins.com.
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TWO-STROKE ENGINES | 15
DEVELOPING THE X-DF ENGINE WinGD’s dual-fuel X-DF engine has been years in the making. Here, the company outlines the background to this innovation
W
hen the development of two-stroke low pressure dual-fuel (DF) leanburn technology started, the extensive experience that Wärtsilä had gained from its four-stroke development work could be utilised as a starting point in a number of technology areas. These included engine automation and control, pilot injection, the gas supply system and engine testing, to mention just a few. Nevertheless, while some of the technologies were in place, the characteristics of the two-stroke engine required additional development work, some of which opened up new opportunities. One example is the differences that are introduced by a low engine speed. This gives more time for gas mixing but also requires better control of the speed of combustion. Another difference is the uniflow scavenging process of the two-stroke engine. On one hand this enables a certain stratification of the air and gas mixture, the fresh air and the exhaust gas. On the other hand, it presents a challenge to minimise the quantity of rest gas in the large cylinders. This is achieved more effectively by
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The 100 million bhp point was marked by the 2,200 tonne, 75,000kW (103,000hp) MAN B&W 11G95ME-C engine
a four-stroke engine, which has a separate scavenging stroke. One of the benefits of the two-stroke engine is the fully variable exhaust valve timing. This can be utilised to flexibly adjust the effective compression ratio and thereby control combustion by means of the air excess ratio and compression temperature. Understanding the boundaries while further developing the features has required some iterations, but has been one of the keys to achieving today’s results with X-DF technology. The most encouraging achievement has been the successful transfer of the technology from the 50cm
bore research engine to the X72DF engine tested at Diesel United, where the expected results were confirmed and, in some cases, even exceeded. Development of the low pressure, dual-fuel technology for low speed two-stroke engines began in 2011, following an assessment of market requirements and available technologies. A designated test engine was installed in the Wärtsilä engine laboratory in Trieste, Italy. As a first step, one cylinder of the RT-flex50 based diesel engine was converted to enable it to operate on gas, while the other five cylinders remained running on diesel with the original
equipment. This set-up was used to develop and validate the basic concepts for gas admission and ignition, and to define the control principles. In 2013, the full engine was equipped with more heavy-duty equipment for gas operation, upgrading it into an excellent development tool for full scale engine operation tests. The main focus was on the development of engine components, performance and control system features, which eventually resulted in the X-DF solution which is available commercially today. Wärtsilä identified an imminent market need for larger DF engines, and so the technology was transferred to the larger bore engine types X62DF and X72DF. At the same time, a full scale 6X72DF technology demonstrator engine was set up at Wärtsilä’s licensee Diesel United in Aioi, Japan. Diesel United has been the co-operation partner in this development since the beginning of the project. The engine went into operation in early 2015 and was demonstrated to numerous representatives of the shipping world in April 2015. By this time, Wärtsilä and China State Shipbuilding
Marine Propulsion & Auxiliary Machinery | February/March 2017
16 | TWO-STROKE ENGINES
Corp had established joint venture Winterthur Gas & Diesel (WinGD). The fact that the lowpressure technology has proved to be suited to larger bore engines has triggered enormous interest in the X-DF solution in the market. The low-pressure, dualfuel technology developed by WinGD for its X-DF engine series builds on Wärtsilä’s long experience with what has become a proven industry standard in medium speed dual-fuel engines. In contrast to high-pressure gas injection engines, which operate on the Diesel cycle, WinGD’s low pressure X-DF engines work on the lean-burn Otto cycle – that is to say, the ignition of a compressed lean air and gas mixture by means of the injection of a very small amount of liquid pilot fuel – when operated in gas mode. As demonstrated on test and customer engines, WinGD’s X-DF engines are characterised by stable combustion, inherently low NOx emissions and high overall system efficiencies as well as safe gas operation. With regard to NOx, WinGD X-DF engines undercut IMO Tier III limits for emission control areas by considerable margins, without any additional measures such as exhaust gas recirculation or selective catalytic reduction, while running on gas. Moreover, with the lowpressure gas admission the gas fuelling system does not require any high pressure compressors, considerably reducing equipment costs, onboard energy consumption and maintenance during operation. A large supplier base is available for gas supply systems, as the components are similar to systems installed on numerous four-stroke DF engines, proven in thousands of hours of field operation. Because of the possibility of
fast combustion or pre-ignition, the maximum brake mean effective pressure (BMEP) of the X-DF engines has been limited to 17.3 bar. This results in a reduced power density of the DF engines compared to the 21 bar maximum achievable BMEP on modern two-stroke diesel engines. However, the market response shows that the engines are commercially attractive, thanks to their low investment cost and the superior overall system efficiency. While the X-DF technology has been released for commercial engines, development work is continuing with the objective of evaluating its potential for increased fuel efficiency in gas and diesel mode, as well as for higher maximum power output. Additionally, new features will be introduced, providing further benefits to operators. One such new feature is a fuel sharing mode. This development will allow liquefied natural gas carriers to burn gas and liquid fuel simultaneously. This will enable them to achieve their desired speed even with a limited amount of natural boil-off gas, so eliminating the need to force boil-off. Because a considerable part of the fuel is combusted in a diffusive regime, the fuel sharing mode will be tuned to be IMO Tier II compliant.
Marine Propulsion & Auxiliary Machinery | February/March 2017
ABOVE: WinGD and Doosan Engine Co demonstrated the first low speed, low pressure Wärtsilä six-cylinder X62DF (W6X62DF) engine for a commercial application in April 2016
Doosan Engine passes 100 million bhp milestone MAN Diesel & Turbo’s licensee Doosan Engine Co held a ceremony in Changwon, South Korea on 20 January to celebrate the production of 100 million two-stroke bhp. The milestone was achieved with the successful test operation of an MAN B&W 11G95ME-C (103,000hp) engine, the world’s most powerful engine type per cylinder and the most powerful engine in MAN Diesel & Turbo’s engine portfolio. MAN Diesel & Turbo drafted its first licence agreement with Doosan in 1983. Thomas Knudsen, MAN Diesel & Turbo head of low speed, led a company delegation to South Korea and spoke at the event, noting that Doosan Engine had celebrated the cumulative production of 50 million bhp just nine years previously. He said that Doosan Engine had mastered the production of diesel technology and developed into a valued partner in the continuous development of this type of technology. He continued: “There have been a lot of major milestones to celebrate at Doosan Engine, and there will undoubtedly be many more. But for now, I would just say congratulations on the 100 million bhp – and we are looking forward to the 100 million kW mark!” Dr Knudsen concluded his speech by mentioning the current, turbulent marine market. He said: “Analysts say there is a crisis in shipping and in shipbuilding. However, we have to keep in mind that world trade will grow as more regions attain a higher level of economic development. Therefore, there is no doubt but that the shipbuilding industry will eventually gain pace again.” MP
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FOUR-STROKE ENGINES | 19
MAN 28/33D STC engines selected for Coast Guard cutters The United States Coast Guard will have MAN’s 28/33D STC engines installed as the main propulsion for its new offshore patrol cutter programme. The programme is the replacement platform for 13 Famous class and 14 Reliance class cutter vessels, making the order the largest vessel procurement order in the Coast Guard’s history. Lex Nijsen, MAN Diesel & Turbo head of marine four-stroke, said: “We are very pleased to have won this major order within such a key domestic market. It is a breakthrough for us as this is the first time that the US Coast Guard has ordered MAN 28/33D STC engines. Indeed, the engine’s sequential turbocharging [STC] concept continues to make inroads into the navy and governmental segments, where its inherent power characteristics offer a manoeuvrability that matches such demanding applications well. This success was achieved in great part through close co-operation with our long-standing
partner and licensee, Fairbanks Morse Engine.” Each of the new 110m cutters will be powered by two MAN 16V28/33D STC engines, developing 7,280kW each at 1,000 rpm. Fairbanks Morse Engine will produce and test the engines at its plant in Beloit, Wisconsin, while Eastern Shipbuilding Group, based in Panama City, Florida, will design and construct the offshore patrol cutters. Initially, the Coast Guard has ordered nine ships with plans to ultimately produce 25. Delivery of the first ship of the class is scheduled for 2021. The MAN 28/33D STC engine offers compact power with a high power-to-weight ratio, according to MAN Diesel & Turbo. All engines are fully compliant with current environmental standards, producing NOx emissions that comply with IMO Tier II (Tier III with selective catalytic reduction) and EPA Tier 2 regulations. Maintenance costs and servicing down-time are kept low thanks to high engine availability.
Wärtsilä to optimise engine performance of Megastar Wärtsilä has signed a five-year maintenance agreement with Estonia’s Tallink Grupp for its new ropax ferry Megastar on the Tallinn–Helsinki route across the Gulf of Finland. The ferry is powered by Wärtsilä dual-fuel engines which operate primarily on liquefied natural gas (LNG), to meet the requirements of environmental legislation. Under the agreement Wärtsilä will optimise the vessel’s performance, enhance its availability and reliability, and improve financial predictability for the customer. The service agreement also covers Wärtsilä’s condition based
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maintenance (CBM) and online remote support. The agreement includes maintenance and optimisation of the vessel’s engines as well as the supply of spare parts and roundthe-clock online support. The full scope of Wärtsilä solutions on board Megastar includes three 12-cylinder and two 6-cylinder Wärtsilä 50DF dual-fuel engines, two Wärtsilä fixed pitch propellers and propeller shaft lines, the latest version of the Wärtsilä Nacos Platinum integrated navigation system, and external communications facilities. The Nacos Platinum
system’s unique combination of integrated voyage planning, monitoring and track control significantly eases the workload for ship navigators while improving navigational safety, according to the manufacturer. “We are very pleased to develop our partnership with Tallink Grupp further with this comprehensive maintenance agreement. With our expertise and tailored service offering, we can ensure that Megastar operates safely and efficiently throughout the year,” says Kari Koski-Tuuri, director of Wärtsilä’s Baltic and Black Sea services unit.
The agreement also covers solutions from the Wärtsilä Genius services portfolio, which optimises operational efficiency. With CBM, Wärtsilä continuously monitors the condition of Megastar’s dual-fuel engines, and carefully analyses the received data to determine service and maintenance needs. This ensures the optimal performance of the engines and reduces operating expenses. In addition to CBM, Megastar will have access to Wärtsilä’s online operational and technical support. With this service, ›››
Marine Propulsion & Auxiliary Machinery | February/March 2017
20 | FOUR-STROKE ENGINES
››› Wärtsilä can remotely provide support whenever and wherever needed. “We are happy to continue our co-operation with Wärtsilä, as its comprehensive and customised service
offering meets all our maintenance needs. Wärtsilä as a maintenance partner ensures that all maintenance is conducted to the highest standards of quality, safety and reliability,” says Tarvi-
Carlos Tuulik, Tallink Grupp head of shipmanagement. “The predictability of maintenance costs helps us to optimise our operations and the availability of instant online support
increases the vessel’s availability. With continuous monitoring and condition based maintenance, our passengers can enjoy their voyage without any unexpected interruptions.”
Megastar includes three 12-cylinder and two 6-cylinder Wärtsilä 50DF dual-fuel engines
Rolls-Royce to power new high speed vessels for Italian navy’s special forces Rolls-Royce has won a contract to supply engines and waterjets to power and propel two new high speed vessels designed and built by Intermarine, part of the Immsi group, for the Italian navy. The construction of two Unità Navale Polivalente Alta Velocità (UNPAV) high speed, multipurpose units has recently begun at Intermarine’s Sarzana shipyard in northern Italy. The vessels are more than 40m long and 8m wide and are powered by three MTU 2000 series diesel engines connecting to three Kamewa S4 waterjets. The UNPAV will be used by the Gruppo Operativo Incursori (GOI) operational incursion group, the Special Forces of the Italian navy. The vessels will increase its capacity to strengthen maritime traffic control, combat human trafficking, undertake counter-terror and anti-piracy operations and evacuate personnel from crisis areas.
Don Roussinos, Rolls-Royce president for the naval sector, said: “We are proud to have been chosen to provide the best technologies for missions such as these. We invest to develop solutions best suited for just such complex naval operations as those undertaken by the GOI.” The collaboration between Intermarine and Rolls-Royce continues with minesweeper programmes, for which RollsRoyce provides super-silent stainless steel controllable pitch propellers from Kamewa, driven by MTU engines designed to be anti-magnetic and highly shock resistant. Rolls-Royce will also provide Tenfjord type steering gear. The vessels will be used by Italian Navy special forces
Caterpillar to deliver 3500 engines and gensets direct from Tianjin Deliveries of Caterpillar 3512 and 3516 marine engines and generator sets are on track to begin at the enginebuilder’s established facility in Tianjin, China. These are the first Cat Marine engines and generator sets to be produced at the plant. Caterpillar Tianjin Ltd (CTL) began producing generator sets for power market customers in early 2014, and will become the group’s second global centre for marine engines and genset production from February 2017. The facility, which is 100 per cent owned by Caterpillar, is the result of a US$300 million investment. Mainstream Caterpillar engine production for the electric power and oil and gas segments commenced at Tianjin in March 2015.
Marine Propulsion & Auxiliary Machinery | February/March 2017
As Caterpillar’s second production site dedicated to 3500 engines for marine applications, Tianjin is expected to optimise the group’s delivery capability for the global market, according to Gordon Wang, Caterpillar Marine regional product manager. “Production of the first 3512 and 3516 propulsion engines and generator sets for marine applications has followed Caterpillar’s stringent and co-ordinated approach at every level to ensure product excellence and reliability,” he said. “Our painstaking approach has also focused on verifying the levels of excellence for technical services and logistics on which Caterpillar Marine’s reputation rests.” MP
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22 | CONTAINERS
CONTAINERS SEE LIGHT AT 2016 was a bad year generally for the box trades but some segments are off to a good start in 2017, says Barry Luthwaite
T
he first eight weeks of this year yielded US$1,000 per container on routes from Asia to northwest Europe, and healthy jumps in rates have been recorded elsewhere. Owners have taken stock of economies of scale, with similar increases in charges per teu in evidence this year, lifting average rates up by one third over 2016. Caution is the watchword, as 2017 is still young and much could still happen in such a volatile market. Signs are encouraging, however. While orders for tankers and cruise liners continue to be placed, the newbuilding market has witnessed a virtual standstill in orders for deepsea container ships, which is good news for those who want to see a more balanced market. The opposite viewpoint is held by shipyards, however, which are desperate for more business. In the short term they must not get their wish, if a fragile recovery is not to be killed at birth. Other drastic measures are ensuring that smaller operators are squeezed to the bone by the undisguised ambition of the major operators. Mergers are occurring and these will gather more momentum in 2017. Already, of course, Maersk Line has taken over Hamburg Süd and the three Japanese majors Mitsui OSK Lines (MOL), Nippon Yusen Kaisha (NYK Line) and Kawasaki Kisen Kaisha (K Line) will consolidate into a joint container operator from June 2017. The next big one on the cards is Orient Overseas Container Line (OOCL). There are rumours of bidders but nothing
has been confirmed at this stage. The big shock in 2016, of course, was the bankruptcy of South Korea’s Hanjin Shipping Co and the speed with which the event happened. The industry is still not immune from further liquidations. Germany continues to be badly hit having once been the market leader. Its hitherto strong trading presence continues to decline as shipowners are powerless to prevent the enforced sale by banks of KG funded individual vessels. How fortunes have changed since KG funding first put German owners in pole position. Now a new problem looms, as smaller private equity investors question the wisdom of putting more money into a struggling industry. Investors continue to be nervous as shipping is seen as risky, and even a bad investment. BRL Shipping Consultants statistics at the end of 2016 show that 508 vessels will have added 3,982,200 teu into the global fleet by the end of 2020. Negotiations to defer and even cancel some of the current newbuildings continue. The market upturn could persuade most owners to hang on to their ships. Other owners have adopted a successful policy of leasing vessels from shipyards on a bareboat charter basis, with a compulsory purchase clause at some stage within the charter period. This is employed by owners of newbuildings in Japan and South Korea, in particular. Attractive offers of this kind make it easier for shipbuilders to acquire new business and for owners to manage their cash flow better. Already, majors Maersk Line, Mediterranean Shipping Co (MSC) and CMA CGM have taken advantage. A salient factor in 2016 was the dearth of orders for ultra large box ships. Set against this is the fact that in 2015 a number of owners joined the rush to order ships with Tier II engines in order to beat new legislation, when a cap of 0.5 per cent sulphur content in fuel is introduced in 2020. The prospect of installing Tier III engine models, plus ballast water treatment systems, adding US$1-3 million to the cost of a ship, is dissuading
The bankruptcy of South Korea’s Hanjin Shipping Co was one of the shocks of 2016
Marine Propulsion & Auxiliary Machinery | February/March 2017
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CONTAINERS | 23
THE END OF THE TUNNEL shipowners from ordering at the current time. Scrapping, while remaining low, enjoyed its best year for some time in 2016 with over 500,000 teu removed. Units built in the 1990s are now prime candidates for recycling while Panamax sizes remain under threat from wider beam vessels and ultra large container ships, as they become uncompetitive with the march of size and technology. In 2016, 127 container ships were ordered but there was an absence of ultra large vessels save four 20,150 teu vessels for the Imabari Shipbuilding Co account. These will trade in the shipping division of Shoei Kisen Kaisha. Among the orders there was a plethora of feeders from 1,000 to 5,000 teu, underlining the influence of boom conditions in this sector. A saving grace for shipyards suffering a dearth of orders came in the second half of 2016, when sanctions against Iran were lifted. Four 14,400 teu units were contracted at Hyundai Heavy Industries in South Korea and more will be ordered in 2017, probably in China. Iran opens up new trading options in the Middle East. Services that are already operating are utilising modern tonnage, as the Iranian merchant fleet has deteriorated. New trade is welcome, so it is unfortunate that there is now uncertainty about the restrictions the USA may impose on trade as it promotes an America First policy. Already the US has pulled out of the Trans-Pacific Partnership, forcing the other eleven Pacific Rim nations to seek new trade agreements. Engine manufacturers have not been hit badly with cancelled contracts so far, but they have been forced to accept production delays as owners defer some deliveries, especially for ultra large container vessels. This is a sound move, as slowly but surely the trading balance gap is shrinking – although it is affected by seasonal variations. With increasing debts in an economic downturn, China is suffering badly. Bold plans to be more self-sufficient in feeder trades have suffered through cancellations. A number of vessels
were ordered at small and medium yards that have since gone into liquidation or come under court protection. The feeder perspective globally is doing very well. Even now, despite an improvement in trading conditions and higher rates per teu, some ports are being missed out by the majors or are only being served on alternate voyages. This has considerably boosted the employment of feeders to fill the gaps, hired at attractive rates for spot or period business. For suppliers of propulsion solutions there is a feeling that the industry has gone as far as it can go at the moment. Energy saving is of paramount importance for operators, especially with fuel prices again edging up. This will always concentrate the mind, but for the moment Tier III model engines are filling production gaps to meet the new emissions control legislation. The rush in 2015 to beat the deadline for the validity of Tier II engines will pay dividends in cost savings against more expensive Tier III types. There will be a boost, too, for repair yards, with more modern container ships drydocking early to fit ballast water management systems and scrubbers. It is noticeable that once-favoured fourstroke engines, employed on many German owned feeders, are disappearing into history. Modern two-stroke dual-fuel types are featuring more and more, especially for Baltic and Scandinavian traders as the infrastructure for liquefied natural gas (LNG) fuelling takes shape. Wärtsilä offers two-stroke and four-stroke engines, as does MAN Group. The port of Rotterdam is pursuing a programme of LNG supply for bunkering the world’s biggest container ships. This year will offer tough conditions which are expected to ease as a result of economies of scale and developments in the industry. It brings a growing belief that a corner may have been turned and that the industry is beginning to recover. There is one sobering thought, however. Between now and 2020, 72 ultra large container vessels are due to add 1,420,708 teu of capacity. This could upset the market, unless the increase in recycling continues apace. MP
CONTAINER SHIPS ORDERBOOK BY EXPECTED DELIVERY YEAR teu range below 1,000
Total
2017
2018
no
teu
no
teu
no
teu
19
8,870
16
7,670
3
1,200
2019 no
teu
1,000 - 1,999
127
187,676
75
111,087
44
63,847
8
12,742
2,000 - 3,999
120
336,812
59
160,940
51
147,072
8
21,900
4,000 - 5,999
12
57,834
12
57,834
4
47,200
6,000 - 7,999
3
20,500
3
20,500
8,000 - 9,999
20
187,200
20
187,200
10,000 - 10,999
4
41,000
4
41,000
11,000 - 11,999
47
533,160
28
311,760
15
174,200
13,000 - 13,999
18
246,560
4
55,340
14
191,220
14,000 - 14,999
59
835,480
30
424,380
15
212,300
15,000 - 15,999
7
107,100
7
107,100
18,000 - 18,999
12
216,400
1
18,400
6
108,000
19,000 - 19,999
25
482,630
10
194,180
15
288,450
35
721,678
14
289,300
14
288,878
20,000 + Grand Total
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508 3,982,900
276 1,879,591
184 1,582,267
9 128,300
2020 no
teu
2
6,900
5 70,500
5
90,000
4
82,000
3 61,500
38 382,142
10138,900
Marine Propulsion & Auxiliary Machinery | February/March 2017
CONTAINERS | 25
The PERFECt project is investigating the possibility of using a combined gas and steam turbine to power an ultra-large container ship
Practice makes PERFECt The PERFECt container ship project has accelerated. Rebecca Moore spoke to key partners including DNV GL about the design
T
he PERFECt LNG fuel project has moved forward after entering its second phase with new participants ABB, Caterpillar subsidiary Solar Turbines and Odense Maritime Technology (OMT) coming on board. The trio and the original project partners Gaztransport & Technigaz (GTT), CMA CGM and its subsidiary CMA Ships, and class society DNV GL signed a co-operation agreement at the SMM trade fair in Hamburg in September. The Piston Engine Room Free Efficient Containership project is investigating the possibility of using a combined gas and steam turbine (Cogas) system to power an ultra large container vessel. The first phase of the project, carried out by GTT, CMA Ships and DNV GL, showed promising results in terms of the commercial
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competitiveness of the design compared to a heavy fuel oil (HFO) fuelled ship with a conventional propulsion system. The aim of the second phase of the project is to detail the technical concept and its commercial feasibility and work towards the issuance of an approval in principle. “CMA CGM and its subsidiary CMA Ships position themselves as pioneers by contributing to this world-leading innovation. We are glad to be part of the second phase of the PERFECt project, which aims at ensuring the efficiency of this innovative vessel design,” said CMA Ships executive vice president Ludovic Gérard. “The Cogas system with electrical propulsion gives us a great deal of freedom in the general arrangement and in tailoring the installed
power to the real operational requirements we are facing. New partners will bring their expertise to go further than the initial concept,” he added. Malte Zeretzke, senior project engineer at DNV GL, told Marine Propulsion’s sister publication Container Shipping & Trade: “The result of the first stage of the study was really promising and persuaded us, along with CMA CGM and GTT, to investigate even further. In the second phase we are going into much greater detail to fully explore the optimisation potential. We want to be very concrete in terms of the costs and feasibility of this concept.” The second study will finish in the middle of next year. The benefits of using LNG to power a box ship are numerous. Mr Zeretzke said: “It is beneficial for the
container ship industry to use this fuel, especially in light of the incoming sulphur cap in 2020. New liquefaction terminals are likely to be built, and it is expected that in future the price of LNG will drop, resulting in lower energy costs.” He said the PERFECt concept was a good fit for the use of LNG. Even though the volume of the fuel tank is larger, because of LNG’s lower energy density it saves space and even allows more containers on board compared with the same ship using HFO. “In this arrangement we selected gas and steam turbines combined with electric drives, which all have a very high power density. This means that just a few cubic metres are needed to provide the same amount of power, compared to an HFO concept, which saves space
Marine Propulsion & Auxiliary Machinery | February/March 2017
26 | CONTAINERS
and enables the engineroom to be reduced in size.” In the usual HFO vessel design, the engineroom is placed aft and a funnel is needed to get rid of exhaust gases. This arrangement encroaches on cargo space. Mr Zeretzke said: “The Cogas system means the funnel does not need to be aft. This allows us to shift the funnel for the turbines to the wheelhouse, while the turbines themselves are placed above the LNG tank, so cargo space is saved aft. This space saving more than compensates for the larger size of the LNG tanks.” Gas and steam turbines have been used before on cruise ships, but never in a container ship. Today, a modern, landbased combined cycle LNG fuelled power plant can reach fuel-to-power efficiency ratios of up to 60 per cent. This is considerably higher than conventional diesel engines, which can achieve up to 52 per cent, said Mr Zeretzke. This served as the impetus for the PERFECt project, he added. There are challenges to overcome, as the system is complicated. “It is a complex power system where different components are interacting. And in a conventional vessel, having the engine positioned aft gives additional rigidity to the hull structure. However, the first phase of the PERFECt project demonstrated that with minor changes to the hull structure, such as some additional thickness in some steel plates and added radii, we can achieve the same results as in a conventional vessel.” GTT is one of the founding companies of the PERFECt
project. The France-based designer of containment systems with cryogenic membranes is supplying the design and engineering of the LNG tanks and the fuel gas handling system. Two tanks will be arranged with a total capacity of around 20,000m3 to match the power requirements of the ship. There will be structural elements between them to add to the structure of the ship. “The results of the first phase prove not only that the project is technically and economically viable, but also that the proven technologies can be deployed to make the PERFECt project a reality,” said GTT chairman and chief executive Philippe Berterottière. He added: “Our two main areas of focus for LNG as fuel are cruise ships and container ships. At present there are consolidations in this sector and fuel prices are low, but at a certain point in time there will be new orders for container ships, and I think owners will consider LNG prices attractive and be ready to invest in LNG tanks and associated systems. There is also the fact that there are an increasing number of initiatives for setting up the infrastructure needed for LNG supply in harbours and ports.” GTT has detailed plans about how to fit an LNG tank into a container ship and is in talks with several shipyards on this subject. Mr Berterottière said: “We are looking at ways to apply our technology to container ships. The main GTT advantage for container ships is that our tanks are optimised, so for a given volume you can carry more LNG than competing systems. This makes our
All these partnerships and initiatives are welcome and helpful in the long run to encourage these industries to move to LNG
Marine Propulsion & Auxiliary Machinery | February/March 2017
technology more cost effective.” The reason there is more space for LNG is that the GTT system is totally integrated into the vessel’s structure. As well as being the right shape to fill with more liquid, it fits the natural shape of the ship. To assist the shipping industry with this energy transition and to better respond to customer requirements wishing to adopt LNG propulsion systems, GTT is forging strategic industrial partnerships with key players such as Endel in France, AG&P in the Philippines and Spain’s Gabadi. This partnership reinforces both parties’ product offering to clients seeking to equip their vessels with LNG membrane tanks adapted to suit a range of ships – including cruise liners, container ships, bulk carriers and roro vessels. “All these partnerships and initiatives are welcome and helpful in the long run to encourage these industries to move to LNG,” Mr Berterottière said. “Today, LNG is clearly less expensive than marine gas oil and nearly at par with HFO. Once the price differential becomes more important, it will fully justify the investment in LNG tanks. All GTT initiatives aim at establishing a competitive and environment-friendly supply chain.” MP
The signatories to the agreement at SMM2016
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CONTAINERS | 29
Spherical bow container ship is world first A number of eco-friendly features are installed that aim to reduce Natori’s environmental impact
Imoto Lines’ latest container ship Natori is described by the company as ‘an experiment in energy saving’
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T
he evolution that has been taking place in container ship design over the past few years has been most apparent in larger vessels of the type. It is the increase in size and the quick adoption by most container lines of the twin island design for all ultra large box ships that has been the biggest change. And 2017 will see the arrival of 21,100 teu MOL Triumph. As tougher environmental regulations are introduced and the need to reduce operating costs continues to grow, vessel efficiency and environmental impact are increasingly important for all shipping companies, whether they are operating the world’s largest box ships or small coastal feeder vessels. One company that is clearly looking at vessel design as a means of improving efficiency is the leading Japanese coastal feeder operator Imoto Lines. Headquartered in Kobe, the
company has operated domestic shipping services in Japan since it was founded in 1973, when it started a service employing deck barges between Maya-futo in Kobe and Tanoura in Moji. Today it has a fleet of 25 feeder vessels ranging from 190 teu to 540 teu operating on services calling at 56 Japanese ports and providing feeder services under the Japanese flag to international carriers. Many of the company’s vessels have been designed specifically to operate on its niche services that call at a number of small Japanese ports. In December 2013 the company placed an order with Japanese shipbuilder Kyokuyo Shipyard Corp which has its shipyard in Shimonoseki, the most western city on Japan’s main island, Honshu. The shipbuilder was acclaimed in 2010 when it launched City of St Petersburg, the first of two innovative roro vessels featuring its ‘eco-ship’ design. Both featured its patented SSS-
bow semi spherical shaped bow. Imoto Lines’ new vessel shares this unique bow design. Launched in December 2015, Natori was, according to Kyokuyo Shipyard, “the result of a chemical reaction between the experience and the expertise of the two companies.” Its design was the culmination of a project for energy saving using a large coastal container carrier with a next-generation SSS-bow, which received a government subsidy from Japan’s Agency for Natural Resources and Energy – part of a programme to promote energy saving logistics projects. Natori has an overall length of 136.2m, a width of 21m and a shallow draught of 9.2m, with a capacity of 7,390 grt. It can accommodate 548 teu which includes 100 reefers. It is currently the largest Japanese coastal container vessel and has double the capacity of a conventionally designed container ship with
Marine Propulsion & Auxiliary Machinery | February/March 2017
30 | CONTAINERS
similar tonnage. Its most striking feature is the wind-reducing SSSbow, which incorporates the navigation bridge and accommodation and is located at the forward part of the vessel. The SSS-bow design was developed by the shipyard to reduce wind resistance and its performance was tested using a wind tunnel. The tests showed a maximum wind resistance reduction of up to 50 per cent compared with a conventional vessel. Unlike pure car carriers, the wind pressure area varies on a container ship depending upon the load condition, as the height of the container stacks can have an effect. The tests compared Natori’s design with a conventional container ship of the same capacity and with the bridge and
accommodation superstructure located aft and in different load conditions. Each time the results showed that Natori achieves greater energy savings, including a 5 per cent reduction in fuel consumption in all load conditions. The use of the SSSbow has a number of other advantages when compared to conventional design. With the bridge located forward of all cargo there are no visibility restrictions, which means that increased container capacity can be achieved by loading an extra tier of containers to a maximum of three tiers on deck – as there are no regulations affecting visibility aft of the bridge. The spherical shaped bow also provides extra protection to any containers loaded on deck in heavy seas, as the sea
A compact tradition
Natori was launched in 2015
water is naturally deflected away to the sides. The design integrates the bridge and accommodation into the fore part of the vessel, and the spherical bridge is said to improve visibility. Crew comfort is improved, too, as all accommodation is separated from the engineroom, reducing both noise and vibration. Although separated, access to the engineroom is
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To learn more about SaveBlue, visit bit.ly/saveblue-en Exhaust Gas Cleaning System (EGCS) for the main engine made by Fuji Electric is provided for the practical test of actual ship installation and closed loop being supported by the joint research support project between ClassNK and IMABARI SHIPBUILDING CO., LTD.
CONTAINERS | 31
vital and is achieved by way of an enclosed passage under the upper deck. The passage is equipped with hydraulic watertight sliding doors and remains unaffected by bad weather or rough seas. An Ecdis system, together with cargo and weather monitoring cameras, is installed and is connected to Natori’s own private network which enables the crew to view both navigation and cargo operations from their own cabins. A single MAN B&W 7S35MC7 unit with an output of 5,180kW at 173 rpm and built under licence in Japan by Hanshin Diesel Works provides main propulsion. This drives a single 4.1m diameter propeller, giving a maximum service speed of 16 knots. To help ensure that Natori has excellent manoeuvrability when in port, it is fitted with a single 970kW bow thruster and a mariner type Ocean Schilling rudder. This design improves the lift generated by the rudder itself which in turn improves manoeuvrability, especially at low speeds. The rudder can turn to 70 degrees port and starboard. During cargo operations draught adjustments can be carried out easily thanks to a ballast system supplied by Japan-based Amco Engineering Corp. This system can be controlled over WiFi via a tablet in any part of the accommodation or bridge. As with most new vessels, a number of eco-friendly features are installed that aim to reduce Natori’s environmental impact. These include an improved underwater hullform, ultra low friction antifouling fuel saving paint, a fuel oil piping system designed to prevent oil spills during bunkering operations, and IMO PSPC (Performance Standard for Protective Coatings) compliant coatings in the ballast tanks. Natori has already achieved two awards. The first,
awarded at the 17th Logistics Environment Awards organised by the Japan Association for Logistics and Transport, was for the development of technology that reduces the environmental impact of logistics operations. According to the organisers, the award recognised Natori’s innovative energy conserving
measures, including the SSSbow and special propeller, as well as the ship’s contribution to efforts to achieve a modal shift of freight from road to sea in Japan. This was closely followed in July this year by the award for the best small cargo ship at the 2015 Japanese Ship of the
Year event hosted by the Japan Society of Naval Architects and Ocean Engineers. Imoto Lines received the same award the year before with its vessel Futaba. Natori is currently deployed on a service linking the ports of Tokyo, Yokohama, Kobe, Kitakyushu and Hakata. MP
32 | CONTAINERS
Coating offers value to container operator A Philippines box ship operator is planning to use AkzoNobel’s new biocide-free coating
A
kzoNobel’s Marine Coatings business has launched a new biocide-free fouling control coating, Intersleek 1000, making it easier for container ship operators to switch to more sustainable shipping. Marine Propulsion’s sister publication Container Shipping & Trade caught up with Robert Wong, AkzoNobel Marine Coatings marketing director and Richard Towns, marine manager, to hear more about it and how it can benefit container ships. Intersleek 1000 is the first fouling control coating to be based on Lanion technology, which incorporates bio-renewable raw material that helps to deliver enhanced vessel performance. This means hulls coated with Intersleek 1000 maintain an ultra-smooth surface, reducing drag and lowering fuel consumption and emissions. Mr Towns explained: “We are looking at sustainability and at ways to reduce carbon footprint. Intersleek 1000 is part of a wave of technologies we are looking at launching into the antifouling market. It is designed for the self-polishing copolymer type antifouling market, as this type of biocide-free technology is often beyond the reach of customer budgets. We are offering Intersleek 1000 to give them choice within their price range. This is a key reason this product was launched.” Intersleek 1000 was trialled for five years on a roro vessel operated by an Italian shipowner, leading to proven fuel savings of 6 per cent. Importantly, the coating links into AkzoNobel’s carbon credit scheme. Mr Towns said: “This technology saved 1,500 carbon credits over a five-year period. The numbers come from independently verified data, which was collected from the shipowner before and afterwards, and the numbers were examined rigorously.” AkzoNobel’s carbon credits methodology has been developed over a number of years in conjunction with The Gold Standard Foundation and the Fremco Group. Launched in 2014, it is the first initiative of its kind that financially rewards shipowners for investing in sustainable hull coatings that improve operational efficiencies and reduce emissions. Mr Wong said: “This drives credibility for the figures that are used. In times past all sorts of claims were made about fuel savings, and the problem was one of proof. Owners want a robustness in how these savings are measured and calculated.” He said the tool used by AkzoNobel, Intertrac Vision, uses 3.5 billion data points to develop algorithms as well as collaboration
Marine Propulsion & Auxiliary Machinery | February/March 2017
with energy institutes. “It is all about transparency, credibility and robustness and I do not think that anyone else can say they have this,” Mr Wong commented. Homing in on the container sector, Mr Towns said: “Container ships use a lot of fuel and this [Intersleek 1000 and Intertrac Vision] is ideal technology for these owners. The potential for savings is high. Also, our big data analysis tool lends itself very well to container ships.”
The potential for savings is high. Also, our big data analysis tool lends itself very well to container ships
Leading global logistics company the Grimaldi Group has received the largest number of carbon credits to have been issued through the carbon credits programme. Grimaldi, which specialises in maritime transport, was presented with a total of 109,617 carbon credits through the award-winning programme, which rewards shipowners for converting to sustainable hull coatings, such as those available in AkzoNobel’s International range. Each carbon credit represents the avoidance of one tonne of CO2 being emitted to the atmosphere. The credits can either be sold on the carbon markets – where they are valued at more than US$500,000 based on current prices – or used to offset emissions from other parts of an organisation. MP
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34 | PROPULSION PACKAGES
Combinations of MTU engines and ZF transmissions have been used for a long time
TURNKEY SYSTEMS FIND NEW APPLICATIONS The requirement for complementary propulsion systems continues even in a relatively quiet market
S
ome of the most interesting news in terms of the supply of propulsion packages came towards the end of last year from Norway, that Brunvoll had signed an agreement with Incus Investor. Under the agreement, Brunvoll will acquire all the shares in Scana Propulsion, including subsidiaries Scana Volda and Scana Mar-El in Norway and three sales companies located in the USA, Singapore and China. Brunvoll supplies thruster units to the global market and is a family owned company with its head office and production facility in
Marine Propulsion & Auxiliary Machinery | February/March 2017
Molde. Chairman Arthur Brunvoll stated that the company’s owners are thinking about its long-term future and want to develop it so that it can meet the market with a broader product portfolio:“We have a stated strategy of quality in all aspects of development and production, and a high degree of automation, which we believe will happen in Norway. This is central to our planning. The two companies, both with considerable experience and expertise in the marine market, in Norway and internationally, will be brought together through this acquisition.”
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PROPULSION PACKAGES | 35
Scana Propulsion is a supplier of gear and propeller systems with associated control systems for the propulsion of ships. Its product range therefore complements Brunvoll’s. Brunvoll chief executive Odd Tore Finnøy emphasised the point that this acquisition is a strategic move on Brunvoll’s part, with the intention of offering comprehensive solutions for both the propulsion and the operation of advanced vessels. Rolls-Royce Power Systems and ZF Friedrichshafen (ZF), too, have announced that they will be collaborating even more closely on marine propulsion systems. An agreement to that effect has been signed by Ulrich Dohle, chief executive of Rolls-Royce Power Systems, and Wilhelm Rehm, member of the board of management of ZF. Precisely matched combinations of MTU engines from Rolls-Royce Power Systems and marine transmissions from ZF have been the preferred choice on many commercial ships and yachts for a long time. From now on, the two companies will be exchanging information and knowledge more intensively than ever, to ensure that clients are provided with fully optimised propulsion solutions. “Through the even closer collaboration with our long-standing partner ZF, we will further expand our systems expertise and, with our MTU engines, will thus be able to provide our customers with optimally matched and innovative propulsion solutions,” said Dr Dohle. “We, too, see excellent opportunities resulting from the expansion of our two product portfolios,” added Mr Rehm, who is responsible for ZF’s industrial technology division. “Together with MTU, we will develop pioneering technologies and supply the market with system solutions.” Rolls-Royce’s name has been prominent in terms of packages sold, too. For instance, it has signed a contract to deliver propulsion and deck machinery for 13 new tugs, including five with a direct bollard pull of around 150 tonnes. The contract is with Edison Chouest Offshore (ECO) and the 13 tugs are being designed and built at Chouest-affiliated shipyards in the USA. Rolls-Royce’s scope of delivery includes large azimuth thrusters and winch packages, enabling the tugs to perform their main duties – general harbour assistance, braking or steering the vessel, and performing deepsea towing – efficiently. Eight of the vessels ordered by ECO will be equipped with two US 255 fixed pitch thrusters, while five will have US 60 controllable pitch propellers. In addition to this deal, Rolls-Royce has been demonstrating its propulsion innovations for passenger vessels. First, it was announced that the Norwegian expedition cruise line Hurtigruten is to build two new ships using a novel,
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environmentally sustainable hybrid technology from Rolls-Royce which makes fully electric propulsion on a passenger ship possible. Rolls-Royce designed Roald Amundsen and Fridtjof Nansen, about to be constructed at Kleven Verft in Norway, will be packed with innovative Rolls-Royce technology. In addition to the hybrid power solution, the vessels will have the latest automation and control systems, including the Rolls-Royce Unified Bridge, the first delivery of two Azipull propellers using permanent magnet (PM) technology, two large tunnel thrusters, stabilisers, four Bergen B33:45 engines, winches and power electric systems. Mikael Makinen, Rolls-Royce marine president, said: “The two new explorer cruise vessels for Hurtigruten represent somewhat of a dream project for us, delivering our latest technology innovations into beautifully designed and fit-for-purpose vessels.” The hybrid technology for Roald Amundsen and Fridtjof Nansen is planned for delivery in two phases. In phase one, auxiliary battery power will provide large reductions in fuel consumption as a result of peak shaving. This solution is to be installed on the first expeditionary ship ready for delivery in 2018. For phase two, larger batteries will be installed, enabling the possibility of fully electric sailing across longer distances and over longer periods of time. This will be used when sailing into fjords, at port and in vulnerable areas, allowing silent and emissions free sailing. RollsRoyce aims to install this new technology in ship number two, which is scheduled for delivery in 2019. Hurtigruten intends to refurbish ship number one with the same technology. Daniel Skjeldam, Hurtigruten chief executive, said: “The future of shipping is, without a doubt, silent and emissions free. We will use our new expeditionary ships as ground-breakers for this new technology and show the world that hybrid propulsion on large ships is possible, today.” The decision to invest in a hybrid solution is an important milestone on the way to Hurtigruten’s goal of sailing fully electric expedition ships in the Arctic and Antarctic. Hybrid technology, in combination with the construction of the hull and effective use of electricity on board, will reduce fuel consumption by approximately 20 per cent and CO2 emissions from the ships by 20 per cent, too. This amounts to more than 3,000 tonnes of CO2 per year. “A passenger ship requires enormous amounts of energy to operate and, so far, there have been no technologies able to meet the requirements of a fully electric Hurtigruten ship. Hurtigruten’s new ships will probably be the first in the world,” said Mr Skjeldam. Another innovation to be installed on Roald Amundsen and Fridtjof Nansen is main ›››
“The two new explorer cruise vessels for Hurtigruten represent somewhat of a dream project for us, delivering our latest technology innovations into beautifully designed and fit-for-purpose vessels.” Mikael Makinen, Rolls-Royce marine president
Marine Propulsion & Auxiliary Machinery | February/March 2017
36 | PROPULSION PACKAGES
››› propulsion thrusters that use PM technology
instead of being powered by separate propulsion motors. Over the last two years, Rolls-Royce has launched a range of propulsion and deck machinery driven by this method. From 2017 a new Azipull model will be on offer. This is the product specified as the main propeller units on board Hurtigruten’s new vessels. Azipull thrusters, with a pulling propeller and a streamlined underwater skeg, have proved highly popular propulsion units since they were introduced in 2003. To date more than 450 units have been manufactured by Rolls-Royce, in Ulsteinvik, Norway. With the introduction of electric drive through the use of PMs, a proven Rolls-Royce technology is ensured a prolonged life, according to Knut Eilert Røsvik, RollsRoyce senior vice president for propulsion. “We expect to see a shift from mechanical to electrical propulsion systems, and we are well positioned for this shift. We have invested in PM technology for more than ten years, and already have a lot of experience with it.” The PM motor provides very high efficiency over a wide speed range and reduces the amount
of space required in the thruster room. The propulsion system is well suited to ships with Ice class demand. Combined with the proven high propulsive and hydrodynamic efficiency of the Azipull, this will be a winning combination, according to Rolls-Royce. The four Bergen B33:45 engines, in combination with the use of batteries, are the cornerstones of the innovative hybrid solution on board the new Hurtigruten vessels. Since its launch in 2014, this medium speed engine has been chosen by a variety of owners and yards for a range of ship designs, with 50 engines now delivered or on order. The engine offers 20 per cent increased power compared with its predecessor, delivering the same output with fewer cylinders. This lowers costs through the engine’s lifecycle, and also allows smaller machinery spaces on board. The engine meets the international environmental requirements for IMO NOx Tier III with support from a selective catalytic reduction (SCR) system. The vessels will have the latest automation and control systems. Ship control systems have ›››
Marine Propulsion & Auxiliary Machinery | February/March 2017
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PROPULSION PACKAGES | 39
››› developed fast over the last decade and the
number of screens, wires handlers and equipment needed by onboard operators has increased concomitantly. Rolls-Royce has developed common control systems and a new Unified Bridge solution to clean up the clutter and design more user-friendly bridge and control stations for the crew. Ultimately, the result is a safer and more efficient working environment. The Unified Bridge represents a complete redesign of the ship bridge environment, including consoles, levers and software interfaces. Rolls-Royce will also provide the propulsion system for Danish ferry operator Mols-Linien’s new passenger ferry, on order from the Rauma Marine Constructions yard in Finland. RollsRoyce will provide the main propellers and propulsion control system for the new ship, which will operate between mainland Denmark and the island of Bornholm. Rolls-Royce will deliver two units of a Promas system, which integrates the controllable pitch propeller, a propeller hub cap, a rudder with bulb and a twisted leading edge into one hydrodynamically optimised unit. Gearboxes, steering gears, two tunnel thrusters in the bow and a control system are also part of the delivery. Gary Nutter, Rolls-Royce products director, said: “By adapting the propeller and rudder into one propulsive unit, Promas offers increased propulsive efficiency and improved manoeuvrability. It is chosen by both conventional single-screw and twin-screw ships, such as the passenger ferry to be constructed for Mols-Linien. Included in the order are cavitation tests at the Rolls-Royce Hydrodynamic Research Centre in Kristinehamn, Sweden. The performance of the Promas combined propeller and rudder system will be controlled and tested at this advanced facility, prior to manufacturing. The centre includes a large cavitation tunnel where a model of the ship’s hull, with the ordered propulsion set up, will perform in different operating conditions. Model testing can lead to important and cost-saving adjustments in a product or ship design. Göran Grunditz, manager of the RollsRoyce Hydrodynamic Research Centre, said: “Cavitation tests are digitally documented and log efficiency, cavitation performance and risk of cavitation erosion on the equipment. The tests provide us, the yard and the owner with useful data related to estimated future fuel consumption. They can also help the owner when planning future service intervals.” The Rolls-Royce Hydrodynamic Research Centre is one of the world’s leading marine research facilities, specialising in the development of marine propulsion systems including the design and testing of propellers and waterjets.
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The performance of the Promas combined propeller and rudder system will be controlled and tested prior to manufacturing
Crystal Cruises ships will be powered by two Azipod D units each, to enable the ships to navigate in polar conditions
ABB, too, is active in the passenger vessel sector. It will supply the complete power, propulsion and automation package for a series of new cruise vessels being built by MV Werften for Genting Hong Kong brands Crystal Cruises and Star Cruises. The three Crystal Cruises luxury Endeavor class megayachts will be built to Polar class PC 6 notation, which will enable them to cruise in the Arctic. They will then follow the route of migrating whales along the coast of the Americas and Europe to Antarctica during winter. The Star Cruises Global class vessels, each of 204,000 grt, will be two of the largest on the market. The vessels are specially designed for the Asia cruise market. All five vessels will feature a complete ABB propulsion system, electric power plant, automation and marine software system. The three Crystal Cruises ships will each be powered by two Azipod D units to enable the ships to navigate polar conditions, whilst the two new Star Cruises ships will each be installed with three Azipod XO thrusters. All the vessels will feature ABB’s flagship automation with its Intelligent Maneuvering Interface and OCTOPUS marine software for optimised energy management. “The co-operation with ABB will further strengthen and support our vision to build the world’s most modern and efficient cruise vessels. Together with MV Werften and ABB we will incorporate the latest technology into our luxury cruise ships,” commented Tan Sri Lim Kok Thay, executive chairman of the Genting Group. “We are very excited to be working with MV Werften and Genting Hong Kong in this project,” said Juha Koskela, managing director of ABB’s marine and ports business. “For two decades, Azipod propulsion has enabled cruise operators to push both technological and geographical boundaries. This exciting new generation of Genting vessels has been built in that same spirit and our power and Azipod propulsion systems together with automation and marine software will support the outstanding performance of the vessels.” Approximately two thirds of modern large cruise ships, icebreakers and high Ice class cargo vessels are fitted with Azipod propulsion. Cruise owners have been using Azipod units for two decades, preferring its increased efficiency, manouevrability and space saving properties to shaft-line systems. Marcus Högblom, ABB vice president of global sales for passenger vessels and Azipod propulsion, said: “We are seeing increased interest in the polar regions from the passenger sector, so our expertise in the cruise and icegoing sectors means we are ideally positioned and can fully support our customers with their new projects.” MP
Marine Propulsion & Auxiliary Machinery | February/March 2017
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PROPULSION PACKAGES | 41
NEW CAP BOOSTS EFFICIENCY OF CONTROLLABLE AND FIXED PITCH PROPELLERS
T
he Wärtsilä EnergoProFin is a state-of-the-art energy saving solution that increases propeller efficiency and creates fuel savings of up to 5 per cent. The solution is now available for controllable pitch (CP) propellers as well as fixed pitch (FP) propellers, yielding the same results in both propeller options. Offering the solution for CP propellers, which are technically more challenging, has been made possible thanks to development work by the Wärtsilä hydrodynamics team. The Wärtsilä EnergoProFin is a specially designed propeller cap with hydrofoil section fins on the downstream side of the propeller. It is an innovative energy saving device that can significantly reduce a vessel’s fuel consumption as well as its emissions levels. Technical innovations of this kind are important for ship operators who are tackling rising operating costs, as it offers an opportunity to enhance the efficiency of existing assets. By improving their energy efficiency, ship operators can increase their profitability in an environmentally sound way. Propeller caps with fins have existed for three decades, but their application has been primarily on FP propellers. The view of the industry has been that applying an energy saving device like the Wärtsilä EnergoProFin to the CP propeller would not be possible. Wärtsilä took on the development task and succeeded in creating a
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a lasting one,” says Tamara de Gruyter, vice president of propulsion system services for Wärtsilä Services. “We want to help ship operators optimise their existing assets, and that is exactly what the Wärtsilä EnergoProFin does – for CP propellers as well.”
Cat Marine EPA Tier 4 engines installed on McAllister tug duo
The Wärtsilä EnergoProFin energy saving solution increases propeller efficiency and creates fuel savings of up to 5 per cent
product that offers vessels equipped with a CP propeller an opportunity to reduce their energy consumption. Wärtsilä’s development work was a spinoff from a European Union funded collaborative project between Wärtsilä and nine other companies. The Wärtsilä EnergoProFin, which rotates with the propeller, is optimised for propulsion upgrades of existing vessels and so can be mounted easily, without the need for complex structural changes. The device is designed to minimise the losses in the vortex leaving
the propeller by transforming rotational energy into effective thrust, resulting in an efficiency increase that brings fuel savings of up to 5 per cent. The payback time for the investment is, even with current low fuel prices, generally less than two years and can be as short as less than a year. “Customers in today’s uncertain economic situation need solutions that are reliable, cost-effective and easy to invest in. Energy efficiency solutions in general are a sound investment, as their impact on both operating costs and environmental compliance is
Propulsion engines built with the environment in mind will power two azimuth stern drive (ASD) escort and rescue tugs destined for operation on the US East Coast, in what has been described as a milestone installation. Horizon Shipbuilding is in the process of installing the first production United States Environmental Protection Agency (EPA) Tier 4 certified units of Cat Marine’s 3516E EPA engines on a pair of tugs it is building for McAllister Towing & Transportation Co. The pair of 100ft ASD tugs will each be powered by two of the 3516E EPA Tier 4 engines, rated at 3,386 bhp, supported by three CAT C7.1 EPA Tier 3 gensets rated at 118 kW and two CAT C18 EPA Tier 3 803 bhp fire pump engines, for fire-fighting purposes. The equipment was delivered to Horizon Shipbuilding by Cat Marine dealers Thompson Machinery and Foley. New York city-based McAllister said the new tugs
Marine Propulsion & Auxiliary Machinery | February/March 2017
42 | PROPULSION PACKAGES
would be among the biggest operating in its fleet and on the East Coast. The first unit, Capt Brian A McAllister named after the company’s chairman, will be delivered in April 2017. The second, Rosemary McAllister, named after his wife, will follow in July. The vessels will increase the McAllister tug fleet to 32 tractor units and will be its first Tier 4 tugs. To meet the US EPA’s stringent Tier 4 Final emissions standards which came into effect this year, each 3516E engine is paired with a selective catalytic reduction (SCR) after-treatment system. SCR uses a urea-based solution to reduce the oxides of nitrogen (NOx) contained in diesel exhaust to nitrogen and water vapour.
Caterpillar’s SCR technology was designed to comply with EPA Tier 4 as well as satisfying IMO Tier III emissions level requirements, while minimising the impact of integration for customers and maximising operating efficiencies. “The 3516E shares much in common with the 3516C,” said Jason Spear, Caterpillar Marine 3500 product definition engineer. “Its advanced combustion design uses the optimum configurations and cylinder geometry. This enhances the back pressure capability, allowing the Cat Clean Emissions Module [CEM] to be the most compact and efficient SCR system on the market today. “Engineered from the
outset for marine applications, the CEM offers versatile vessel integration options, serviceability, and lowest total cost of ownership.”
Cat Marine 3516E propulsion engines will power two new tugs being built
Cruise ferry to be fitted with rotor sail Viking Line and Norsepower have signed an agreement foreseeing the installation of the latter's Rotor Rail Solution on the former's dual-fuel (LNG) cruise ferry Viking Grace. One mid-size rotor sail (24 m high, having 4.0 m in diameter) will be fitted onto the ship during 2018’s Q2. According to the companies, thanks to the new equipment Viking Grace will burn less
fuel (approx. 300 tn of LNG/ year), hence reduce its carbon emissions by some 900 tn/year. The Rotor Sail Solution (which according to Norsepower can be installed on new vessels or retrofitted on existing ships without off-hire costs) is a modernised version of the Flettner rotor, a spinning cylinder that uses the Magnus effect to harness wind power for ship propulsion. The solution
The Rotor Sail Solution can be retrofitted onto existing vessels
Marine Propulsion & Auxiliary Machinery | February/March 2017
is fully automated and senses whenever the wind is strong enough to deliver fuel savings, at which point the rotors start automatically - optimising crew time and resource, says Norsepower's press release. "As an organisation that strives to ensure that our fleet operates in an environmentallyfriendly and economical way, we are proud to be partnering with Norsepower. Our cruise vessel is
the first to use a combination of alternative clean fuels, modern Rotor Sails, electric propulsion, and a hydrodynamically optimised hull. We believe in the Rotor Sail Solution technology's ability to enhance our ship's performance by enabling significant reductions in fuel burn and costs, as well as carbon emissions," Ulf Hagström, Senior Vice President, Marine Operations & Newbuildings, Viking Line, said. Tuomas Riski, Norsepower's CEO, added, "This project marks the first of its kind modern auxiliary wind propulsion technology installation on-board a cruise ferry. As a Finnish based clean technology and engineering company, we are proud to be partnering with yet another prominent shipping company as we work towards a modern era of auxiliary wind propulsion for the global maritime fleet, while supporting shipping's transition to the low carbon economy." MP
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44 | GEARBOXES
WORKBOATS AND FAST CRAFT SEE TRANSMISSION INNOVATION 2016 saw a range of innovations when it came to transmission technology, as Paul Fanning reports
The new ZF 83700 transmission was developed for fast craft such as high-speed ferries and authority vessels
I
Christian Strahberger: CEO, Schottel
nnovations do not tend to come thick and fast in the drives and transmissions market, but last year’s SMM exhibition in Hamburg, in particular, saw some interesting launches. At the marine trade show ZF Friedrichshafen presented a new transmission for authority vessels and high speed ferries, the highlight of which is its advanced status monitoring. “Digitisation and big data are dominant trends in the marine industry. And this development will continue to grow in the coming years. This is a great challenge that we are happy to face,” said André Körner, head of the commercial and fast craft product line in the ZF Marine Propulsion Systems business unit. At SMM, the company demonstrated that it is also fully prepared for the future in the marine sector, presenting the new ZF 83700 transmission for the first time. This was developed for fast craft such as high speed ferries and authority vessels. The new transmission’s power range outperforms the ZF 63000, making it the biggest and most powerful fast craft transmission available,
Marine Propulsion & Auxiliary Machinery | February/March 2017
according to the company. The chief attraction, however, is inside the transmission, where the advanced status monitoring that is installed records dynamic loads, vibrations in the bearings and gears, and the particle and water content of the oil. These new functions were added to the standard monitoring of parameters such as oil level, condition of the clutch, or the inlet and outlet temperatures at the cooling unit. “The status monitoring is a perfect example of technology transfer within the company,” says Daniel Härter, head of the Marine Propulsion Systems business unit. Originally, it had been developed for large wind turbine gearboxes. A team of developers has now adapted the status monitoring to meet the requirements of the commercial shipping industry. In the meantime, the developers are already working on making the transmission even more intelligent. The next stage of system monitoring will make it possible for vessel operators and maintenance co-ordinators to assess the condition of important ship components and to help
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GEARBOXES | 45
minimise unplanned ship down-time. In addition, operating costs can be reduced with the help of status monitoring, because unnecessary maintenance work will no longer be required, and it will be possible to co-ordinate vessel maintenance and operating times more efficiently. Reintjes, meanwhile, used SMM to present its new product range of WVSA down angle gearboxes. By the end of 2015, a down angle prototype had successfully completed its first test runs at the Reintjes facilities. In particular, the conical spur gears, which generate a shaft angle of 8-10 degrees between the input and output shaft of this gearbox series, were put through intensive and challenging testing. With a down angle gearbox installed, the engineroom can be set up in a way that saves space. A horizontal installation of the main engine, with the propeller shaft sloped downwards by the inclination angle inside the gearbox, means that a shorter propeller shaft can be used, which permits a smaller engineroom. Special attention was paid to the design of the teeth and the contact pattern under load in order to reduce noise emissions, which is an important selection criterion from the customer’s point of view. Compared to commercially available down angle gearboxes, the noise values were already satisfactory during initial measurements. The so-called beveloid gear design was a particular challenge in terms of design, calculations and manufacturing, but any difficulties were overcome. The new Reintjes down angle gearbox series comprises sizes WVSA 340, WVSA 740, and WVSA 1540 and is available at a power range from 250kW to 3,250kW and a reduction ratio of 1.5 to 4. Further important features include the aluminium housing and the shaft angle of 8-10 degrees, which is essential
for down angle gearboxes. Another innovation from Reintjes, designed for BAE Systems’ BAE HybriGen Zero, is a recently-developed hybrid step-up gearbox for retrofits that the company claims offers reduced operating costs, reduced emissions and reduced maintenance costs. These advantages are made possible by a front-engine mounted gearbox combined with a permanent magnetic electric generator up to 300 kWe. With its high torque this electric motor/ generator could be used as a starter to substitute the air-starting system, while using the power take-off means that the gensets can be turned off during operation. The system comes with a BAE Systems electric motor as well as the gearbox and Reintjes’ integrated multi-disc clutch, a flexible coupling on the input side, a bell housing for the direct generator mount and a shaft for the direct engine connection. As well as its new step-up gearbox, Reintjes has expanded its existing Reintjes Hybrid System (RHS) for newbuilds. Also, at SMM, Schottel’s chief executive Christian Strahberger discussed his hopes for the Schottel EcoPeller thruster. This incorporates a number of innovations, including Schottel’s high-torque gear design that allows smaller gears to be used to transmit large torques, so reducing the thruster’s size. “Many design institutes are excited to see someone coming up with a pulling propeller that acts as a rudder,” he said. Speaking exclusively to Marine Propulsion after delivering a briefing during SMM, Dr Strahberger said that of all the company’s technology, this was the most important. “Over the next two or three years, the biggest economic impact will definitely come from the EcoPeller,” he said. MP
LEFT: The new Reintjes down angle gearbox series comprises sizes WVSA 340, WVSA 740, and WVSA 1540
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“Over the next two or three years, the biggest economic impact will definitely come from the EcoPeller” Christian Strahberger, CEO, Schottel
BELOW: Another innovation from Reintjes is a recently-developed hybrid step-up gearbox
Marine Propulsion & Auxiliary Machinery | February/March 2017
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GEARBOXES | 47
Twin Disc product expansion benefits workboat sector Twin Disc, the USA-based manufacturer of technologically advanced marine power transmission solutions, has launched a range of new products and enhancements that will benefit commercial mariners worldwide. E-Steer is Twin Disc’s new approach to marine steering. Instead of hydraulic lines, which can be expensive, labour intensive, and susceptible to leaks, it connects the helm and hydraulic-powered rudder electronically. Speed sensing technology provides adaptive resistance. Twin Disc says that at full throttle, the helm is firm while at slow manoeuvring speeds, it is light and very responsive. Twin Disc’s innovative EC300 Power Commander control system has been upgraded. A maintenance-free, contactless magnetic Hall effect sensor replaces the electro-mechanical unit. A back-up propulsion control system provides fully redundant command. It is supplied with a new graphic display panel with twin-engine readout for monitoring the most detailed data on the vessel’s propulsion system. Matched to a Twin Disc Quick Shift
transmission, the EC300 offers exacting throttle control for closequarter navigating, according to the company. Twin Disc’s popular Express Joystick System has been enhanced. It is now offered with the option of interfacing with a broad range of CAN-based digital thruster systems. Workboat operators can now take full advantage of the precise manoeuvring capabilities the Express Joystick System provides and select the thruster that is most appropriate to the workboat application, says Twin Disc. Twin Disc is the Veth Propulsion distributor for much of the USA and select Asian markets. A new Veth Propulsion product is its VZ-700 Z-drive azimuth thruster which delivers 631kW of maximum power to the 140cm single nozzled propeller. With few moving parts outside the gearbox, the simple yet robust design provides a long service life with little maintenance, says the manufacturer. Rated for 100 per cent continuous power, it is built with minimal piping thanks to its compact construction.
Siemens to supply two-speed gearbox for fishing vessel MAN has ordered the construction of a variable speed application-specific gearbox from Siemens. Siemens’ Flender twospeed gearboxes are individual switchable solutions permitting the application of different propulsion modes for specialpurpose vessels. Different ratios in a single gearbox enable different rotary speeds and power transmission levels, making them of particular interest for ships which require an alternative propulsion mode as a redundant or emergency system, are propelled by a hybrid drive, have several different operating modes, or are required to produce current while being propelled by a diesel engine. These two-speed gearboxes are characterised by their extremely high efficiency, and they can be adapted individually on an applicationspecific basis to different operating modes and functions. Siemens was given the order to supply a special solution for a modern fishing vessel which was being equipped with a 6,000kW
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MAN engine. By using a Flender two-speed gearbox from Siemens, the fishing vessel is able to use the two speed modes to generate onboard power while the diesel engine is operational. The relatively high output for a drivetrain with power take-off (PTO) can be fully transferred from the main transmission stage at an output speed of 141 rpm. The components, in particular the gearing, bearing and shaft, must be of outstanding quality to provide this level of power transmission. In an additional switching status, a maximum output of 4,200kW is transmitted to the propeller at 117 rpm while at the same time a PTO drive is operated at 1,800kW. The energy recovered in this way is used to feed the onboard grid. If there is a high current requirement, a maximum output of 3,200kW can be transmitted to the generator over the PTO to produce electrical energy. The generator used as a method of producing electrical energy in this operating mode
Flender two-speed gearboxes are individual switchable solutions
can also function as a motor. There are additional generator sets on board which are used to supply the power needed to operate the motor generator in the event of a main propulsion failure. In this operating mode, the gearbox would transfer an output of 1,700kW over the power take-in to the adjusting propeller, resulting in an output speed of around 117 rpm. “Since 2002, we have been building two-speed gearboxes based on the
established Flender gearbox for marine applications,” said Stefan Tenbrock, chief executive of the Mechanical Drives business unit at Siemens. “Our experience and expertise gathered over many different applications involving ever new challenges and close co-operation with our customers enable us to engineer high quality individual solutions.” The Flender gearbox solution can be adjusted on a customised, applicationspecific basis to different operating modes and requirements. Fields of application range from product tankers with APS notation, research ships and fishing vessels to lifeboats. The gearbox comes with a rugged housing and a compact design in which the oil supply system is completely mounted on the gearbox. To guarantee hydraulic adjustment of the propeller, the output shaft has been drilled hollow to accommodate the oil pipe. The propeller’s oil supply device is flange mounted onto the front of the gearbox. MP
Marine Propulsion & Auxiliary Machinery | February/March 2017
48 | GEARBOXES
THE CASE FOR GEARED ELECTRIC PROPULSION P
ower transmissions and propulsion systems are ubiquitous throughout the world. A sustainable approach to these technologies will therefore have a major impact on their environmental footprint. Many developments and improvements have been seen in this field over the years, and new ideas show up regularly. Some of them are more reliable and efficient than others. Stadt has been a part of these developments over many years, and the 5 generation of drive technology – the No-Loss drive – stands out as an obvious solution when it comes to sustainability. The technology also offers high efficiency, reliability and safety as well as stealth features that ensure that there is no interference with sensitive electronic equipment, and an absolute minimum of acoustic noise from electric motors and drives. It is a patented technology, and has received a number of awards. These days, many claim that the use of gearboxes is obsolete, but this is far from correct. For example, popular electric cars like the Nissan Leaf and Tesla’s models take advantage of a gearbox. This is a single shift gearbox, which is not obvious to the driver as there is no gear shift. But the gearbox is there, between the electric motor and the wheels. Typically these gearboxes have a gear ratio of 10:1, enabling the electric motor to run at 18,000 rpm or thereabouts at full speed. People may be misled, even by engineers in the industry, saying that there is no gearbox. It may not be a standard gearbox, but there is still a gearbox involved. Even the world’s fastest supercars – electric EV and others – use a gearbox in their transmission. The electric motor, the gearbox and the AC drive must be evaluated as one unit together when it comes to questions such
Reports that the gearbox is obsolete are overstated says Hallvard Lidset Slettevoll, founder and chief executive of electric propulsion systems specialist Stadt
as power, torque, weight, volume, efficiency, reliability and lifetime. The use of permanent magnet motors does not make any difference here, as many tend to believe. The Tesla car, for instance, successfully uses a robust induction AC motor with gearbox. Since it can operate over a waste speed range from zero to 18,000 rpm, the motor and gear arrangement becomes very compact and has a low weight. In ship applications the electric motor will have a maximum rpm of 1,800 or less, and a gear ratio of 6:1. This provides a set-up that is much more compact and far less heavy than if it was run at 300 rpm. AC induction motors are easy to manufacture and maintain, and do not require rear and expensive magnetic materials. They have an efficiency of about 97.5 per cent at full load. The nature of rotating machines and the laws of physics tell us that a gearless solution that uses an electric motor alone will not be able to deliver the required power and torque as efficiently as a geared solution. There are many manufacturers of gearboxes in the world, and there are
Marine Propulsion & Auxiliary Machinery | February/March 2017
many different designs. In general, a simple gearbox is a reliable and very efficient device. The power losses amount to somewhere between 1 and 2 per cent, depending on the gear ratio, teeth arrangement, bearings and lubricant. A gearbox can also give operational advantages such as increased redundancy by using several electric motors with one gearbox. Separate clutches can engage the individual motors. Ships with turbine driven propulsion have always used gearboxes on the propulsion, because of the high turbine speed. In the Stadt No-Loss electric propulsion drive system, the gearbox is also combined with the use of controllable pitch propellers. Very often the pitch controller is located in the gearbox as well. So there are a number of reasons why all these applications are using the gearbox, but the most important is increased torque and power, space savings and weight savings. How much is gained by using the gearbox varies from case to case. Stadt feeds its AC propulsion motors with sinusoidal voltage and power, eliminating the torque pulsation that is found in pulse width modulation type motor drives. Because of this Stadt can provide a stealth solution that has minimal vibrations and acoustic motor noise, and is free from electromagnetic interference. When properly designed, the gearbox, too, can be operated at a very low noise level, as it is on a submarine. Field experiments over several years combined with simulations have shown that the Stadt No-Loss drive will gain 5 to 6 per cent in fuel savings per year compared with traditional AC drive solutions based on non-sinusoidal drives, such as pulse width modulation, direct torque control, 6, 12, or 24 pulse, active front end or DC grid based. MP
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SHAFTING, COUPLING & DAMPERS | 51
Additive manufacturing preserves shaft bearings A revolution in the production of sliding bearings could be good news for the owners of container vessels
G
erman company OR Lasertechnologie (OR Laser) develops and builds robot-assisted laser systems for direct metal deposition (a way of making parts from metal powder that is melted by a laser and then solidified in place) that take the production and repair of sliding bearings to an innovative new level. This has enabled the
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company to develop a process whereby a layer of metal only a few millimetres thick can reliably and cost-effectively protect the large shaft bearings used in ships from wear and tear. The shaft that drives the propeller on a large container vessel typically has a diameter of about 600mm, weighs up to 300 tonnes and rotates 84 times a minute. This means
that the hydrodynamic bearings inside which it rests are subject to heavy wear. This is because the shaft is in direct contact with, and slides over, the bearings’ surface. A film of lubricant reduces the friction, but does not develop fully until the oil pressure rises. Particularly when engaging or disengaging the shaft, the protective film of oil is insufficient to prevent
direct contact between the surfaces. The affected parts of the bearing are therefore subjected to considerable friction and wear, which reduces their life expectancy. One way of improving the performance of these bearings is to cast their halves with an unbroken surface layer of a tribological (wear-reducing) alloy. The conventional process used for this is very labour intensive and involves the metals being melted and worked at 700°C. Then, in a laborious finishing phase, around 90 per cent of the material is removed again to obtain the desired final shape. This process has changed little over the last century. Today, lasers can be used with a powder nozzle for direct metal deposition, yielding considerable benefits. The metal alloy is fed in the form of a dry powder via the nozzle coaxially to the laser and melted onto the inside of the concave steel bearing shells. The laser permits accurate partial attachment of the alloy. The alloy only needs to be applied to about 20 per cent of the surface using this technique, as opposed to 100 per cent with the traditional casting method. Use of a laser also saves time and energy, since only a small amount of metal needs to be melted in each case. The new generation of additive manufacturing is especially well suited for bearings that are in constant use, have a large diameter, and are subjected to large bearing forces and high rotational
Marine Propulsion & Auxiliary Machinery | February/March 2017
52 | SHAFTING, COUPLING & DAMPERS
speeds. It can also be used to inexpensively repair defective bearing shells and restore them to an as-new condition. The ability to quickly change the alloy and apply coatings of nearly any kind of metal opens up interesting prospects for developing new products. Additive manufacturing enables completely new production processes that are able to accommodate customer requirements flexibly, and in the least possible time. Recently, Berlin-based
Admos Gleitlager began using a laser system from OR Laser. Admos has more than 100 years of experience producing cast compound hydrodynamic sliding bearings, and is constantly engaged in improving its products and methods. Chief executive Jörg Hosemann said: “The new laser system opens up a whole new world of possibilities for us – faster production and delivery at short notice, as well as enormous potential for slashing costs. I expect
Wärtsilä Sea-Master system boosts efficiency of shaft lines Launched last year, the Wärtsilä Sea-Master system monitors the condition of tailshaft equipment, using digital technology to monitor shaft bearings and seals to help customers maximise up-time and lower the lifecycle costs of vessel shaft lines. Wärtsilä Sea-Master collects real-time data from the tailshaft of the vessel, providing valuable information about the operational health of the tailshaft equipment. The innovative new system can be applied to open and closed loop water-lubricated stern tubes as well as closed loop oil-lubricated stern tubes. The solution uses digital technology coupled with composite components and existing seals. The system also provides early warning for the detection of rising failure issues, with system alarms for critical path components, including bearing temperatures and lubrication rates. It is approved by relevant class societies and is available for all vessel segments and ship types as well as for newbuild and retrofit applications. “We used our existing condition monitoring
technology to develop this new system and service, which applies proven data analysis methodology to deliver not only information but also careful expert analysis and performance-enhancing recommendations. Our customers get a window into the operational health of their tailshaft and gain knowledge about, for instance, the wear rates of the equipment. This enables more accurate maintenance planning and reduces unforeseen risks,” says Matthew Bignell, sales development manager at Wärtsilä Seals & Bearings. For water-lubricated systems, the tailshaft of a vessel is typically removed in drydock and inspected by a classification society every five years. By capturing real-time data with trending, Wärtsilä Sea-Master enables vessel operators to provide reliable information about the condition of the tailshaft to class society surveyors without having to withdraw the tailshaft, extending the interval between removals and thereby reducing unnecessary downtime.
Marine Propulsion & Auxiliary Machinery | February/March 2017
the investment in new laser equipment to pay for itself in no time.” Admos is now taking a new approach to making sliding bearings, using a robotassisted laser system, a 6kW fibre laser, and two high power coating heads in the form of powder nozzles. Something that was impossible with the conventional casting process is now possible, namely the use of copper-based materials such as CuSn (copper and tin) and CuPb (copper and lead). One of the many advantages of the
new process is that different materials bind more firmly to one another. Overall, the new method makes it possible to eliminate a number of steps while minimising the required finishing work afterwards. After powering up the laser system for the first time, it became clear that it reduced materials costs by between 50 per cent and 80 per cent thanks to resource efficient application. The energy costs are also 50 per cent to 70 per cent less than for the conventional casting of alloys.
Punk feels lucky Punk Couplings’ Gim-Ball marine coupling was highly commended in the New Product (Mechanical) of the Year category in the British Engineering Excellence Awards 2016. The Gim-Ball design utilises three nested rings with mating spherical surfaces that can be used in place of a traditional Cardan joint, with axles transmitting the torque. It provides a lightweight, compact and robust torque coupling that can accommodate angular misalignment of up to +/-15 degrees. The Gim-Ball is comparable to a universal joint but with a much lower distance between shaft ends. It is ideal for applications that require higher speeds and higher misalignments. It also possesses a high degree of damage tolerance and continues to operate even with one axle completely failed. Punk Couplings’ managing director Simon Parker said: “Winning this award strengthens our belief that Punk couplings can revolutionise the torque transmission industry.” MP The Gim-Ball design utilises three nested rings with mating spherical surfaces
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SEALS AND BEARINGS | 55
Hornblower flagship uses Thordon maintenance-free bearings Thordon Bearings’ US West Coast distributor, Pacific Marine Equipment, has successfully completed the installation of a pair of TG100 mechanical propeller shaft seals to Hornblower Cruises & Events’ 1,000 passenger capacity twin screw flagship Inspiration Hornblower. Hornblower, a dining cruise and charter yacht operator, operates a fleet of 70 vessels from several cities across the USA and Canada. Todd Terry, Pacific Marine Equipment president, said: “This is Hornblower’s first TG100 installation. The owner needed a solution capable of preventing water ingress to the 68m long vessel while reducing crew maintenance. As a passenger vessel operator, Hornblower found the seals’ safe return to port feature attractive. Prior to the retrofit, the vessel operated with packing glands.” Following several years of development, Thordon Bearings introduced the TG100 mechanical seal in 2013 for small vessels operating
water-lubricated propeller shafts in both abrasive and clean waters. Suitable for propeller shaft diameters of 100mm to 305mm, the TG100 is manufactured using the highest quality, hard wearing silicon carbide seal faces and Thordon’s proprietary elastomeric polymer bellows. Scott Groves, Thordon Bearings’ marine business development manager, said: “We are delighted to add Hornblower Cruises & Events to a growing reference list of vessels operating TG100 seals. Inspiration Hornblower’s crew will be the main beneficiary, given that the seal is maintenance free and has no required spare parts within the first 10 years of operation.” Since the introduction of its TG100 seals, Thordon Bearings has supplied more than 180 to the operators of a wide range of vessels, including workboats, naval patrol vessels, ferries, yachts, tugs and tow boats. A unique feature of the TG100 is the emergency
Inspiration Hornblower has converted to the maintenance-free TG100 mechanical tail-shaft seals
seal that permits standalone operation to enable the vessel to return safely to the nearest port, preventing permanent seal damage. The unique omega Ω shape of the elastomeric bellows minimises torsional vibration and maintains the required spring force throughout the allowable range of axial shaft movement. This elastomeric bellows has no proscribed shelf life or scheduled replacement date.
“While the TG100 seal is effective as a stand-alone installation, the optimum solution is in combination with our water-lubricated RiverTough tailshaft bearings, which have been installed on more than 400 vessels to date,” said Mr Groves. RiverTough and TG100 combination packages have been ordered for installation on 14 pushboat vessels operated by a Columbian owner.
Hydrex repairs stern seal in record time Hydrex Underwater Technology has completed an emergency stern tube seal repair to a 134m chemical tanker, after the Antwerp Port Authority demanded an underwater inspection and in situ repair to the vessel before allowing it to set sail. The vessel’s crew had carried out temporary repairs to stem the flow of lubricating oil from the stern, but the port would not let the ship continue on its schedule until a dive team had inspected the propeller shaft seals. At the request of the
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shipowner, Antwerp-based Hydrex mobilised a dive team which found that the temporary fix had not completely stopped the oil leak. All four stern tube seals needed to be replaced. However, because the vessel had just been fully loaded, trimming the vessel was not an option so the repair had to be carried out in situ, under water. Hydrex production executive Dave Bleyenberg said: “We have been replacing seals under water for 15 years with our award-winning
flexible mobdock technique. Use of the mobdock enabled us to devise a repair plan very quickly after the inspection and to expedite seal replacement without having to disrupt the owner’s schedule. We also arranged for the new seals and the manufacturer’s engineers to arrive at the port in time to facilitate the repair in record time. “We have a large stock of seal repair equipment stored in our fast response units around key maritime hubs, so as soon as the repair requirement was
confirmed we mobilised a rapid response dive team and a Hydrex dive support vessel, which deployed to the tanker.” While the manufacturer’s engineers prepared the seals for installation, the Hydrex team dismantled the vessel’s rope guard and installed the flexible mobdock around the stern tube seal assembly, creating a dry, underwater environment. Once in place, diver technicians set about disconnecting the split ring from the shaft for cleaning, after which the damaged seals were removed one ›››
Marine Propulsion & Auxiliary Machinery | February/March 2017
56 | SEALS AND BEARINGS
››› by one and replaced with new ones. The stern tube seal assemblies were then reinstalled and secured before leak tests were carried out to the satisfaction of the representative of the original equipment manufacturer. Finally, the divers removed the flexible mobdock and reinstalled the rope guard. “By organising everything from start to finish and in record time, the owner did not have to worry about making any arrangements for the repair,” said Mr Bleyenberg. “The owner was able to continue to the next port of call without any unnecessary delays to the schedule.”
Divers in the Hydrex Mobdock set about disconnecting the split ring from the shaft for cleaning
Vesconite bearings renew RINa certification A ship that is scheduled to dock in Trieste, Italy will be the first to install an extra large Vesconite rudder bearing under Vesconite Bearings’ renewed Registro Italiano Navale (RINa) type approval. Vesconite Bearings obtained renewed type
approval for standard Vesconite, Vesconite Hilube and Vesconite Superclad. This approval for the polymers that are used in rudder bearings, stern tubes and some above-board equipment was completed through RINa in Germany on
22 November 2016. Shiprepairers will generally accept more than one ship certification, including Bureau Veritas (BV), DNV, and ClassNK, commented Vesconite Bearings marine representative Sharon McArdle and quality assurance
manager Jaco Prinsloo. However, the client of the repairer in Trieste, a busy repair port, insisted on the RINa certification, they said. RINa is regarded as an important marine product certification agency that guarantees excellence in the products that it certifies. Vesconite is a specialised thermoplastic made from internally lubricated polymers. It gives long life in applications where only the lowest wear rates can be allowed, even when the application is poorly lubricated and dirty. Vesconite is extensively used for rudder and stern tube bearings. Vesconite's internal lubricants make it eminently suited to upper rudder bearing applications where there are long periods between greasing or no greasing at all, or where water lubrication cannot be ensured when operating with light ballasts. MP
LEFT: A Vesconite bearing for the marine industry
Marine Propulsion & Auxiliary Machinery | February/March 2017
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58 | REMOTE MONITORING
The system will acquire and analyse data in real-time
1 Data collection
2
3
Analysis
Performance evaluation
Partnerships blossom as digitisation spreads More and more strategic partnerships are being established to take advantage of the possibilities offered by digitisation
T
he adoption of digitisation by original equipment manufacturers and shipowners alike is continuing apace with the advent of a range of acquisitions and agreements. One of the most notable took place towards the end of last year when Wärtsilä acquired Eniram (see page 64), but the trend has continued with a new collaboration between Switzerland-headquartered Winterthur Gas & Diesel (WinGD) and Propulsion Analytics of Greece. This, WinGD claims, represents “a decisive step towards a future where the acquisition and evaluation of real-time propulsion operating data will play a crucial role in both engine operation and onboard support.”
Marine Propulsion & Auxiliary Machinery | February/March 2017
Signed on 16 December 2016, the agreement with the ship performance monitoring specialist calls for the joint development of an advanced diagnostics system for all WinGD two-stroke diesel and dual-fuel engines. In WinGD’s view, this represents a major step towards digitisation in the shipping sector. The objective of the system to be developed is to provide shipowners and operators with digital technologies that will enhance both operational efficiency and crew decision-making processes related to the main engine. The system will acquire and analyse data on the performance and condition of the engine and its sub-components in real-time and so provide live troubleshooting and diagnostics
advice to the crew. In addition, it will be capable of connecting to shore-based stakeholders, as required. In this way, the system completes and enhances ship digitisation by providing a two-stroke engine performance optimiser and diagnostics system. The proposed system will enable the ship operator to optimise engine performance in all its aspects – fuel consumption, power, emissions, etc – as well as intelligently diagnosing the engine status, by means of performance information and the behaviour of sub-systems and components. This will enable the prediction and diagnosis of component malfunction and permit the extension of maintenance intervals (condition-based maintenance). In addition, operators
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REMOTE MONITORING | 59
will be able to troubleshoot abnormalities by providing the crew and the shipping company with more detailed information about which key components are affected and what steps need to be taken to fix the malfunction. The system will also enable more integrated planning and online spare parts purchasing, as well as enabling companies to train their staff by providing virtual and interactive tuition. Engine data can now be communicated ashore to the shipowner and to other interested parties, such as service providers. It is also possible to store data in a secured environment, enabling fleet comparisons. All these capabilities will be implemented into a user-friendly onboard system comprising the most competitive, state-of-the-art hardware, software and data analytics techniques. Based on needs identified by WinGD in consultation with engine end users, Propulsion Analytics will develop software solutions for processing and evaluating data gathered from on-engine sensors. The data
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will be processed in a digital controlling, monitoring and diagnostics system. The complete system is also intended to be a valuable source of knowledge about real-time, round-the-clock engine operation. That information can be used to improve engine performance based on load profiles acquired over complete voyages in a full range of ambient conditions – air temperature and pressure, winds, tides and currents. “In present market conditions, where shipping companies are striving to further optimise their operations and reduce costs, this technology will provide real-time support to improve the performance and operational efficiency of their main engines and machinery, while simultaneously strengthening WinGD’s technology leadership in this new digital era,” says operations vice president Andrew Stump. “With real-time data collection and exchange across a shipping company’s vessels, WinGD’s new engine diagnostics system will be the first advanced product
BELOW: MaK and Caterpillar Marine Asset Intelligence announced a partnership with DNV GL last year to change from time-based to condition based maintenance
on a two-stroke engine that will not only optimise and monitor performance but also track the condition of key engine components. It will be able to predict future malfunctions and provide troubleshooting support to shipping companies in order to prevent failures and fix technical problems faster and more economically.” Looking at the wider implications of digitisation at a time when global communications networks are expanding rapidly, Mr Stump notes that the project represents a great step forward in WinGD’s digital transformation journey. “Industry 4.0 and the Internet of Things represent tremendous opportunities for traditional businesses when incorporating and integrating digital services into product portfolios to achieve a leading position in the next innovation wave,” he states. “Our collaboration with Propulsion Analytics utilises its deep digital knowledge to enable a more traditional products company such as ours to enlarge its offering ›››
Marine Propulsion & Auxiliary Machinery | February/March 2017
60 | REMOTE MONITORING
››› by taking advantage of the
digital technologies.” Dominik Schneiter, WinGD research and development vice president, sees the agreement as a key step towards technology leadership, too. “The collaboration with Propulsion Analytics will help us realise our ambition to lead innovation in the field of shipping digitisation, focusing first on the two-stroke engine – our core expertise – and then enlarging it to the whole ship machinery and smart ship,” he said. For its part, Propulsion Analytics regards the new engine diagnostics system as a breakthrough innovation, both in terms of the technologies employed and the breadth of operational benefits that this digital transformation brings to the end customer and the environment. “The engine diagnostics system is something that the industry has been expecting for a long time and we are really happy to embark on this journey with a pioneering partner like WinGD. The combination of Internet of Things technologies with physical models, big data analytics and human expertise are at the core of our company’s philosophy,” says Panos Theodossopoulos, Propulsion Analytics’ chief executive. The agreement targets the implementation of one pilot system with a leading shipping company by early 2017. The prototype is expected to be running in the field by mid 2017 and full release on the entire WinGD engine portfolio is forecast for 2018. MaK and Caterpillar Marine Asset Intelligence announced a partnership with class society DNV GL last year to help make the change from time-based maintenance to condition based maintenance. The partnership will leverage
the predictive analytics of Cat Asset Intelligence in accordance with DNV GL’s survey arrangement machinery condition monitoring requirements. By using data analytics to provide transparency and validate equipment condition, unnecessary maintenance costs can be avoided by linking maintenance to condition and not to the calendar. Furthermore, comprehensive reliability studies have shown that human intervention is a key factor in over 80 per cent of failures, according to Caterpillar. By using data analytics to validate equipment condition, unnecessary human intervention and inspection activity can be avoided or deferred. Not only can shipowners use Cat Asset Intelligence analytics to validate the condition of equipment, but they can also use predictive analytics to identify potential problems before failure, independently of the planned maintenance schedule. This helps shipowners to avoid the operational and repair costs of unexpected failures. Both of these uses of Cat Asset Intelligence help reduce maintenance, planned and unplanned, as well as the associated downtime. Caterpillar hopes that leveraging the analytics of Cat Asset Intelligence will help shipowners and operators to make better decisions using data and actionable information. This project began with a customer that had a vessel powered by the new, MaK M 46 DF dual-fuel engine, which was delivered and supported by Zeppelin Power Systems. “This is going to be a major step forward for many shipowners and their operations in the future. This effort enables operations and maintenance leaders to make better decisions using data and analytics, helping to drive down
Marine Propulsion & Auxiliary Machinery | February/March 2017
Rolls-Royce believes a remote controlled ship will be in commercial use by the end of the decade
cost, downtime and risk. This is further enhanced by DNV GL, which brings a vast level of experience in safeguarding life, property and the environment,” said Ken Krooner, technology and operations manager for Caterpillar Marine Asset Intelligence. “At DNV GL we are always looking to work with our customers to find ways of using new technologies and operational strategies, to help the industry become safer, smarter and greener,” said Oliver Darley, head of ship systems, materials and components at DNV GL Maritime. “This project combines the expertise and experience of the equipment maker, analytics provider, vessel owner and operator, and DNV GL as a classification society to take a real step forward in improving vessel performance and efficiency.” More recently, Caterpillar Marine received type approval from DNV GL for Cat Asset Intelligence (Cat AI) software, demonstrating Caterpillar’s commitment to quality and customer focus, according to the manufacturer. Caterpillar provides Cat AI advanced predictive analytics and expert advisory services to shipowners and operators with onboard and shore based modules, which can be configured for a single vessel or an entire fleet.
Cat AI is focused on increasing uptime by predicting and avoiding failures and offering better maintenance planning, and on decreasing operating costs through fuel efficiency and reduced maintenance expense. With over 40 million hours of equipment analytics experience, Cat Asset Intelligence turns data into actionable information for Cat and nonCat equipment including diesel engines and non-diesel engine auxiliary equipment. While it is no newcomer to this sphere, Rolls-Royce, too, has recently announced a strategic partnership with VTT Technical Research Centre of Finland to design, test and validate the first generation of remote and autonomous ships. The new partnership will combine and integrate the two companies’ unique expertise to make such vessels a commercial reality. Rolls-Royce is pioneering the development of remote controlled and autonomous ships and believes a remote controlled vessel will be in commercial use by the end of the decade. The company is applying technology, skills and experience from across its businesses to this development. VTT has deep knowledge of ship simulation and extensive expertise in ›››
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››› the development and
management of safety-critical and complex systems in demanding environments, such as nuclear safety. It combines physical tests, such as model and tank testing, with digital technologies such as data analytics and computer visualisation. It will also use field research to incorporate human factors into safe ship design. As a result of working with the Finnish telecommunications sector, VTT has extensive experience of working with 5G mobile phone technology and WiFi mesh networks. VTT has the first 5G test network in Finland. Working with VTT will enable Rolls-Royce to assess the performance of remote and autonomous designs through the use of traditional model tank tests and digital simulation, enabling the company to develop functional, safe and reliable prototypes. Karno Tenovuo, RollsRoyce ship intelligence vice president, said: “Remotely operated ships are a key development project for RollsRoyce Marine, and VTT is a reliable and innovative partner for the development of a smart ship concept. This collaboration is a natural continuation of the earlier user experience and usability in complex systems (UXUS) project, where we developed totally new bridge and remote control systems for shipping.” Erja Turunen, executive vice president at VTT, said: “RollsRoyce is a pioneer in remotely controlled and autonomous shipping. Our collaboration strengthens the way we can integrate and leverage VTT’s expertise in simulation and safety validation, including the industrial Internet of Things, to develop new products and, in the future, enable us to develop new solutions for new areas of application as well.”
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Wärtsilä increases operational safety and predictability for LNG carriers
The vessels covered by the agreement are each equipped with four Wärtsilä 50DF dual-fuel engines
Wärtsilä has signed a 10-year maintenance agreement with MOL LNG Transport (Europe), part of Japan’s MOL Group. The agreement, which covers two liquefied natural gas (LNG) carriers, increases the predictability of the vessels’ operations, enhances safety and reduces operational costs. The comprehensive service agreement includes all scheduled engine maintenance activities, workshop services and online remote support. With Wärtsilä’s condition based maintenance (CBM) solution, maintenance activities for the two vessels’ engines can be planned based on actual engine condition rather than following a strict calendar-based schedule. The CBM solution controls and extends the engine maintenance intervals, reducing operational costs and downtime. The CBM monitoring system continuously collects data about the engines’ operating parameters and transmits the information, in real time, to a Wärtsilä service centre for technical expert analysis. “We see great potential in the growing LNG industry and are very happy to partner with MOL LNG Transport (Europe) to help the company optimise the maintenance of its vessels. A long-term maintenance agreement allows
us to plan maintenance activities efficiently, taking into account equipment condition as well as the customer’s operating schedule and environment,” says Andy Dickinson, managing director of Wärtsilä UK. The vessels covered by the agreement, LNG carriers Spirit of Hela and Gigira Laitebo, are each equipped with four Wärtsilä 50DF dual-fuel engines. “We value Wärtsilä’s expertise and knowledge about these engines and therefore see Wärtsilä as a valued working partner for cost effective maintenance of our LNG carriers. We also place great importance on maximising our vessels’ availability, which will be achieved through this agreement” says Martin Gallacher, deputy general manager of MOL LNG Transport (Europe). MOL LNG Transport (Europe), based in London, UK is part of the ocean shipping company MOL Group (Mitsui OSK Lines), headquartered in Tokyo, Japan. The MOL Group, stock listed in Tokyo and Nagoya, is a leader in international ocean shipping. The company transports natural gas around the world and continuously develops its LNG fleet to meet the increasing demand for natural gas as well as to ensure the operational efficiency and safety of its vessels. MP
Marine Propulsion & Auxiliary Machinery | February/March 2017
64 | CONDITION MONITORING
STEERING A PATH TO A DIGITAL FUTURE I
n June last year, when Wärtsilä acquired energy management and analytics solutions provider Eniram, its president and chief executive Jaakko Eskola said: “Through this acquisition Wärtsilä takes a solid lead in marine digitalisation. Going digital plays a strong role in our strategy and supports our aim to make both Wärtsilä and our
customers more competitive.” One of the people tasked with this is former VLCC master Melvin Mathews, maritime director at Eniram, who is bullish about the prospect. He concedes that widespread adoption of digitisation technologies is “still in the early days,” but adds: “It has a lot of traction.” According to Capt
Mathews, Eniram has systems on board 300 ships, including cruise ships, cargo ships, bulkers and liquefied natural gas carriers. Of these types, he says, cruise ships are probably the most ready to accept the new technology. “Cruise ship operators tend to be the most open and innovative because they like being able to sell the fact that they are innovative to
“It is about using minimum resources for maximum output.” Melvin Mathews, maritime director at Eniram
Marine Propulsion & Auxiliary Machinery | February/March 2017
their prospective customers.” The real potential for digitalisation, however, lies in the transportation sector on board cargo ships. Here, as he makes clear, shipping is already lagging badly behind other sectors. “Every part of the supply chain is connected in terms of digitisation, connectivity and transparency, except the shipping part.” Acceptance is not always an easy task, however, particularly among crews and masters. Capt Mathews says: “There is sometimes a clash with older masters – particularly baby boomers. Later generations are much more used to this technology and accept it much faster. That said, increasingly I have noticed that the older generation are starting to realise that there are real advantages to adopting the technology.” Other obstacles to adoption identified by Capt Mathews include current market conditions. A number of sectors are not doing well and are unwilling to invest large amounts in new technology. He says: “A lot of this technology is extremely expensive and what stops people investing is the capital expense involved.” The cost deterrent is one of the reasons why Eniram developed the SkyLight service for vessel performance monitoring and optimisation. This uses portable hardware and software that is sold as a service. It comes without expensive and complex onboard installation, comprising just a compact sensor, battery and transceiver unit. The unit has sensors and a transponder with connection to
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CONDITION MONITORING | 65
Eniram’s own satellite coverage that sends real-time data to the fleet cloud. The service produces reports such as normalised fuel consumption, charter party monitoring information and vessel speed profile. How much this type of technology is able to save the end user is a vexed question and depends on a number of factors, as Capt Mathews makes clear. “It is hard to specify what the potential savings are,” he says. “This is because the maximum potential for savings exists where there is a badly-designed vessel being badly operated in the wrong
area. Where there are none of those things, the potential is much less. The variation between great potential and low potential can be huge. However, as he points out, without having the ability to monitor and analyse the data from a vessel, it is impossible to know whether it is being well or badly operated or is well or badly designed. “And that is only possible if you constantly monitor, as opposed to taking a single noon report,” he says. Capt Mathews believes that digitisation will be commonplace in the shipping industry within five to 10 years
and that “those who do not do it will lose out badly.” He believes the effects of this will be widespread and much more far-reaching than many realise. “You will see more and more disruption, more partnerships and greater consolidation,” he says. Connectivity will mean that the relationship between the supplier or retailer and the shipping companies will change. For instance, going a step further, I do not think it will be long before you start to see businesses like Amazon moving into shipping.” Ship design, he believes, is another area that will be
affected by digitisation. “The feedback loop on ship design is now much quicker as data from the vessel identifies its strengths and weaknesses.” Ultimately, however, Capt Mathews makes it clear that the overall benefits and principles behind digitisation are fundamental to what Eniram is seeking to achieve. “It is about using minimum resources for maximum output. It is about maximising profits through efficient engines and improved fuel consumption. And it is about improved perception through better environmental performance.”
SkyLight offers a vastly improved and more accurate solution than manual performance reporting
Cost-effective digitisation Eniram’s SkyLight is an innovative, next generation fleet performance monitoring service that supports the optimisation of the vessel’s performance, enabling ship operators to manage their businesses effectively. SkyLight offers a vastly improved and more accurate solution than manual performance reporting with the Automatic Identification System (AIS). With SkyLight, data about the ship’s movements is collected every five minutes and sent via satellite connection to Eniram’s data centre. This data, together with the vessel’s noon reports, is combined and enriched with meteorological data, sea state and currents to model the vessel’s speed and fuel performance. This makes it possible to calculate very accurate fuelspeed curves without onboard integration or costly installations. This forms the basis for all ship and performance optimisation. With SkyLight, ship operators can cost-effectively monitor their fleets and compare the performance of each vessel in great detail. The software keeps records of the ships’ performance, enabling more prompt reporting, planning and cost optimisation. “Access to fuel and speed performance data increases visibility and supports the optimisation of the vessel’s performance. This way, ship operators can manage their business more effectively,” says Jan
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Wilhelmsson, commercial shipping vice president at Eniram. “Delivering performance monitoring through portable equipment as a service enables operators with shorter business cycles to get the benefits of advanced data analytics. As satellite connectivity is rapidly improving, this type of service is a natural first step in the utilisation of real-time data for fuel performance optimisation.” SkyLight also makes the charter party monitoring transparent and near real-time. It delivers an enhanced normalised fuel curve that can improve the optimisation of commercial operations. SkyLight’s costeffective approach makes energy and performance management available to all operators, owners and charterers, regardless of the size of their fleet. It is a subscription-based service delivered with a portable two-way transponder that is attached to the rail of the ship by the crew. The customer has instant access to the collected and analysed performance data via Fleet, Eniram’s cloud-based software interface. Reports are also sent to the customer in a PDF format for easy storage. “With opportunities created by connectivity and the Internet of Things, we can provide intelligent sensors, integrated satellite communication and web-based analytics tools for optimising ship performance at cost levels never seen before. This, combined with the vast amount of data Eniram has collected over several years, brings cost savings to our customers and helps them to make the right business decisions,” Mr Wilhelmsson concludes. MP
Marine Propulsion & Auxiliary Machinery | February/March 2017
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Tekomar Xpert engine diagnostics extended to APL fleet CMA CGM has decided to extend the use of Tekomar Xpert engine diagnostics to the newly acquired APL fleet. Together with the CMA CGM vessels that already use Tekomar Xpert, a total of 140 vessels are using the program. This makes CMA Ships – the operator’s shipmanager – the biggest user of Tekomar Xpert to date. CMA CGM was one of the first ship operators to implement Tekomar Xpert as its engine diagnostics system. Beginning in 2014 with 70 vessels in the existing fleet, the programme was soon extended to the newer fleet. CMA Ships continues to add newbuildings as they enter service and with the takeover of APL in 2016, another 41 vessels have been added. CMA Ships says that environmental concerns are at the heart of the group’s strategy. One initiative has been to optimise engine operation and with the introduction of Tekomar Xpert CMA CGM has saved hundreds of tons of fuel, and reduced emissions as a consequence. The software also helps the engineers in their efforts towards fuel efficient operation. Tekomar
As well as having long lifespans, DILDC contactors can handle 1,000 VDC per pole
Xpert has enhanced the dialogue about engine performance between sailing engineers and office based vessel managers. The crew on board gets instant advice on optimising operation from Tekomar Xpert. They optimise their engines
based on accurate diagnostics, quantified potential savings and the consequent proposed actions. The same information is shared with shore staff where fleet comparisons and analysis of such factors as ship classes can be made. Interfaces to other systems
allow the transmission of performance indicators to third party systems. Tekomar says that Tekomar Xpert is becoming the new standard in many shipping companies for optimally operating marine diesel engines.
Cold ironing system garners orders A main focus for Becker Marine Systems is energy saving products and the associated reduction in operating costs, and the development of solutions to protect the environment and reduce emissions. To this end it has developed its LNG PowerPac – a purpose-designed modular container system used to supply power to ships, that allows the liquefied natural gas (LNG) to be used directly on board container ships for cold ironing. This obviates the need to use other technologies or to carry out infrastructure construction work at ports which can be costly, explained Walther Bauer, Becker Marine Systems director of sales and projects. He added: “It is a solution for cold ironing container
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ships in harbour. It also has environmental benefits, as the vessel does not have to use marine diesel oil.” Germanyheadquartered Becker Marine Systems received funding from the government to develop this solution, and expects to launch it this year. Another new product being developed by Becker is the Compact Battery Rack battery system. This is in test phase and will be available commercially in mid 2017. Mr Bauer commented: “If you want to equalise the power on a container ship, for best efficiency energy can be stored in the Compact Battery Rack. This energy can be used for the hotel load or for other purposes. For example, if a container ship operator installs a ballast water management system and does not ›››
Marine Propulsion & Auxiliary Machinery | February/March 2017
68 | ENERGY MANAGEMENT LNG PowerPac is a purpose-designed modular container system used to supply power to ships
››› have enough energy available to operate it, the stored energy in the batteries can be used to operate the system.” Elsewhere, the largest container ships are continuing to operate using Becker full spade-twisted leading edge rudders with optimised rudder bulbs. Shanghai Waigaoqiao Shipbuilding Co in China has ordered the Becker Twist Rudder with a rudder surface of about 100m2 for six 21,000 teu container ships for Coscon, while Hyundai Heavy Industries’ shipyard in South Korea is deploying it on 14,000 teu ships for Maersk Line and also on a series of 14,000 teu ships for CMA CGM. Mr Bauer commented: “We have a lot of orders related to ultra large container vessels, as we offer a combination of the best manoeuvrability combined with the best efficiency.” While the product was launched more than 10 years ago, Becker Marine Systems has regularly updated and improved the Twist Rudder. “We have improved the performance and improved the use of environmentally friendly materials. Performance is optimised on a customised basis on every
project by using computational fluid dynamics analysers. On the environmental side, we are using materials that do not need to be lubricated.” The material that is now used for the carrier bearings is high pressure polymer.
Eaton facilitates high-performance DC switching Power management specialist Eaton is ensuring reliable control of frequent DC switching with the introduction last year of its DILDC300/600 range of hybrid contactors. Compact and dependable, according to Eaton, the contactors support loads of 300A to 600A at up to 1,000 VDC. Conventional contactors all require maintenance in the form of replacement of contacts after approximately 10,000 to 25,000 electrical operations. However, Eaton’s DILDC contactors require no maintenance and provide an operating lifespan of more than 150,000 electrical operations. As well as having long
lifespans, DILDC contactors can handle 1,000 VDC per pole and current flow in both directions, as they are bi-directional and polarityinsensitive. The contactors, which can be controlled conventionally or with a programmable logic controller, have a compact frame size that reduces costly panel space requirements. In addition, the contactors feature a wide-range coil that covers AC operating voltages from 110V to 250V as well as DC operating voltages from 110V to 350V. These DC hybrid contactors are particularly well suited to applications
in the marine sector where alternative energy sources – many of them DC – are rapidly gaining in popularity. In these applications, the compact space-saving design, zero maintenance requirements and long operating life of the contactors are important benefits. “There has been significant growth in the need for convenient, effective and reliable DC switching,” said Chris Pack, field product manager at Eaton. “But traditional devices have notable limitations. They all have a relatively short lifespan and often need separate bridging links. Our DILDC300/600 contactors have been specifically designed to overcome these limitations and to provide superior control in a wide variety of DC switching applications.” To achieve this performance and long lifespan, Eaton
LEFT: As well as having long lifespans, DILDC contactors can handle 1,000 VDC per pole
Marine Propulsion & Auxiliary Machinery | February/March 2017
DILDC300/600 contactors use novel hybrid switching technology. They have two mechanical contacts – an extinguishing contact and an isolating contact – connected in series. Furthermore, an insulated gate bipolar transistor (IGBT), or solidstate switch, is connected in parallel with the extinguishing contact. When the contactor is required to break a circuit, the current commutates to the IGBT with the opening of the extinguishing contact. Next, the IGBT is turned off to interrupt the current and finally, the isolating contact opens to provide galvanic isolation. With this arrangement, under normal operating conditions neither of the mechanical contacts has to switch off the load current. This means that arcing and contact erosion are virtually eliminated. Eaton DILDC300/600 hybrid contactors are available in two versions, with extensions to the range planned for introduction in the near future. Both versions are two-pole devices and both can be used on systems of up to 1,000 VDC. The maximum operating frequency is 100 operations per hour. MP
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Digital tank gauging benefits revealed PSM Instrumentation’s Mark Jones explains how the latest digital tank gauging technology can improve onboard safety and efficiency on tugs and offshore vessels
A
s the range of tasks carried out by offshore support vessels (OSVs) and tugs continues to increase, so do the requirements for safety and efficiency. Increasingly sophisticated design has seen the role of tugs and OSVs expand. It now includes towing, assisting offshore lifting operations, rig moves and the relocation of mobile production units, as well as inspection, maintenance and repair for the offshore energy and subsea sectors. Designed to meet the high specification demands of modern vessels, digital tank gauging solutions are flexible and highly accurate, offering continuous measurement and a centralised display in real-time. For smaller vessel operators and owners, however, the initial cost has been a deterrent to upgrading. Optimised for vessels with up to 30 tank measuring points, PSM Instrumentation’s new VPM 4310 system provides a viable alternative for operators and owners looking to upgrade existing mechanical and visual monitoring systems for smaller vessels. It offers access to the same level of technology at a reduced cost compared to more complex radar-based inventory systems or transmitters connected to a programmable logic controller running custom software. Major benefits of digital tank gauging include: • measures a range of fluids • integrated systems with real-time measurements • multiple parameter measurements • clear display of alarms • reduced cabling and simple installation • intrinsically safe for harsh marine environments • minimal maintenance • capable of rapid upgrade. Modern tank gauging systems are designed to be flexible, providing measurement for a range of fluid types. Tank levels are measured electronically by hydrostatic level transmitters with submersible construction. All transmitters are inter-connected via a multi-drop serial communication network constructed with purpose designed termination modules to a display which provides real-time readings.
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The display provides operators with an immediate view of all tank measurements in both bar graph and numeric format, showing level, volume and temperature. Alarm states are also clearly displayed, allowing prompt action to be taken as required. Having all system components interconnected on a single network significantly reduces cabling needs and simplifies installation. Additional display points and connection to the vessel’s central management system can easily be added if required. Where transmitters will be installed in hazardous areas which are subject to intrinsic safety requirements, this is accommodated by the addition of a safety barrier between the display and transmitter network. The rugged design of the monitors ensures reliable operation in harsh marine environments, while the termination modules which partner the hydrostatic transmitters are typically housed in aluminium for below-deck mounting or steel for above-deck mounting to ensure system protection and operating reliability. In developing this solution, a key objective has been to simplify installation, enabling fitting to be carried out by local engineers without the need for specialist support. Systems are supplied pre-configured to suit the requirements of individual vessel applications, based on the number and size of tanks to be measured. The connection modules require just one four-wire cable to distribute power and communications. This combination of speed and flexibility, together with the potential for customisation, is an attractive option for retrofits and conversions, while enabling new vessels to be fitted out at short notice to meet changing operational demands. The benefits of the latest digital tank gauging systems include minimal maintenance, while the systems are upgradable to accommodate expanding needs and other instrumentation can be integrated into the measurement loop for maximum interoperability. The low construction cost of the VPM 4310 system paves the way for an uptake in digital tank gauging solutions by smaller vessels, raising the benchmark for performance while delivering improved efficiency and safety. MP
Marine Propulsion & Auxiliary Machinery | February/March 2017
72 | FUELS & LUBES
Total Lubmarine shares its vision Robert Joore, the new general manager of Total Lubmarine, has laid out his vision for the company. This focuses on developing a range of innovative solutions for ship operators that are operating in poor freight markets under low sulphur emissions regulations. Speaking at the company’s headquarters in Paris, Mr Joore said: “Total Lubmarine believes that innovation is the key to success. In 2017 we will continue to invest heavily in developing a generation of marine lubes which are suitable for engines running both low and high sulphur fuels. At the same time, we anticipate that the demand for environmentally acceptable lubricants will continue to grow, driven by the rising
numbers of ships trading in the polar regions.” Last year saw the launch of Talusia Optima, a cylinder lube oil suitable for use with fuels ranging in sulphur content from 0-3.5 per cent. This means that when changing from low to high sulphur fuel or vice versa, a ship does not need to change lubricant. This is particularly useful for vessels transiting in and out of emission control areas. Talusia Optima has been available in major maritime hubs since September 2016 and Total Lubmarine is now rolling out availability across many of the 1,000 ports in its network. Noting the tough market conditions facing the shipping industry, Mr Joore said: “Many of our customers have been
battling with low freight rates for almost ten years. Lubes are, of course, a big part of any shipping company’s daily operating costs and we are very focused on helping our customers reduce their lube consumption as well as extending the life of engines and vessel equipment in a practical way. We will continue to offer a customised feed rate reduction programme to all our customers, visiting their vessels and ensuring that their onboard teams are making best use of our lubes.” He added: “Total Lubmarine is committed to playing its part in helping its shipping clients develop long-term strategies that enable them to operate profitably whilst at the same time complying with ever more stringent regulations.”
Robert Joore, the new general manager of Total Lubmarine
Chevron launches its latest cylinder lubricant Chevron Marine Lubricants has developed Taro Special HT Ultra, a new two-stroke cylinder lubricant that the manufacturer claims is able to cope with the demands of the latest design high efficiency engines while running on high sulphur fuel at low speeds. According to the company, Taro Special HT Ultra provides the flexibility required for blending on board and is the first 140BN cylinder lubricant that is approved by OEMS for use on its own in ultra-high corrosion environments. Approval followed extensive laboratory and onboard trials. New high efficiency engines have more of a tendency to develop cold corrosion inside the cylinder than older, less
Taro Special HT Ultra is able to cope with the demands of the latest design high efficiency engines
Marine Propulsion & Auxiliary Machinery | February/March 2017
efficient units. A number of methods can be used to mitigate the effects of this highly corrosive environment, the easiest being to increase cylinder lubricant feed rates. However, Chevron says it is far more efficient to switch to a higher BN lubricant once a certain rate is reached, providing superior corrosion protection with less product injected into the cylinder. Injecting more alkalinity than necessary is not economical and may cause performance problems. Ship operators therefore need to make sure that they use the right oil to get maximum engine protection at the lowest cylinder lubricant feed rate. Chevron Marine Lubricants says that the data provided by its DOT.FAST service – which provides onboard analysis along with more extensive evaluation of drip oil samples at a shore-based laboratory – enables the operator to optimise the cylinder oil feed rate, to balance wear against consumption, ensuring the lowest possible costs. Chia Yoo Soon, general manager of Chevron Marine Lubricants, said: “The development of Taro Special HT Ultra was a direct result of the challenges one of our customers was experiencing. We, with our marine technology team and partners, pride ourselves on being agile and able to react quickly to rapidly changing marine industry requirements and needs. We continue to listen to the needs of our customers and the industry, developing products and services to provide value and innovation in the market, demonstrating our commitment to the industry and its future.” MP
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74 | EMISSIONS
EGCSA workshop offers 2020 vision A
workshop held in November 2016 by the Exhaust Gas Cleaning Systems Association (EGCSA) saw some fascinating and enlightening presentations. Many of them focused on the likely impact of the 2020 global cap on sulphur emissions on the industry as a whole. Offering the shipowners’ point of view, Per Brinchmann of Norwegian shipowner Wallenius Wilhelmsen Logistics outlined his company’s position with regard
Speakers at the recent Exhaust Gas Cleaning Systems Association event offered some useful views on the forthcoming global sulphur cap
to fuel. “We run roros in global trades and our average emission control area [ECA] exposure in the last five years has been some 20 per cent of the time. That is why we have not rushed the use of
scrubbers. The payback has been a bit slow.” He acknowledged, however, that the decision taken by IMO to introduce a 0.5 per cent cap on sulphur emissions with effect from
1 January 2020 may change that. He described the potential impact fuel savings would have on his company. “We operate some 135 vessels, we burn 1.6 million tonnes of fuel and the fuel price is US$500 million a year. We pay for the fuel ourselves so 1 per cent on the fuel bill is $US5 million on the bottom line. So there is huge money involved in our business when it comes to fuel.” Mr Brinchmann was clear, however, in his support for environmental measures.
Refineries face a particular challenge come 2020
Marine Propulsion & Auxiliary Machinery | February/March 2017
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EMISSIONS | 75
“For a long time now we have welcomed stricter environmental regulations but we are concerned that they should be efficient, practicable and fair. We are not afraid of strict regulations. We welcome them, because we think the shipping industry needs them. We think we can be ahead of new regulations and be competitive in a stricter market.” With regard to his company’s approach, Mr Brinchmann said: “So, as a shipowner, what will the future be? Will our vessels be obsolete in just a few years? It may seem like a no-brainer to install a scrubber because there is obviously a quick payback from 2020.” However, he went on to outline some of the issues associated with this approach. “Even if the scrubbers and the refinery process in total offer a smaller CO2 footprint than using marine gas oil, this will probably not be reflected in the regulations when it comes to the cap or the levy on the trade in CO2 for the shipping industry. This means that if we burn more to run the scrubber on board, we have to pay more for the CO2 on the shipping side.” He went on to talk about the difficulties posed by future regulation and whether so-called grandfathering, or exemptions, will be available to those who have already invested in scrubbers. “If you look at the number of ships today with exhaust gas cleaning systems it is just a drop in the ocean, but you still will not get any kind of grandfathering from any authorities. So if you get stricter regulations on discharges or emissions, they will hold you responsible and you will have to reinvest. Regulators really must consider grandfathering – not because individual ships have invested in scrubbers, but so
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that the industry as a whole is willing to take risks and move forward with new technology.” He also raised questions about the wider emissions picture. “There is a show stopper in this industry right now. It is something that the non governmental organisations do not understand, and that is why I talk about it so much when I meet them. If you take away sulphur, you lose on the CO2. If you reduce the NOx, you lose on the CO2. What should be the main focus – global warming or local pollution? We are working on that with research projects in Norway right now.” Giving the refiner’s point of view was ExxonMobil’s Eddie Van Bouwel, representing IPIECA – the international petroleum industry’s environmental conservation association, which represents the oil and gas industry at many United Nations bodies, including IMO. Mr Van Bouwel outlined the background to IMO’s decision to implement the sulphur cap in 2020, which was taken at the 70th meeting of the Marine Environment Protection Committee. “In the discussion that led to the decision it was clear that there are issues and there are questions. It is not going to be as easy as it was to implement the 0.1 per cent cap in ECAs. The reason is very simple – the amount of fuel involved is vastly bigger. So what is the basis for the IMO decision?” The basis was the fuel availability studies carried out by appointed contractor CE Delft. However, he pointed out that a different approach by EnSys Energy & Systems and Navigistics Consulting had arrived at very different conclusions with regard to the likely availability of compliant fuel in 2020. “Which one is right? Well, we will see. Time will tell,” said Mr Van Bouwel. In practical terms of what
Per Brinchmann, WWL: “We think we can be ahead of new regulations and be competitive in a stricter market.”
the sulphur cap would mean for refiners, Mr Van Bouwel said: “It is only at the end of 2019 that the demand for 0.5 per cent fuel will start. So the refining industry will need to operate with today’s fuels in 2019 and then, in a very short period of time, it will need to operate on the distillates. They put together those two cases to see what is going to be different in refining in 2020 compared with 2019, and how much change it will entail. That change is important to understanding the whole transition that the industry will need to go through.” He pointed out that, as with scrubbers, there would be a negative impact on the CO2 footprint, engendered by the process that is needed to create compliant fuel. “When you use scrubbers your emissions on board the ship go up, but in refining they go up quite substantially. The estimate is that there is an increase in global CO2 emissions of between 2 and 4.5 per cent from the total refining industry.” Concluding, he said: “The biggest challenge with refining is not that of making 0.5 per cent fuel. The biggest challenge is that of no longer making high sulphur fuel oils. I have not given an exact answer about what is going to happen, because I cannot tell you. I can only tell you that that is going to be the big challenge. That is why it is so important to discuss the transition and its implementation. “It is not about questioning whether it is going to be 2020 or some other date. It is going to be 2020. The question is going to be what sort of timeframe does the industry, as a whole, need in order to transition from one regime to another without upsetting or unbalancing the markets.” MP
Marine Propulsion & Auxiliary Machinery | February/March 2017
NG I R U T A E F ter
a Ballast W t& Treatmen ence ig ll e t n I e Marin Events
Achieving operational excellence through innovation and technology
With technical management representing a combined fleet of over 3,700 vessels attending this conference last year, this event is a must attend for the marine engineering world.Each year senior representatives from owners, operators, managers, engine designers and builders, ship designers and builders, fuel/lubrication manufacturers and suppliers, equipment manufacturers and suppliers, regulators, class societies and industry associations gather to discuss the key issues of the day and the engineering and technical challenges that lie ahead.
Attend and you will...
• Hear industry leading owners and operators share how they stay ahead of the market • Learn from industry associations, regulators and class societies on where regulation is • heading and how it stands to influence your business • Listen to the world’s foremost marine engineering experts on balancing performance, • economics and compliance • Understand industry trends and how they will impact future business strategy • See who is setting the pace at the gala dinner and awards
Key Topics
• Vessel Utilization • Big Data • Lifecycle Maintenance • Scrubbers • Ballast Water Systems
• Cold Corrosion • Managing Layups • New Marine Lubricant Technologies • ECA Fuels • Sulphur Cap
For sponsorship opportunities please contact: Tom Kenny, Brand Manager, Marine Propulsion: tom.kenny@rivieramm.com or call +44(0) 7432 156 339
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European Marine Engineering conference | awards | exhibition 25-26 April 2017, Amsterdam Mรถvenpick Hotel Amsterdam City Centre
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Ballast Water Treatment Technology Conference 24 April 2017 www.bwttconference.com This conference will provide a comprehensive update on regulations, technology and management strategies dealing with cost and compliance. Key industry bodies will share their latest initiatives and best practice guidelines and leading technology companies will present their latest solutions.
Marine Intelligence Conference 24 April 2017 www.marineintelligenceconference.com This conference provides a platform for shipowners and operators to learn from a range of industry experts just how big data can be and how it is being harnessed to streamline and revolutionise shipping businesses today and get a view of how it will shape tomorrow.
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EMISSIONS | 79
TAKING A PROACTIVE APPROACH TO MANAGING RISK I
Larry Rumbol, marine condition monitoring manager, Parker Kittiwake
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n 1989 Professor Stephen Covey published the book that would make him famous. Titled The 7 Habits of Highly Effective People it went on to sell more than 25 million copies and built the foundation for a billion dollar empire. Covey believed that by aligning your values with timeless principles you gain priority access to the opportunities that effective habit formation creates. His first habit? Be proactive. We believe that this idea has as much merit today as ever before. Rather than dealing with problems as they arise, we believe in the longterm value of anticipating problems, and seeking out pre-emptive solutions. It’s an approach that has saved Gram Car Carriers significant expense and inconvenience. Rather than wait for threats to machinery health to surface, Gram Car is now actively seeking them out in its fleet of RoRo vessels. As a substantial tonnage supplier to the world’s major operators of seaborne vehicle transportation, Gram Car knows that the success of its customers’ production processes depends upon a reliable and efficient supply chain. Delays are highly costly, and Gram Car’s reputation depends upon avoiding them. Gram Car was proactive in seeking to adopt effective condition monitoring practices that would drive improvements in operational efficiency and mitigate the risks associated with equipment failure across a number of its vessels. Having identified particular issues with alternator bearing failures, most occurring within the first year of the vessel’s operational life, Gram Car sought a solution that would allow for early identification of potential problems, before they had escalated to the point of a bearings failure. These failures were catastrophic and a substantial logistical inconvenience to resolve, and additional costs to the owners, including the hire of tugs due to total power loss from the electric bow thrusters, quickly ran up costs well into six figures.
Having researched the available options, Gram Car chose to install Parker Kittiwake’s Alternator Bearing Monitoring System (ABMS) on-board the Viking Costanza. Using Acoustic Emissions monitoring technology, the ABMS detects the high frequency sounds produced by impacts and friction generated within a defective bearing or gear as its condition deteriorates, and then displays and logs the data streamed by the acoustic emissions sensors, onboard and in real time. Worthy of note is that existing vibration monitoring equipment fitted from new failed to give an indication of impending failure. Using the data it collected Gram Car was able to establish a healthy baseline for normal operational events on the Viking Costanza, such as bad weather or manoeuvring in shallow water. With this knowledge Gram Car was able to confirm that the monitored asset was behaving as expected, and allowed the operator to avoid unnecessary maintenance, reduce costs, and prevent any possibility of introducing new faults into a healthy system. The installation of online condition monitoring tools, like the ABMS, used in combination with experience and asset knowledge, is the key to productive, condition based maintenance. By effectively analysing and using the readily available data provided by systems like the ABMS, the asset owner can make educated decisions, reducing costs and maximising uptime. Class have rightly taken a keen interest in this system as Acoustic Emission monitoring has now proven itself as a valid new Condition Monitoring tool in the marine world. Many ineffective habits are rooted in quick fix, short-term thinking, and this is why Covey regarded real greatness as the result of the patient development of character. By taking responsibility for the principles that define your company you establish a basis for success. Condition monitoring is that foundation. MP
Marine Propulsion & Auxiliary Machinery | February/March 2017
80 | BEST OF THE WEB
BEST OF THE WEB All American Marine to build hybrid electric ferry for Red and White fleet All American Marine (AAM) has inked a deal for the construction of a new hybrid electric passenger vessel to be delivered to Red and White Fleet of San Francisco, California. The contract for the new 600-passenger aluminium monohull was signed recently at the Passenger Vessel Association’s annual Maritrends Conference. Red and White Fleet will receive their new craft in late spring 2018.
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notation was developed under the ABS CyberSafety programme, which is aimed at mitigating the risk of cyber securityrelated conditions or incidents that could negatively affect operations. The CSI notation verifies that the vessel follows ABS’s Guide for Cybersecurity Implementation for the Marine and Offshore Industries. It covers the basic level of implementing informed cyber security on an asset. bit.ly/ClassCyber
teu container vessels, each equipped with an MAN B&W 6S60ME-C8.5 main engine, complete with TCA66-21 turbocharger and an SCR (selective catalytic reduction) module to achieve Tier III compliance. The propulsion package also features three MAN 6L23/30 Holeby GenSets with MAN TCR14 turbochargers, and the latest generation of CP propellers, the VBS15505 Mk5, which is a five-bladed design combined with the MAN Alpha rudderbulb concept. bit.ly/TropicalShip
bit.ly/AAhybrid
Tropical Shipping orders MAN propulsion packages for fleet expansion Class issues first cyber safety notation Classification society ABS has issued its first notation for the safety of a vessel from cyber attacks. This cyber security (CS1)
Caribbean shipping company Tropical Shipping has ordered a series of MAN propulsion packages in China to complement an expansion of its vessel fleet. The company has ordered four 1,100
To view more whitepapers visit the Knowledge Bank on www.mpropulsion.com www.mpropulsion.com/s/knowledgebank
To upload a whitepaper to the Knowledge Bank, please email Steve Edwards at steve.edwards@rivieramm.com
Editor’s selection:
On Site Alignment opens new premises On Site Alignment (OSA) has opened its third international operational office in Singapore. The office is in the Tuas area of Singapore, which is perfectly placed to access the extensive shipyards and road networks servicing the surrounding area. The facilities provide access to new offices and workshops. As part of the expansion, OSA has entered a strategic partnership with Metal Machines Engineering Services Ltd to further increase workshop and manpower resources. bit.ly/OnSiteSing
Rolls-Royce reveals flexible shape of future shipping
Trend Analysis: Advantages of Regular/Continuous Oil Condition Monitoring
Editor’s comment:
The paper offers the practical example of trend analysis application with regard to two monitoring methods of water-in-oil concentration: regular (with improved and upgraded portable test device TWIN CHECK 4.0) and continuous (with advanced infrared sensor AHHOI).
The benefits of each monitoring method as well as their comparative advantage in relation to laboratory analyses demonstrate high effectiveness of oil condition monitoring based on the trend analysis method. Smooth and efficient ope
Rolls-Royce Marine has unveiled a new modular concept in ship design to provide smart future shipping. Speaking at the company’s London offices, Oskar Levander, vice president concepts and innovation, showed its concept design for a future-proof container-carrying ship featuring modular components that can be swapped out or renewed to adapt to changing requirements. bit.ly/R-RModular
Marine Propulsion & Auxiliary Machinery | February/March 2017
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The Leader in Fuel Testing & Inspection
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We operate a global network of technical experts and offices, four specialist and wholly-owned fuel testing laboratories strategically located in Rotterdam, Singapore, Houston and Fujairah, with access to 200 key bunkering ports worldwide for bunker quantity surveys.
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BUNKER BULLETIN | 83
Mass flow metering made mandatory in Singapore
I
n a move which has been widely hailed as a milestone for the bunker industry, the use of mass flow metering (MFM) for heavy fuel oil bunker deliveries in Singapore became mandatory on 1 January 2017.
The Maritime and Port Authority of Singapore’s (MPA’s) efforts have been greeted warmly by many in the industry who see MFM as an important tool for developing more transparency in the bunker
World bunker prices LATEST PRICES Settle EUROPE Rotterdam MTD Antwerp MTD Falmouth MTW Gibraltar MTD Gothenburg MTD Las Palmas MTD Malta MTD Piraeus MTW St Petersburg MTD Lisbon MTW MIDDLE EAST, SOUTH AFRICA Fujairah MTD Durban MTW Dammam-Ras Tanura MTD Jeddah- Yanbu- Rabigh MTD Richards Bay MTW
BRENT $56.70 +$1.07 IFO-380 $305-$310 $305-$310 $356-$368 $324-$330 $317-$325 $333-$340 $323-$328 $327-$330 $270-$280 $327-$333
(Bunker price Indications – Monday 13 February 2017) WTI $53.86 +$0.86 IFO-180
$328-$333 $310 $321
supply chain. One company that has welcomed this news is World Fuel Services Corp, which has said it applauds MPA’s leadership and welcomes the opportunity to work with bunker partners and
$340-$345 $323 $334 Subject Enquiry
MGO $490.75 $0.00
NOTES
MGO $476-$480 $476-$480 $571-$592 $530-$535 $500-$510 $525-$530 $513-$520 $517-$525 $465-$475 $531-$536
$560-$565 $540 -$545 $590 $530 Subject Enquiry
AMERICAS New York MTW Houston MTW New Orleans MTW Vancouver MTW Panama MTW Santos MTD
$325-$332 $305-$312 $310-$320 $340-$345 $319-$330 $320-$312
$515-$530 $505-$530 $485-$510 $590-$604 $537-$547 $699.50 - $700.50
FAR EAST Hong Kong MTD Singapore MTD Busan MTD Tokyo Bay MTD Shanghai MTW Qingdao MTW* Zhoushan MTW* Lianyungang MTW*
$338-$343 $328-$336 $357-$370 $372-$380 $353-$362 $358-$365 $365-$370 $365-$370
$510-$520 $503-$515 $530-$545 $450-$460 $620-$625 $615-$620 $620-$625 $620-$625
MTD = delivered MTW = ex-wharf PP = posted price
Information supplied by Dave Reid - Broker @ WMF e: wmf.london@wmf-marinefuels.com Wilhelmsen Premier Marine Fuels Ltd
Barging $11.50pmt PPDD PPDD Barging $14.00pmt
Diesel DMB
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.
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customers who are interested in using MFM in other ports around the world. When a mass of liquid passes through an oscillating tube, the inertia effect of the moving liquid will cause the tube to twist – and the twisting will be in direct proportion to the liquid’s mass flow. Mass flow meters are composed of one or more tubes and use sensors to calculate the degree of vibration, which is what indicates the mass flow. This means there is no requirement to change conventionally-measured volumes of fuel to mass. MFM is an established, proven technology. It has already shown its worth in the bunker industry over the past few years, and it has been employed for many decades in other sectors of the oil industry, especially on land and in refinery operations. MFM is extremely accurate. Indeed, TR48 (the technical reference for bunker mass flow metering) requires that mass flow meters operate to an accuracy of +/0.5 per cent. Using MFM should be a win-win for both the bunker supplier and the buyer. MFM’s greater accuracy ensures that shipowners get exactly the amount of fuel that they paid for, and that the supplier is not giving away any extra fuel. MFM is also much faster and more efficient than using soundings. Bunker disputes about fuel quantity and quality can be time-consuming, costly and highly damaging to the relationship between buyer and seller. Singapore is the first port in the world to make MFM mandatory for heavy fuel oil bunker barges. The question is: will it be the first of many? Although no other port authorities have indicated that they plan to follow the mandatory route, MFM is steadily gaining traction. MP
Marine Propulsion & Auxiliary Machinery | February/March 2017
84 | POWERTALK
OIL INDUSTRY ADAPTS TO THE NEW NORM S Simon Williams, chairman of the International Union of Maritime Insurance’s Offshore Energy Committee
imon Williams, chairman of the International Union of Maritime Insurance’s Offshore Energy Committee assesses the offshore market. The low oil price is clearly affecting the energy industry in all areas and is having a knock-on effect in the insurance sector. It is pleasing, however, to see that there has been somewhat of a recovery following the agreement of OPEC members to temper supply. A more normalised oil price is good, albeit some way off what the energy industry would like. Nevertheless, oil companies are having to accept that it will never be the same as it was, and adapt their businesses accordingly. They seem to be doing so. I think they are now dealing with what is likely to be the new norm for a while, at least, and are accepting a level that is around the mid US$50 to low US$60 range. As oil companies continue to adapt to this and move forward with their decisions to drill – albeit cautiously – the number of mobile units that have been laid up that may now be called back into service could pose an additional risk from the perspective of the insurance industry. The costs to reactivate a rig can be significant and hiring the right crews is essential. There is a potential problem in an upturn of this kind, if experienced and trained personnel have been lost to other companies and even other industries. Have the companies in question retained sufficient experience during this downturn to deal with the future upturn in the cycle? This is something that may be worth looking out for, over the next year or so. The onshore drilling revival is ahead of the offshore, but both are of potential concern to insurers. Insurers will be looking to make sure that, for those with lower margins, the amount allocated for maintenance is still reasonable
Marine Propulsion & Auxiliary Machinery | February/March 2017
both for rigs in service and for those in a so-called warm-stacked status, which may come back into service in the coming months. As many mobile assets continue to be scrapped and timetables for the decommissioning of fixed assets are brought forward, there is no doubt that the overall fleet size will be reduced. And the obvious positive aspect of this is that the fleet will also be younger.
“An area of concern going forward is cyber security, as more and more data is exchanged for various operational reasons” In one sense, the industry is in a worse position than this time last year, but more so-called green shoots are visible. Overall, we are starting to see a small improvement for the 2017-2018 period and I would expect there to be a steady recovery for the industry over the next two or three years. In addition, the industry has undoubtedly received a helping hand from what might be called the Trump effect, as this has seen projects that were shelved or closed down under the previous US administration getting the green light. An area of concern going forward is cyber security, as more and more data is exchanged for various operational reasons. With this in mind, it is vital that insurers make sure that they address these potential concerns and keep up to speed with the new technology, as this will undoubtedly form a larger part of risk assessment in the future. MP
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BAL LT EC MARINE T r i d e n t M a r i t i m e Sy s t e m s
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