Marine Propulsion & Auxiliary Machinery Oct/Nov16

October/November 2016 www.mpropulsion.com

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contents

October/November 2016 volume 38 issue 5 15

Regulars 5 COMMENT 7 BEST OF THE WEB 11 ON THE AGENDA 15 BRIEFING 72 ON THE HORIZON 75 BUNKER BULLETIN 76 POWERTALK

Tugs & workboats 17 Regional variations fail to hide harsh reality for smaller builders 18 Voith responds to market demands

22

Environment 21 Canadian operators opt for Ecospeed hard coating

Repair & maintenance 22 Report highlights importance of tug repair

Yard profile 25 Baltic Workboats wants wind in its sales

Enginebuilder profile 26 French enginebuilder explores new ground

Two-stroke engines 37

29 MAN adds a new engine platform; MAN adds a new engine platform; G-type engine achieves 1,500th order

Four-stroke engines 31 Volvo Penta power expands BUKH Solas range; Seacor makes QSK95 marine installation 32 Caterpillar Marine to power ‘world’s most efficient’ ferries

High-speed engines 34 MAN yacht engines receive international award for high-quality design 35 MTU-powered vessel sets new speed record around Italy 36 Reliable power essential for Arctic Ocean operation 37 Yanmar introduces new common rail high-speed engine

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Marine Propulsion & Auxiliary Machinery | October/November 2016

contents Dual-fuel & gas engines

October/November 2016 volume 38 issue 5

39 Additional partners for piston free LNG container vessel 40 Rolls-Royce to supply MTU gas engines to Rederij Doeksen catamarans; Mitsubishi eyes 15 million tonnes per year LNG portfolio

Editor: Paul Fanning t: +44 20 8370 1737 e: paul.fanning@rivieramm.com

Turbochargers

Brand Manager – Sales: Tom Kenny t: +44 7432 156 339 e: tom.kenny@rivieramm.com

43 ABB app calculates impact of non-original parts 44 MAN Diesel & Turbo achieves major TCR milestone; KBB showcases new solutions

Thrusters 47 ABB launches new Azipod model; Major upgrade for Rolls-Royce marine thruster facility 48 Schottel EcoPeller featured at SMM 51 Wärtsilä Thrusters fitted to the world’s largest cruise ship; Tunnel thrusters keep fast support vessel on station

Propellers 53 Bronze propeller sees full-scale ice trials; Van Voorden backs stainless steel propellers 54 Rolls-Royce designed trawlers feature Promas; State-of-the art propeller adorns SMM

Pumps 57 Variable frequency drives benefit pumping applications 61 Colfax exhibits large seawater pump and turnkey control system; Leistritz Pumpen presents new anti-cavitation system

Coatings 62 Eco-friendly coatings go mainstream 65 Sigmashield MTC delivers high performance for dry bulk cargo holds; Ecospeed pays dividends for Interscan 66 AkzoNobel adds cruise ships to Intertrac

Design software 68 CFD aids cutting-edge catamaran design; Digitalisation of shipbuilding supports lifecycle management 69 Foreship hullform yields substantial fuel savings

Cargo handling 71 Konecranes secure more port orders for RTG cranes; Algoma selects MacGregor unloading systems for new carriers

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 (Mr. ) 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

Next issue Ship type: cruise ships and ferries Main features include: naval propulsion; HVAC; stabilisers; ballast water treatment; wastewater treatment; boilers; training; simulation; special report: scrubbers

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

Subscribe online: www.mpropulsion.com

Marine Propulsion & Auxiliary Machinery | October/November 2016

www.rivieramm.com ISSN 1742-2825 (Print) ISSN 2051-056X (Online) ©2016 Riviera Maritime Media Ltd

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

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

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COMMENT | 5

ENVIRONMENTAL LEGISLATION DOMINATES DISCUSSION

T Paul Fanning, Editor

he recent ratification of the Ballast Water Management Convention by Finland and the news that it will come into effect in 2017 have triggered a certain amount of uncertainty when it comes to choosing the right system to be compliant.

However, the law of unintended consequences may yet come into play and offer the industry as a whole a silver lining.

One of the biggest problems facing the shipping industry at the moment is overcapacity. Put simply, there are far more vessels currently in service than are needed to meet the needs of world shipping.

The effects of this discrepancy between supply and demand are obvious: rates are low, new orders have slowed to a trickle, newbuilding has come to a grinding halt, shipbuilders and shipbuilders – particularly in South Korea, Japan and China – are suffering badly and OEMs consequently aren’t getting orders for new equipment. The recent bankruptcy of Hanjin is one example of the problems being caused.

So what does this have to do with the Ballast Water Management Convention?

The (at the time of writing) forthcoming decision of IMO’s Marine Environmental Protection Committee regarding the global sulphur cap is occupying many thoughts of late.

Recently, the stakes of this game have risen somewhat following the leaking of an IMO report that states that as many as 200,000 deaths worldwide could result from a decision to delay the implementation until 2025.

The report itself is based apparently on ‘shipping satellite data and modelling work’ and its authors say that Egypt, Panama, Japan, India, Singapore, the Philippines and China would be among the countries hardest hit.

A cynic, of course, might suggest that the emergence of this report, which has attracted no small degree of international media attention, is a means of preparing the industry for a 2020 implementation. And certainly,

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Well, this: whatever else the convention’s effects may be, they are going to require the purchase and installation of new ballast water management systems on existing ships. How is that a good thing? After all, the last thing hardpressed shipowners want to do right now is have to invest in expensive new equipment.

But that’s it exactly. That reluctance may well cause fleet managers to look at their numbers and decide that the cost of retrofitting their entire fleets with new ballast water management systems is too much and that it makes more sense to scrap their older ships instead.

The effect of this – if sufficiently widespread – could be to see a significant reduction in the worldwide fleet, meaning that overcapacity ceases to act as a drag on the industry, rates (and thus profits) increase and investment in new vessels and equipment sees a revival.

In some ways this seems counter-intuitive, but a large section of the worldwide fleet could be affected by this phenomenon. If so, it has the potential to give the shipping industry a significant and much needed boost. MP

there is no shortage of political pressure being exerted in this direction. The EU, for instance, having made it clear that it will unilaterally impose the new IMO standard from 2020.

On the other side, however, lie many leading industry names. BIMCO, the world’s largest international shipping association, has criticised IMO’s research and insists that there will simply not be enough compliant fuel available by 2020. Lars-Robert Pedersen, BIMCO’s deputy secretary general said that it would be “irresponsible for IMO to make the decision to go for 2020” in October.

So on one side we have IMO under political pressure apparently pushing for the rapid adoption of an environmental measure while on the other we have the shipping industry offering technical objections as to why it should not.

Haven’t we been here before?

Marine Propulsion & Auxiliary Machinery | October/November 2016

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BEST OF THE WEB | 7

BEST OF THE WEB Take cyber security seriously, experts warn

mpropulsion.com

As ships get more sophisticated and more reliant on internet and satellite-based information exchange, “there is an increased risk [of cyber security issues] because there is a way in,” said Giles Noakes, chief maritime security officer at BIMCO.

Fuel tax would cut CO2 emissions, seminar hears

bit.ly/CyberBIMCO

A global tax on bunker fuel would encourage use of lower carbon fuels and reduce emissions, believes Henrik Madsen, former chief executive of DNV GL. “I believe that tax has to be very high,” he added as he addressed a seminar titled ‘Disruptive innovation for radical CO2 reductions’ in Copenhagen on 24 October.

Speaking in a personal capacity, he said technical, operational and financial tools should be used to reduce CO2 emissions.

Liberia proposes more time for installing BWMSs Liberia wants IMO’s Marine Environmental Protection Committee (MEPC) to agree to allow certain ships more time to install ballast water management systems (BWMSs).

A ship’s compliance date is linked to the first renewal date after 8 September 2017 of its International Oil Pollution Prevention (IOPP) certificate and Liberia will submit a proposal to the committee’s 70th meeting next week that shipowners could decide, if they wish, to renew a ship’s IOPP certificate earlier than scheduled in order to have up to five more years to comply.

Panama ratifies BWMC

bit.ly/LiberiaBWMC

IMO agrees 2020 sulphur fuel cap IMO’s Marine Environment Protection Committee has decided that a global cap on sulphur emissions from ships of 0.5 per cent sulphur will come into effect in 2020. bit.ly/2fdqXBl

bit.ly/CO2DNVGL

Panama has acceded to the International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWMC). It is the world’s largest flag state. bit.ly/PanamaBWMC

To view more whitepapers visit the Knowledge Bank on www.mpropulsion.com To upload a whitepaper to the Knowledge Bank, please email Steve Edwards at steve.edwards@rivieramm.com www.mpropulsion.com/s/knowledgebank

Editor’s selection: Understanding Water Quality and Ballast Water Treatment System Limitations

As shipowners investigate potential BWTS for installation on their vessels, they will have to consider trade routes and operating conditions to determine the most effective technology for their vessels.

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Editor’s comment: Coping with the Ballast Water Management Convention will require as much detailed information on the relevant systems as possible.

Marine Propulsion & Auxiliary Machinery | October/November 2016

8 | BEST OF THE WEB

BEST OF THE WEB

mpropulsion.com

Kobe Steel builds the first screw compressors to supply fuel to marine dual-fuel engines

Kobe Steel sells screw compressors to Mitsui OSK/Itochu LNG newbuilding Tokyo-headquartered Kobe Steel is to supply two screw compressors to be installed in the dual-fuel engines on board a newbuilding under construction for a 50-50 joint venture between Japan’s Mitsui OSK Lines and utility company Itochu.

Kobe Steel says this is the first time that screw compressors will be used to supply fuel to marine dual-fuel engines. It will deliver the compressors to Daewoo Shipbuilding & Marine Engineering in August.

Bit.ly/Kobecompressor

Rolls-Royce to supply US tugs Rolls-Royce has confirmed it will supply propulsion and deck machinery in a contract worth more than €38 million for the 13 new tugs that were recently ordered

by US operator Edison Chouest Offshore (ECO). The tugs will be built in the US.

Rolls-Royce will supply large azimuth thrusters and winch packages.

Eight of the vessels will be equipped with two US 255 fixed pitch thrusters, while five will have US 60 controllable pitch propellers.

Bit.ly/R-RTugs

Fjord1 electric ferries trail-blaze with Rolls-Royce automated control system In a world-first move Fjord1’s new all-electric ferries will be automatically driven under captain supervision and Rolls-Royce is enabling this to happen by supplying an automated control system.

Rolls-Royce vice president of marine innovation, engineering and technology Oskar Levander told delegates at the Interferry annual conference that this kind of solution will “really change shipping as we know it”.

Bit.ly/2feZYVg

Convention ratification draws new entrants to ballast sector

Wärtsilä has signed a contract with Construcciones Navales del Norte SL (LaNaval) shipyard in Sestao, Spain to design and supply the LNG power and propulsion installation for a new roro passenger ferry.

Industrial services and solutions company SUEZ is expanding its activities in the ballast water treatment sector through a five-year partnership agreement with ballast water treatment system manufacturer NK. Together the parties will strengthen their collaboration around the development of ozone generators, that will draw on each other’s technical expertise, facilities and business platforms.

Bit.ly/wrtsila

Bit.ly/2fmmOuR

Med's first LNG-fuelled ferry picks Wärtsilä propulsion

Marine Propulsion & Auxiliary Machinery | October/November 2016

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Launch of the Volvo Penta D8

A perfect fit for performance

The new Volvo Penta D8 combines high performance with low emissions, fuel consumption and noise levels. The D8 offers a very high power-to-weight ratio, designed for planing craft that require fast acceleration and high speeds.

The new D8 is launched in two strong versions. Inboard, with three power outputs – 450, 510 and 550 hp – and Volvo Penta IPS, featuring new robust controls, developed to work as a totally and seamlessly integrated system, from prop to helm. www.volvopenta.com WELCOME TO SEE US AT WORKBOAT SHOW

Volvo Penta D8

ON THE AGENDA | 11

BALLAST WATER’S DATE WITH DESTINY With 8 September 2017 confirmed for the BWMC’s entry into force and USCG type-approval applications being made, Paul Gunton considers the priorities for legislators and industry

T

here can only be one topic for discussion in this issue’s ‘On the agenda’ section: ballast water management. Yet this review can only reflect the state-ofthe-art as it was at Marine Propulsion’s deadline – a few days before the 70th meeting of IMO’s Marine Environment Protection Committee (MEPC 70) gathered in London on 24-28 October.

It was also a few days before the first US Coast Guard (USCG) type-approval certificate might have been issued: on 20 September Norway’s Optimarin became the first manufacturer to submit a successful type-approval application to the USCG’s Marine Safety Center (MSC), via class society DNV GL,

which is a USCG-accepted independent laboratory.

In an online blog posting on behalf of the MSC its commanding officer Capt John Mauger described that first application as “an important milestone for the future of protecting our nation’s waterways from the spread of invasive species.” The blog said that the MSC’s goal is to review and reply to each submittal within 30 days of receipt, which suggested a target date of 20 October, or 21 October to allow a full week.

That did not happen and Optimarin’s chief executive Tore Andersen was not surprised. “We have told everyone that we expect to have it in Q4,” he told Marine Propulsion’s sister publication Ballast Water Treatment

There are a limited number of independent laboratories, such as this one, the Marine Environmental Resource Center (MERC) in Baltimore. Coast Guard Assistant Commandant for Prevention Policy, Rear Adm Paul Thomas, right, discussed testing MERC director Mario Tamburri earlier this year (credit: USCG)

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Technology when he submitted the application. On 18 October, as the target neared, he said there had been “some questions going back and forth between the involved parties” as they reviewed the mountain of paperwork.

Two more applications –

by Alfa Laval and OceanSaver – followed in the next two days, but there has been none since, although by the time this issue is published, others may have followed suit, taking advantage of MEPC 70 to boost any announcement.

Alfa Laval’s application was particularly significant. It was one of those manufacturers that use UV radiation to treat ballast water and had their initial applications rejected in December 2015. Since then, Alfa Laval has commissioned new tests on its PureBallast 3 family using the CMFDA/ FDA ‘stain’ test protocol.

“Completing the testing in record time is due to the hard work and dedication of our product development team,” Anders Lindmark, general manager, Business Centre PureBallast saud,soon after announcing the company’s application.

In an earlier statement, Mr Lindmark had said the testing involved the same hardware, power consumption and flow as the IMO-approved version of PureBallast 3. Its results “conclusively demonstrate that PureBallast provides reliable biological disinfection at full flow in all water salinities,” he said.

Despite switching to the CMFDA/FDA method,

Marine Propulsion & Auxiliary Machinery | October/November 2016

12 | ON THE AGENDA

Alfa Laval still supports work to validate the ‘Most Probable Number’ (MPN) method, which it believes is preferable for UV treatment systems. Its decision to use the alternative regime “was based on the importance of providing customers discharging in US waters with a type-approved solution as quickly as possible,” its statement said.

From conversations that Marine Propulsion had during the SMM exhibition in September, it is clear that Alfa Laval is not alone in believing that MPN is a better testing regime, with one manufacturer’s representatives insisting that USCG will eventually change its mind.

There were no hints that the USCG will be changing its mind when the man responsible for its type-approval process, Lt Cdr Jason Kling, spoke at the 2016 BWMTech Conference in Miami in late September.

According to a USCG online blog, he highlighted “administrative and technical differences between the IMO’s G8 guidelines and US regulations” to explain the “challenges and delays experienced in the US typeapproval test programme.”

Among the issues he highlighted was the limited number of independent laboratories (ILs) that are authorised to conduct preapplication testing. There are not enough of them to cope with the number of manufacturers wanting to obtain USCG type-approval and their work is hampered by the differences between IMO and USCG standards, he told delegates.

ILS have plans to test BWMSs against IMO standards but, because the US ones are different, “they have to develop a new test plan for each phase of [the USCG] test program, and that takes time to put together,” the blog reports.

This, he said, has affected test schedules around the world.

He also told his audience that the USCG’s guidance on testing will be updated. This is published on the Coast Guard’s website as a set of ‘frequently asked questions’ (FAQs) and was last amended in October 2015. The updated FAQs will cover new issues such as the use of multiple ILs, BWMS component changes and scaling, he said.

His point about differences between IMO’s G8 guidelines on approving BWMSs has been on the MEPC’s agenda for some time and both a correspondence group and an intercessional working group have been working on draft amendments that were scheduled to be presented to MEPC 70.

The intersessional working group was meeting during 17-21 October, in the week before MEPC 70 and while this review was being prepared.

But it is a closed session and delegates were asked not to report on its deliberations while it was taking place.

There is little doubt that the guidelines will be revised. What is not clear is their impact on shipowners’ strategies on implementation as a result of the uncertainty caused by the revision. In a nutshell, should shipowners be required to fit systems that may not subsequently meet the revised guidelines? With an entryinto-force date now fixed, that has become an urgent question.

It was addressed in a submission to MEPC 70 by India, the International Chamber of Shipping, Bimco, Intertanko, the Cruise Lines International Association, the International Parcel Tankers Association and the World Shipping Council, who argued that the convention’s implementation schedule be amended “to enable vessels subject to the convention to adjust their BWMS installation dates until revised Guidelines (G8) approved technology is available.”

Their submission acknowledged that “BWMS

Marine Propulsion & Auxiliary Machinery | October/November 2016

currently undergoing or recently completing testing under the Unites States typeapproval regime would not need to undertake additional testing to apply for typeapproval under the revised Guidelines (G8) procedures.”

When that document was prepared on 19 August, there were no USCG typeapproved systems. By the time of the meeting, there was a real prospect that some would be available soon with others to follow, which may resolve the concerns raised in the submission: shipowners who are worried they might fit systems that will not meet the revised guidelines will be able to select from the list of USCG type-approved options.

But are these worries well founded? Andrew Marshall, chief executive of BWMS

maker Coldharbour Marine, thinks not. He contacted Marine Propulsion to pose a simple question: apart from manufacturers of UV-based systems, he said, “why would any other ballast water treatment technology provider be worried about passing discharge tests for USCG, given that the requirements for USCG discharge standards are exactly the same as the requirements for IMO discharge standards?”

He is referring to what the BWMC calls the D2 standard, which specifies the number of permitted organisms that can be discharged. It is the same as that set out in the USCG requirements. So “if you could pass IMO fairly and cleanly you should be able to pass USCG”, Mr Marshall said. MP

Ballast treatment conference for April 2017 A one-day conference on ballast water treatment will take place on 24 April 2017 in Amsterdam.

It is being organised by Marine Propulsion’s publisher, Riviera Maritime Media, and will take place the day before the annual European Marine Engineering Conference and Marine Propulsion Awards.

At the time of writing, the programme is being developed but will cover regulations, technology developments and operational considerations.

Details will be published and updated on the Marine Propulsion and the Ballast Water Treatment Technology websites, both linked from www.rivieramm.com.

www.mpropulsion.com

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BRIEFING | 15

Intelligent blower system facilitates slow steaming Herman Artinian, vice president of business development Calnetix Technologies discusses its latest high-speed blower system

W

hile slow steaming is a sound business strategy in the current economic climate, operating a ship’s engine for long periods of time outside its nominal speed and load range can present special challenges. One of them is air flow. When the engine is operating at less than 50 per cent load, the turbocharger compressor, which is driven by engine exhaust, cannot supply sufficient air to the engine to maintain the proper air/fuel ratio. The ship’s engineers must make up the difference with a supplemental air source – typically using the ship’s auxiliary electric-powered starting blowers, which are used to supply air to start the engine.

This is not an ideal solution. Conventional auxiliary blowers are designed for fixed output and limited operation, and they are intended for use only during engine startup. When operated continuously during slow steaming, the blower motors and bearings wear out and must be replaced as often as every 6,000 hours. The low-speed auxiliary blowers are typically not able to meet the air pressure requirements needed when running at 25-40 per cent load, which can result in black smoke from unburned fuel. Moreover, conventional blower systemsonly have an on/off function and cannot change flow and pressure based on engine need, making them ill matched to provide the required air for optimal engine performance under different load conditions.

What’s needed is a reliable continuous-duty high-speed blower system that can supply supplemental air to the engine when the turbocharger compressor output is insufficient to maintain the optimum air/fuel ratio. To that end, Calnetix Technologies is drawing on its experience in compressor-blower technology in other industries to develop an intelligent high-speed marine blower system that will function essentially as an electric-powered supercharger to augment turbocharger air output. The blower is designed for continuous operation and automatically adjusts its air flow and pressure in response to the engine’s requirements at any given time under software control.

www.mpropulsion.com

The Calnetix intelligent blower system will replace the conventional start-up auxiliary blowers. It kicks in to provide startup air pressure and also runs whenever the engine is in slowsteaming mode. As the turbocharger compressor air output goes up or down, the intelligent blower reduces or increases its output proportionally. When not needed, the intelligent blower shuts down, or it can be used to provide air for other shipboard uses.

The flexible design of the intelligent blower system can support a number of different configurations. In a typical retrofit application, the key components are a high-speed blower unit, a variable-speed drive and a smart control system.

The blower unit is based on proven high-efficiency, lowpower blower technology deployed by Calnetix in land-based industries. The blower unit can be mounted directly on the engine, pulling in ambient air and discharging it into the engine air intake augmenting the turbocharger-supplied air. The blower motor incorporates sealed permanent magnet bearings for long life under continuous operating conditions with minimal maintenance. A variable speed drive controls the blower motor and impeller speed, operating under commands from the control unit.

The Calnetix high-speed blowers are about 25 per cent the size of the conventional auxiliary blowers, and are designed and tested to provide efficiencies of greater than 90 per cent.

The smart control unit is the critical component of the intelligent blower system. It is programmed with a map of engine air intake requirements and turbocharger air output across a range of engine RPMs. The delta is what the intelligent blower system makes up. The control unit reads data outputs from the engine and turbocharger, and the software uses these data sets to alter the blower’s output to provide exactly the right air inputs to the engine in real time to maintain optimal air/fuel ratio. The system can be programmed to optimise air inlet for maximum fuel efficiency, minimum emissions, maximum power or minimum wear on the engine. MP

Marine Propulsion & Auxiliary Machinery | October/November 2016

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Our propellers are built to last, holding against stress and fatigue even in the most extreme conditions.

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TUGS AND WORKBOATS | 17

REGIONAL VARIATIONS FAIL TO HIDE HARSH REALITY FOR SMALLER BUILDERS A computer generated rendering of the Damen Stan 3011 tug design that will be built by Conrad Shipyard of the United States for Honolulubased Young Brothers

It remains tough going attracting tug orders, especially for smaller yards looking for alternatives to offshore business

by Barry Luthwaite

M

any relatively small shipbuilders are still finding that orders for harbour and heavy duty escort tugs are in short supply. There is encouraging potential for more tug orders, and clear regional variations, but owners remain hesitant.

The collapse of the offshore market has led to some smaller yards showing interest in the construction of large, and versatile anchor handling tugs, as well as harbour towage craft. Take up has however been minimal, to date.

There are some regional bright spots amidst the gloom, with the growing success of southern European builders being a case in point. US yards are also increasing their tug building business, helped by the growth of oil exports and the subsequent increase in vessel calls by overseas tanker owners, who require towage services when in port. Indeed, US ordering activity is perhaps most prominent at the moment, particularly when it comes to contracts for multiple tugs from a single owner, where there have been several such orders for US builders over the past year.

While US yards are benefiting from an increased orderbook, driven by positive domestic port and inland waterway trends, shipbuilding productivity remains at a relatively low level and very few builders complete vessels on time. Some of the tug orders being placed in the US are protected by the Jones Act, which has had the effect of making US yards less competitive with those in other

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countries and so limits the export business they are able to secure. The US tug building business is for the time being very much focused on the domestic market, with the Jones Act preserving the status quo and doing little to encourage yards to broaden their horizons.

China, which has not in the past been greatly noted for its export tug business, is sharpening its act to go for more overseas sales. Licensing agreements are already in place for Damen designs, on the basis of which more success is expected. Already several stock hulls for ASD tugs are available and, as it is much cheaper to build in China, these may well find willing markets.

Looking for trends that could boost tug orders in the future is difficult. The oil price is moving up, which is good news for some, including those depending on the offshore market and oil terminal operations for example, but not others. Many tug owners will become increasingly concerned that diesel-only driven tugs will be more expensive to operate, and they have so far been slow to grasp dual-fuel technology. This is likely to change as, in the long run, it will be cheaper to operate on LNG. Next year Gondan will deliver Europe’s first dual-fuel tug to Norwegian owner Ostensjo. This is the first of three vessels destined to serve Norway’s LNG Melkoya terminal as escort tugs for LNG carriers and therefore ideally placed to burn the fuel. MP

Marine Propulsion & Auxiliary Machinery | October/November 2016

18 | TUGS AND WORKBOATS

Voith responds to market demands V

oith Turbo Marine is adapting its products in response to evolving technology and operational requirements of operators, Dominic Dorfner, managing director of Voith Turbo Marine, told Marine Propulsion.

He said that the core of the company’s business is still propellers and, in particular, its Voith Schneider Propeller (VSP).

“These have developed from mechanical to more electronically driven versions and intelligent operation with different operating modes and condition monitoring systems. We aim to reduce downtime but also reduce fuel consumption.”

Dr Dorfner said that there is a move to high-speed engines for tugs. “So that is where we are aligning our future development of the VSP for tugs. The biggest benefit of the VSP is the rapid reaction times and so development of hybrid systems for tug propulsion could benefit us and we will work together with engine suppliers.

“We are constantly looking at the power requirements for tugs and the demand for power and bollard pull.

There is a trend towards tugs with smaller dimensions but higher power to handle larger ships, so we are continuously looking at how we can meet those demands. We have changed the shape of the blades to get more power with less noise and vibration and we have also adapted the gearboxes.”

Dr Dorfner said that there

Voith is adapting its propulsion systems and generating new products in response to changing operating demands and new vessel designs

TOP RIGHT: The Voith Linear Jet is suited to a range of vessel types

BELOW: Dr Dominic Dorfner, managing director, Voith Turbo Marine

Marine Propulsion & Auxiliary Machinery | October/November 2016

is still strong demand for VSPs for ferries. “But our units are very long lasting and some have been in service for more than 50 years. Some ferry operators are looking at hybrid systems, LNG, and batteries and so we are looking at adapting our products accordingly the meet these changing demands.

“We have more than 15 condition monitoring systems running on ferries and that is proving very revealing, especially regarding efficiency in manoeuvring to save fuel.

“We are also developing our thrusters with innovations such as low noise and vibration, especially for offshore supply vessels. We have sold about 100 so far and have over 10,000 hours operating running hours.

These started in the yacht sector but have moved into offshore sector,” Dr Dorfner said.

“We see ourselves as shaping the future development of propulsion systems.”

Another recent development is the Voith linear jet (VLJ) for fast crew transfer vessels servicing offshore wind farms.

These units are designed to combine the benefits of

propellers and water jets. The VLJ nozzles are designed to generate high static thrust, while providing a consistently high level of efficiency over the speed range from about 20 knots to more than 40 knots.

The rotor is encapsulated by the nozzle, significantly reducing noise and vibration.

At high speeds, the nozzle improves course stability. The stator aft of the rotor linearises the rudder inflow and enables safe and precise manoeuvring even in rough seas. Specific thrust allocation algorithms have been developed for manoeuvres at low speeds.

They are adapted to the relevant vessel parameters and enable the integration of manoeuvring aids such as bow thrusters. The VLJ can also be combined with hybrid or electric propulsion systems instead of diesel engines, lending itself to workboats and a wide variety of other applications such as yachts, fast ferries or patrol vessels.

The first VLJ on a crew transfer vessel was installed on the 21m long Trearddur Bay in 2015. It is powered by two 900kW diesel engines. MP

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ENVIRONMENT | 21

Canadian operators opt for Ecospeed hard coating O

céan Taiga, North America’s most powerful icegoing tug, which is nearing completion at the Industrie Océan shipyard in Ile-auxCoudres, Canada, will feature Subsea Industries’ Ecospeed coating. This follows the operational success of the hard coating applied in 2012 to Groupe Océan’s 60 tonnes bollard pull ice-going tug Ocean Raymond Lemay.

Océan Taiga, the second 100 tonnes bollard pull Ice class 1A Super FS escort tug, will join first-in-class Océan Tundra, which was coated in 2013 with an Ecospeed application. Subsea Industries will also apply the advanced hull protection system to the existing Océan Ross Gaudreault tug.

David Flood, managing director for Jastram Technologies, Subsea Industries’ commercial representative in Canada, said: “Subsea Industries has

had a successful relationship with Groupe Océan, resulting in Ecospeed applications to nine vessels in its fleet. Its first experience with Ecospeed on Ocean Raymond Lemay was deemed a huge success. When the vessel’s hull was water jet cleaned this summer after more than 60 months in service, the hull coating showed no sign of paint degradation.”

Mr Flood explained that Groupe Océan had specified the coating for the largest tugs in its fleet because of the coating’s lasting performance and environmental compatibility for operations in ecologically sensitive areas.

“The owner wanted a coating solution that would not impact the marine environment,” he said.

“Chipping an Ecospeed hard coating almost never happens but when it does, there is no environmental damage; no sediment pollution.”

Manuel Hof, production executive and NACE coatings

Helm and Tug and Barge Solutions combine for towing regulation compliance Tug and Barge Solutions and Helm Operations are collaborating to deliver compliance management services for the North American towing market. The arrangement enables Tug and Barge Solutions to deliver its safety and compliance management programme through Helm’s software platform Helm Connect.

Vessel operators can use an electronic system to manage their safety and compliance, particularly for Subchapter M regulations that came into force in July this year. This places inland towing vessels under the responsibility of

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Ocean Raymond Lemay was coated with Ecospeed in 2012

inspector at Subsea Industries, added: “Groupe Océan’s vessels operate in highly abrasive waters in ecologically sensitive areas, so it was important for the owner to have a hull coating system that protects both the vessel and the marine environment.”

Outlining the importance of the Canadian market for Ecospeed, Mr Hof said: “With many vessels operating in

the highly sensitive areas, such as the Great Lakes, Alaska and the Northwest Passage, the Ecospeed hard coating is becoming the hull coating of choice for meeting stringent environmental rules and regulations.”

Jastram Technologies is working on other important Ecospeed projects in Canada, one of which is a 31,992 dwt ice-going bulk carrier.

the United States Coast Guard (USCG) for the first time.

By 20 July 2018, all towing vessels required to have a certificate of inspection issued by the USCG must be in compliance with Subchapter M. This can be achieved either through annual inspections by the USCG or the implementation of a Towing Safety Management System (TSMS) and external audits.

The process of implementing Subchapter M through a TSMS could be made easier through Tug and Barge Solutions and Helm Connect, said Tug and Barge Solutions managing director Patrick Boles. He added: “The flexibility of Helm Connect lets us easily tailor the system to our way of managing safety and compliance, while the efficiency of using software instead of paper will net many benefits for our customers. The software handles everything required by Subchapter M regulations and much more.” Tug and Barge Solutions will offer Helm Connect as a package solution with its safety and compliance management services. MP

Marine Propulsion & Auxiliary Machinery | October/November 2016

22 | REPAIR & MAINTENANCE

ALP invests in ten-year bridge maintenance services ALP Maritime Services has chosen Radio Holland to support its navigation and communications equipment

ALP Maritime Services has invested in a ten-year maintenance and service contract for the bridge and communications systems on its fleet of ocean towing tugs. The vessel owner has chosen Radio Holland to support its navigation and communications equipment on six existing tugs and four newbuildings it has on order.

ALP is a specialist in ocean towing, the offshore positioning and mooring of floating platforms, and heavy transport and salvage operations. Its chief operating officer Leo Leusink explained why the company needed a long-term managed service agreement,

saying: “Our ships go everywhere. We never know exactly which ports they will call at. As a result, we need a high level of support and maintenance, and global coverage.”

Radio Holland has equipped the six 200-300 tonnes bollard pull tugs that ALP acquired from Harms Offshore in 2015. It will also equip newbuildings that are being constructed by Niigata Shipbuilding & Repair. The first of these vessels was delivered in August 2016 with another in December 2016 and the following two in the middle of next year.

Report highlights importance of tug repair The serious potential consequences of failing to keep a vessel in good repair have been highlighted by an investigation report carried out earlier this year by the Transportation Safety Board of Canada, which determined that a lack of adequate maintenance led to the sinking of tug Syringa in March 2015.

The tug had been towing the barge Matcon 1 when it took on water and sank. The two crew members swam ashore and were later picked up by the Canadian Coast Guard. A small quantity of diesel fuel was released from the tug after it sank, and the barge was later recovered by another tug.

The investigation determined that the tug had sunk because it had not been maintained sufficiently to prevent water flooding down into the hull during the voyage.

Further, a lack of a functioning high-level bilge alarm deprived the crew of an early warning of water ingress.

The investigation also identified a number of issues related to emergency preparedness. The master had not been provided with procedures for the safe operation of the vessel or for dealing with emergencies and the crew members had not participated in emergency drills. In addition, the life jackets and exposure suits

Marine Propulsion & Auxiliary Machinery | October/November 2016

were stowed in a location that was not easily accessible, and the life raft had not undergone its mandatory annual servicing.

The report said: “Effective safety management requires organisations to identify and manage risks associated with their operations, but Syringa was not required by regulation to have a formal safety management system.”

As result, the Transportation Safety Board of Canada is now callingcalled on the government department responsible, Transport Canada, to implement regulations requiring all operators in the marine sector to have formal safety management

processes. Moreover, Transport Canada should oversee these companies’ safety management processes in future, it recommends.

The Transportation Safety Board of Canada points out that Transport Canada is currently not required to inspect or issue inspection certificates to tugs of less than 15 grt and that these vessels are not required to operate under a safety management system. It says it is concerned that, without adequate oversight, shortcomings will occur and it promises to monitor the situation to determine whether further action is required. MP

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YARD PROFILE | 25

Baltic Workboats wants wind in its sales An Estonian yard that builds mostly for government-backed customers looks for commercial growth from the windfarm service sector

“

W

e want to build clever boats,” Tõnu Kirs, sales & marketing manager at Estonia’s Baltic Workboats, told Marine Propulsion during the SMM exhibition in Hamburg in September. “We want to add an extra something, such as better seagoing or better functionality.”

Mr Kirs believes windfarm support vessels will be a growth sector, but it is very competitive. He believes Baltic Workboats’ selling point comes from its vessels’ quality and performance, he added, which together make up the cleverness in the boats it builds and designs.

For example, it has recently completed work on a high-

Baltic Workboats has modern facilities and expansion plans

speed 30m catamaran design specifically aimed at the windfarm servicing business that is “different from what exists so far,” Mr Kirs said.

The yard has its own design team. One of its projects has been to develop a family of wave piercing hull forms for a range of vessel types and sizes. The yard’s most recent delivery, in September, premiered what it described as an advanced version of the concept on a 22m wave-piercing aluminium vessel that will serve as a multi-function patrol boat,

called Zeeleeuw (Sea lion) for Belgium’s Customs.

Its delivery “marks the successful expansion of Baltic Workboats’ product range and could open up further export opportunities for the company,” it said in a statement, which quoted Jüri Taal, the yard’s sales director, saying that the vessel “demonstrates the advanced expertise of our workforce and the growing capabilities of our yard.” He predicted that Zeeleeuw “will be the first of many patrol craft in our series of wave-piercing vessels.”

Expansion plans promise more space Baltic Workboats is a privately-owned yard that opened in 1998 on Saaremaa, one of Estonia’s largest islands in the middle of the Baltic Sea, on the site of a small repair yard. In 2000 extensive modernisation began, with new facilities and equipment.

That created about 1,500m2 of covered space, which has since been expanded to 5,500 m2.

Further expansion is being considered, which would bring this up to 7,500-8,000m2, Tõnu Kirs,

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one of the yard’s sales & marketing managers told Marine Propulsion. Much of this space is divided into two construction halls: one for welding work and one for block assembly.

It can build ships up to 100m long and has a road ferry order of that length currently under construction. It has so far delivered more than 150 vessels, including 45m ice-breaking ferries for Estonia, 26.5m patrol vessels for the Swedish Coastguard and a research vessel for Stockholm University.

Its hull form is the latest version of the yard’s established wave piercing concept, which was developed as a 20m standard.

This has been scaled down for a 15m design and scaled up for Zeeleeuw’s 22m length.

Measurements made on a 15m pilot vessel based on the hull showed a 54 per cent reduction in vertical acceleration forces compared with a similar vessel with a conventional hull, Mr Kirs said.

The yard has built a series of five vessels for Sweden’s Coastguard, which had set a target of reducing fuel consumption by 30 per cent compared with its previous craft. In tests, Baltic Workboats’ vessels beat that goal by a further 3-5 per cent.

Now the wave-piercing hull design is being enlarged for a 45m multifunction vessel for Estonia’s coastguard and police, with construction starting as this issue goes to press. Its duties will include providing patrol, search and rescue, oil spill response, buoy servicing and firefighting. MP

Marine Propulsion & Auxiliary Machinery | October/November 2016

26 | ENGINEBUILDER

French enginebuilder explores new ground Although it has traditionally catered for fishing vessels, Moteurs Baudouin has recently moved into new markets

N

ow owned by China’s Weichai Power Co, Société Internationale des Moteurs Baudouin is located in Cassis in the south of France. Its roots lie in building engines for the French fishing boat fleet and, until recently, rugged, low-speed diesel engines of this type were very much the company’s stock in trade. However, that changed when the company took the decision to broaden its product portfolio by offering a generation of engines aimed at the higherspeed engine markets, such as ferries and workboats.

Moteurs Baudouin’s engine power range now goes up to 1,214kW (1,650hp). This was achieved with the introduction in 2014 of the M26.3 range.

This involved two diesels based on the same engine technology – a 6-cylinder and a 12-cylinder diesel, where the larger engine comprises two blocks of the smaller 6-cylinder unit.

The 6-cylinder version is a 16l diesel that is available in a variety of versions to suit different applications. Its most powerful version is the P3 which can produce 815hp at 2,100 rpm. The lowest

power version, designed for continuous use in displacement boats, runs at 1,600 rpm and produces just 450hp.

The 12-cylinder engine, the 12 M26.3, comes close to producing double the power of the 6-cylinder unit, with its maximum of 1,650hp coming at 2,300 rpm. At the lower speed of 1,600 rpm the power is 1,100hp.

The M26.3 marine concept was designed to provide full service accessibility, durable and compact power, and user-friendly technology such as electronic injection redundancy and reference operational lifecycle cost.

Particular attention was paid to accessibility and servicing in the design of these engines, with items such as filters and fillers readily accessible. Better reliability was also ensured by having all of the accessories, such as the water and fuel pumps and the alternator, driven by gears rather than with a belt drive. These engines come with extended service interval requirements so that maintenance is reduced to a minimum.

Following the launch of the M26.3 range, Moteurs Baudouin announced the release of a clean exhaust

Marine Propulsion & Auxiliary Machinery | October/November 2016

solution to meet both EPA Tier 4 and IMO Tier III emissions standards.

Moteurs Baudouin worked with one of the leading companies in the exhaust after-treatment industry, the US-based company Tenneco, and together they developed a solution based on selective catalytic reduction (SCR).

The new M26.3 equipped with a highly efficient SCR is claimed to be able to reduce fuel consumption, CO2, particulate pollution and NOx emissions.

This is one of the smallest

catalysts in the market, and is flexible in terms of where the hardware can be positioned. This means that the Moteurs Baudouin SCR will fit many enginerooms.

Initially available on the 12-cylinder engine, the SCR will be progressively extended to other marine engines in the range. Moteurs Baudouin claims that this will be a relatively straightforward job of adjusting the number of exhaust lines and the number of catalysts, as the hardware follows a modular design.

A maritime history Moteurs Baudouin’s origins were in the early 20th century, when Charles Baudouin owned a non-ferrous metal foundry in Marseille.

Seeing the opportunities offered by the maritime industry, he decided to develop a small 5hp petrol engine, with a common casting gearbox, for leisure boats. The technology was simple and most of the components benefited from the manufacturer’s casting expertise which came up with a bronze connecting rod without bearings. The oil lubrication was common to the engine and the gearbox. MP

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TWO-STROKE ENGINES | 29

MAN adds a new engine platform MAN Diesel & Turbo used the recent SMM exhibition in Hamburg to introduce three new engines, part of its largebore engine programme, that constitute a new engine design platform.

The engines are weight optimised compared to their Mk 9 counterparts and form the new design platform for a new Mk 10 engine portfolio.

Key to the new platform is the development of the top controlled exhaust valve (TCEV) and fuel booster injection valve (FBIV) components.

The new units are: • an MAN B&W G90ME-C10 type, delivering 6,240kW per cylinder • an MAN B&W S60ME-C10 type, delivering 2,490kW per cylinder • an MAN B&W S70ME-C10 type, delivering 3,430kW per cylinder These are the first of a new generation that ultimately will involve the upgrading of all S- and G-engines to the Mk 10 platform.

Ole Grøne, senior vice president for sales and promotion, said: “For some years now, our primary research and development target has been to develop the next generation of our ME platform.

During this time, the goal has been to utilise the full potential of the ME engine concept by reducing the complexity of the hydraulic system and increasing system performance. The new TCEV and FBIV technologies have been developed within this scope.”

The design initiative delivers a specific weight reduction of up to 10 per cent per kilowatt, and accommodates a higher Pmax, which also contributes to a reduction in fuel consumption.

Mr Grøne added: “We are

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confident that the market will embrace the benefits of the new platform as it represents a simpler design with fewer components, a reduced total weight and reduced fuel consumption. It is an improvement not only for shipowners, but also for our licensees.”

The Mk 10 platform is based on a much more massoptimised design platform that results in lighter engines with reduced overall length, width and height compared with its Mk 9 counterpart.

The purpose of the TCEV is to integrate the exhaust actuator, the hydraulic push rod and the hydraulic cylinder unit (HCU) block into the exhaust valve. This improves the dynamic behaviour, as there is no long hydraulic push rod.

The FBIV and the TCEV technologies are well suited for integration on the cylinder cover of the engine as the control of the valves for fuel injection is separated from the control of the exhaust valve thanks to the tried and tested electronic fuel injection valve and the new proportional exhaust valve actuator.

Integration of the FBIV and TCEV leads to a considerable weight reduction, because the baseplate, HCU, pressure booster, high pressure fuel oil pipes and exhaust actuator are eliminated. In combination, these two technologies also offer improved hydraulic dynamics and flexibility.

MAN Diesel & Turbo reports that the TCEV-FBIV system is entering the final confirmation stage. It has already operated in service for more than 2,000 hours as a system, and the FBIV separately for more than 10,000 hours, both on a 500mm bore engine.

G-type engine achieves 1,500th order

Almi Tankers will take delivery of the ultra long-stroke 7G80ME-C9 type engine

Six years after its introduction, MAN Diesel & Turbo has confirmed an order for the 1,500th G-type engine. Greek ship operator Almi Tankers will take delivery of the ultra long-stroke 7G80ME-C9 type as prime movers for two 317,000 dwt very large crude carriers to be built by Hyundai Heavy Industries in South Korea. Coincidentally, Almi Tankers placed the order for the very first G-type engine. The crude carriers are due for delivery in February and April 2018. In both instances, the engine is Tier III-compliant.

Ole Grøne, MAN Diesel & Turbo senior vice president for sales and promotion, said: “The success of our ultra long-stroke portfolio is a fantastic story for us. That we have already clinched orders for 1,500 G-type engines since the G-type’s launch just a few years ago is remarkable. The G-type is easily the fastest selling engine we have ever had.” MP

Marine Propulsion & Auxiliary Machinery | October/November 2016

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FOUR-STROKE ENGINES | 31

Volvo Penta power expands BUKH Solas range

Volvo Penta’s D13 is one of the engines that BUKH will adapt for its Solas range

Volvo Penta and Danish manufacturer BUKH have entered into a partnership in which Volvo Penta will supply BUKH with diesel engines of up to 16l capacity for new propulsion solutions for lifeboats.

The agreement between the two companies enables BUKH to extend its Solas engine range, and enables Volvo Penta to extend the use of its products in new applications.

Lifeboat manufacturers will benefit from the increase in available power options and the

leveraging of comprehensive technology offered by the two companies. Both Volvo Penta and BUKH have more than 100 years of experience in the marine industry and will utilise their expertise to offer state-ofthe-art engines – a vital aspect for lifesaving operations at sea.

“The performance and capabilities of engines are critical in lifeboats,” said Martin Jufors, marine sales manager at Volvo Penta. “Operators need to know that their boat will be able to respond quickly

to emergencies and perform in any climatic condition and geographic circumstance. We are pleased to be working with BUKH so that our commercial diesel engines can provide greater options for lifesaving activities at sea.”

Volvo Penta will supply D3, D4, D6, D8, D13 and D16 diesel engines to BUKH, in the power range of 110hp to 800hp, which the Danish company will tailor to adhere to Solas regulations and the International LifeSaving Appliance (LSA) Code.

The extensive scope of capabilities means that BUKH will have a wider range of engines to offer customers that are suitable for small, medium and large lifeboats.

BUKH is also able to use Volvo Penta’s innovative technologies including the ground-breaking electronic vessel control platform (EVC) – a simple plug-and-play system which integrates all functions from driver interface to engine and drive systems – reverse gear options, and accessories such as Powertrim Assistant (to reach planing speeds quickly) and low speed mode (for reduced idling which provides additional safety in tight spaces).

“We have developed a number of technologies over the years which have continually advanced the performance of engines, and consequently of the boats they power,” said Björn Säljö, vice president of marine commercial product management at Volvo Penta.

“In capitalising on our technical expertise and wide range of engines, BUKH will have a greater scope of power options to offer its customers. And for us at Volvo Penta, it is an exciting development to expand the range of engines we produce for Solas vessels by venturing into lifeboat applications.”

Seacor makes QSK95 marine installation

The Cummins QSK95 offers the benefits of a smaller size, a lower weight and better transient response

www.mpropulsion.com

Cummins has delivered the first four QSK95 engines for a marine application to Seacor Marine for installation into a 57m catamaran crew boat designed by Incat Crowther.

“We are excited to be working with Seacor Marine to launch the first QSK95 marine engines,” said Jim Schacht, Cummins executive director for the marine market. “We leveraged all the experience and the best technologies Cummins has to offer to

design the QSK95 marine engine, which will deliver increased power and reliability, fast transient response and straightforward serviceability.”

Two crew boats will be built, each powered by four QSK95 marine engines rated at 4,000hp (2,983kW) at 1,700 rpm. These will be matched to MGX-62500SC-H marine transmissions supplied by Twin Disc and quad HT-810 waterjets from HamiltonJet, to achieve a

maximum speed of 40 knots.

The two forward engines will run Jason Engineering FiFi 1 class pumps off the front of the engine.

Cummins is also providing auxiliary power. Each vessel will have two QSM11powered generator sets rated at 290 kWe, as well as a fully enclosed QSM11powered deck generator rated at 270 kWe. Named Puma and Panther, the crew boats will be ›››

Marine Propulsion & Auxiliary Machinery | October/November 2016

32 | FOUR-STROKE ENGINES

››› built by Astilleros Armon Burela, in Spain. The first boat is expected to enter into service in April 2017, followed by the second in July 2017.

“Our 20-plus year relationship with Cummins, coupled with the latest in high-speed diesel engine

technology were important factors in Seacor’s decision to select Cummins to power our latest vessels, Puma and Panther,” said Robert Clemons, Seacor Marine vice president. “We are confident we can rely on the Cummins team and the QSK95 throughout the life of these

engines, and we are excited about the increased value the launch of these vessels will bring to our customers.”

Compared with mediumspeed engines offering similar power output, the QSK95 offers the benefits of a smaller size, a lower weight and better transient

response while delivering a new level of serviceability.

With IMO Tier II certified ratings from 3,200hp to 4,200hp (2,386kW to 3,132kW), the QSK95 provides 95l of displacement in a 78l package. Nested cylinders and a 60° V enable a short, narrow engine block relative to other engines of comparable displacement. In addition, the QSK95 weighs just over 13,000kg (28,660lb).

This is between 25 per cent and 70 per cent less than medium-speed platforms of similar power output.

As operators continue to seek better vessel manoeuvrability, the QSK95 offers faster transient response through a unique turbo arrangement and a dry exhaust system. By using one turbo per four cylinders, the QSK95 is able to utilise a smaller turbocharger. The dry turbo housings and dry exhaust manifold maximise the available energy to the turbos, allowing them to spool up quickly,

Caterpillar Marine to power ‘world’s most efficient’ ferries Caterpillar power solutions have been selected for four 3,100 lane metres ropax ferries being built by Avic Ship for Stena Line. Each ferry will be equipped with two MaK 12 M 43 C propulsion engines.

“By combining a set of proven technologies, Caterpillar’s solution will provide Stena Line with the most fuel efficient ferries in the world and will set a new industry standard when it comes to operational performance, emissions and cost competitiveness, positioning Stena Line to support its customers in the next decades,” said Ulf Hannemann, cruise and ferry segment manager at Caterpillar Marine.

FOUR-STROKE ENGINES | 33

Each ferry will be equipped with two Caterpillar MaK 12 M 43 C propulsion engines

In addition to the engines and gearboxes, Caterpillar will be supplying two MPP1500F and two MPP1410F controllable pitch propellers. “The propellers have the unique ability to be put in full feathering position, enabling the vessel to operate with only one propeller in certain modes. This improves vessel flexibility and reduces operating costs while at the same time increasing safety on board the vessel,” said Mattias Hansson, engineering manager at Caterpillar’s Marine Solution Center. “The full feathering feature is entirely automatic and selectable via the control system.”

Cat dealer Pon Power led Caterpillar efforts on the project and will continue to manage subsequent service of the Caterpillar solutions. “The Stena project is a significant milestone for both Pon Power and Caterpillar Marine as Stena Line is one of the first leading European ferry operators to place such an order from a Chinese shipyard,” said Erik Hass, key account manager at Pon Power.

With 3,100 lane metres in a drive-through configuration, a length of 212m and a width of 27.8m, the ferries will have capacity to carry 1,000 passengers, including 73 crew members. They will be constructed at the Avic Weihai Shipyard Co yard with Deltamarin as the design house. MP

34 | HIGH-SPEED ENGINES

MAN i6 engines have gained the prestigious Red Dot Award for excellence in design quality

MAN YACHT ENGINES RECEIVE INTERNATIONAL AWARD FOR HIGH-QUALITY DESIGN

E

arlier this year MAN Engines, based in Germany, announced that its i6-800 and i6-730 marine engines had won the international Red Dot award for their excellent design quality. The jury selections were based on products judged to be excelling in their designs and taken from total registered entries of over 5,000 products from 57 nations.

The independent expert panel took into consideration factors such as innovation, functionality and ecological credentials as well as fundamental quality aspects.

“With their performances, the Red Dot winners not only demonstrated an extraordinary design quality, but they also showed that design is an integral part of innovative product solutions.” said Professor Dr. Peter Zec, founder and president of the Red Dot Award.

Speaking following the award, Claus Benzler, head of MAN Marine Engines, said: "With the i6, MAN engines now represent even more than purely reliability and performance. The outstanding design of the i6 is the icing on the cake when

Marine Propulsion & Auxiliary Machinery | October/November 2016

it comes to luxury yachts and, next to dynamics, it also brings aesthetics to the engine room."

MAN Engines introduced these latest 6-cylinder in-line engines in December 2015, aimed at the yacht and sport fishing boat markets and the units are suitable for both planning and displacement hull vessels. The MAN i6-800 in capable of 588 kW output with the smaller MAN i6-730 delivering 537 kW. Equipped with modern common rail injection systems, operating at up to 1800 bar, the engine’s optimized combustion

system helps to control noise and vibration emissions as well as delivering low fuel consumption.

First shown at Cannes in 2015, the 12-cylinder MAN V12-1900 engine also featured in a number of yachts this year. The most powerful high-speed four-stroke in the MAN Engines range, this 24.2 litre displacement unit delivers an output of up to 1,397 kW (1,900 hp) and was primarily designed for use in luxury yachts of over 100 feet. A development of the V12-1800 engine, the redesign

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HIGH-SPEED ENGINES | 35

of the injection, power train and cooling systems has now allowed MAN to boost the power output of the earlier engine by 74kW (100 hp). The installation dimensions remain compact, with a footprint of 2,139 mm x 1,153 mm, and the height is only 1,265mm.

With a dry weight of 2,365 kg, the engine has a high power to weight ratio and its maximum torque of 6,220 Nm is available in a speed range from 1,200rpm to 2,100rpm, giving good acceleration characteristics. Specific fuel consumption remains low at 190 g/kWh; the same level as the heavier V12-1800 despite the increased power output.

The first two MAN V121900 engines delivered were installed in a 25m Riviera 77 enclosed flybridge yacht, providing the vessel with a total power of 2,794 kW. Launched and tested in January 2016, this flagship product for Riviera Australia Pty has a 35 knot speed capability and has now been delivered to the Middle East. “The new owner is very eager about the improved performance of the MAN engines which increases the power by 100 HP each” said Doug Nelson, motoryacht division manager for Riviera.

“This means an even better acceleration and higher top speed compared to the original top-of-the-range engine.”

MAN Engines has also sold its first D2676 workboat engine for a fishing boat application. Introduced at the end of 2015, the MAN D2676 LE443 six-cylinder engine will power a new LT32 Gilnetter aluminium-construction salmon fishing boat, built by Mavrik Marine in its Washington State boatyard. Mavrik Marine has previously installed MAN D2876 engines in a large number of its PB32 series boats.

The new D2676 engine offers the same output but has a weight advantage, being 105kg lighter than its predecessor; a

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benefit for the new LT32 boat design which has been modified to enable operation in the shallow waters of the Bristol Bay area of Alaska.

Launch is set for late autumn 2016 and, with the new engine and revised hull

design, a maximum speed of 30 knots is anticipated. In addition to fishing vessels, the D2676 models are suitable for applications such as passenger ferries, pilot boats and rescue boats. Maximum ratings for light duty operation range

from 537 kW to 588 kW with lower ratings for medium and heavy-duty service. All engines in the range comply with the Tier 3 emissions legislation requirements of the US Environmental Protection Agency (EPA).

MTU-powered vessel sets new speed record around Italy In July 2016 a new record was set for the fastest transit between between Monte Carlo and Venice, at a time of 22 hours, five minutes and 42 seconds. The 18m SAR 60 military vessel, captained

by Fabio Buzzi, covered the 1,120 nautical miles at an average speed of 52.3 knots. Twin 1600HP MTU 10V 2000M94 engines supplied the power with MTU technical experts travelling on board to monitor the journey, which required only a single re-fuelling stop.

The SAR 60 is a prototype for a new high-speed lifeboat design that is claimed will be the fastest in the world.

Powered by the MTU engines, is can reach speeds as high as 60 knots. The engines are also fitted with additional rough sea equipment to enable safe and reliable operation in the most extreme conditions. Fabio Buzzi, designer of the SAR 60, said: “We always try to test our boats to the limits before

BELOW: Record Breaker : The MTU powered SAR 60 averaged 52.3 knots on its 1,120 nautical mile course around Italy

selling them to clients and this record attempt was our way of demonstrating the capabilities of this new lifeboat design.”

MTU, a brand of RollsRoyce Power Systems, manufactures diesel engines for yachts and fast vessel applications with ratings of up to 10,000kW. The MTU 10V 2000M94 engines installed in the SAR 60 have a displacement of 17.9 litres and provide a maximum power output of 1,193kW each.

Maximum output speed is 2,450 rpm and the engine dry weight is low, at 2,240kg.

Commenting on the record, Stefano Gibelli, technical director at MTU Italia said: “The MTU 2000 engines performed perfectly from beginning to end, demonstrating again their superiority even for prolonged high-speed missions.

Operating for 22 hours at full speed, with just one fuel stop testifies the fuel efficiency of the engines.” MP

Marine Propulsion & Auxiliary Machinery | October/November 2016

36 | HIGH SPEED ENGINES

Reliable power essential for Arctic Ocean operation Working in one of the most harsh marine environments, the Elling Carlsen now provides a piloting service for Norway’s Svalbard Archipelago. Supplied by Finland’s Marine Alutech shipyard, the vessel also carries essential equipment for rescue work and dealing with emergencies such as oil-spills.

Power is provided by twin Scania V8 marine engines, each delivering 1,000hp and enabling the vessel to achieve speeds of more than 40 knots with minimum noise emissions.

The vessel is fitted with some of the most advanced technical solutions available on the market, with full redundancy of equipment. All aspects of operation, including the twin V8 Scania engines and Rolls-Royce steering system, are controlled from large touch-screens. Commenting on the vessel, Kjetil Bråten, harbour master in Longyearbyen, said: “There’s no other vessel in the world like the Elling Carlsen. It represents a new benchmark in marine safety in the Arctic Ocean. The vessel’s engines are strong enough to pull 6.2 tonnes.”

Scania, based in Sweden, is well known for its truck engines, but also manufacturers high-speed marine propulsion engines of 9.3 litres, 12.7 litres, 16.4 litres capacity, offering output powers of up to 846kW (1,150 hp). Auxiliary engines of the same capacities are available, rated at up to 640kW. All new engines now feature XPI common-rail fuel-injection technology, delivering improved 201610_IS1000(420x142)-01.pdf 201610_IS1000(420x142)-01.pdf 1 2016-10-13 1 2016-10-13 9:16:14 9:16:14

Scania marine engines now feature XPI rule injection technology and offer high powers from compact installations

fuel efficiency. This system has already been well proven in Scania’s truck and industrial applications. The system introduces more fuel into the cylinders in a shorter time but this also places higher demands on fuel cleanliness. The filtration technology used by the company, however, ensures that required levels can always be reached, even when using marine fuels.

HIGH-SPEED ENGINES | 37

Yanmar introduces new common rail high speed engine

Yanmar has introduced the 6AYEM common rail engine

Yanmar has introduced a new common rail high-speed engine, the 6AYEM. The new, electronically-controlled engine offers an alternative to its mechanical equivalents, the 6AYM and 12AYM. The common rail option is intended to offer an additional choice for ships seeking a cleaner engine to comply with IMO Tier III and EPA Tier 4 requirements. It complies with existing IMO, EPA and CCNR emissions limits.

The 6AYEM is rated from 485 kW continuous to 749kW maximum, at 1,8402,000 rpm. The common rail design, with turbocharger and charge air cooler, provide for low exhaust emissions, reduced fuel

and lube oil consumption as well as low noise levels.

A multi-stage fuel injection system reduces noise at idle speed. This injection system features eight main and four secondary nozzles which gives low emissions while maximising torque at low or high revs.

Some of these engines are already in service onboard passenger ferries in Australia and Mexico.

Yanmar is expecting to see further demand for the 6AYEM, particularly in Europe, as the new emissions regulations come into force. It is focused on the ferry market in particular but also other small vessels such as fishing boats. MP

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DUAL-FUEL & GAS ENGINES | 39

Additional partners for piston free LNG container vessel

P

roject partners Gaztransport & Technigaz (GTT), CMA CGM and its subsidiary CMA Ships, and DNV GL have signed a co-operation agreement with new project participants ABB, the Caterpillar company Solar Turbines, and Odense Maritime Technology (OMT) for phase two of the Piston Engine Room Free Efficient Containership (PERFECt) project investigating the possibility of using a combined gas and steam turbine system (COGAS) 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 with regard to the commercial competitiveness of the design compared to a liquefied natural gas (LNG) 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.

“CMA CGM and its subsidiary CMA Ships position themselves as pioneers by contributing to this worldwide leading innovation. We are glad to be part of the second phase of the PERFECt project, which aims to ensure the best possible efficiency of this innovative vessel design,” said Ludovic Gérard, executive vice president of CMA Ships. “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.

“GTT is pleased to

The PERFECt partners at the recent SMM exhibition in Hamburg

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collaborate with key technical and industrial players to develop the PERFECt project.

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 Philippe Berterottière, chairman and chief executive of GTT. “We are very excited to be part of the PERFECt project. ABB technology is already powering the first LNG-powered icebreaker and cruise ship, and we look forward to exploring its possibilities for container vessels,” said Juha Koskela, managing director of ABB’s Marine and Ports business.

“We are pleased to be part of the PERFECt project, which brings together leading maritime companies for joint innovation. It is very exciting to investigate the potential of a COGAS system in large container ships, and we trust that the project will result in a good and competitive ship design for the future,” said Thomas Eefsen, business development director for container ships at OMT. “It is a real pleasure to see top industry names take an interest in driving forward an innovative project like PERFECt,” said Knut ØrbeckNilssen, chief executive of DNV GL’s maritime business.

“As LNG bunkering stations continue to grow in number and in global coverage, projects that push the efficiency envelope on

LNG-powered vessels could result in significant market advantages for first movers.”

PERFECt phase two will build on the results of the original study which was launched in 2015, utilising the technical expertise of the project partners to further optimise the overall design.

Some of the focus areas for phase two are process technology optimisation of the COGAS system including the steam turbine, use of the available cooling capacity of the LNG, and further optimisation of the ship design to attain greater efficiency and increased cargo capacity.

“This agreement brings a new set of expert capabilities to a project that has already delivered very promising results. Our objective with phase two is to work towards a design concept with a sufficient level of technical depth for a purchasing decision,” said Gerd Würsig, business director for LNG fuelled ships at DNV GL – Maritime.

In phase one of the project GTT, CMA CGM and DNV GL released a technical and feasibility study for a COGAS powered LNG fuelled electrically driven mega box ship. Based on the results of that study, the PERFECt vessel design was found to offer potentially increased cargo capacity, greater layout flexibility and reduced maintenance costs, compared with conventionally powered heavy fuel oil and LNG designs. MP

Marine Propulsion & Auxiliary Machinery | October/November 2016

40 | DUAL-FUEL & GAS ENGINES

Rolls-Royce to supply MTU gas engines to Rederij Doeksen catamarans Rolls-Royce and Strategic Marine have struck a contract for the delivery of four MTU gas engines for Dutch operator Rederij Doeksen’s two new catamarans. The vessels will be powered by a hybrid liquefied natural gas (LNG)-electric plant.

The 70m long catamarans will each receive two MTU 16-cylinder pre-production Series 4000 gas engines, each delivering around 1,500kW, as the main propulsion system. The IMO Tier III compliant engines will deliver power to azimuth fixed pitch propellers, giving the ferries an operational speed of 14 knots.

Richard de Vries, head of operations at Rederij Doeksen, told a press conference at SMM in Hamburg in September: “Besides our aim to have a sustainable, innovative ferry, our guests depend on year-round reliable operations, and in our selection for a propulsion system, reliability was one of the primary requirements. We think that we can meet all these requirements with our catamarans.”

He explained that Rederij Doeksen was keen for MTU to provide gas engines, as the ferry operator was impressed by the “excellent performance” of MTU engines used in its Tiger fast ferry. “We asked MTU to come up with a gas engine for the project, but unfortunately at the time we started research for this project MTU’s planning for gas engines was not at the same stage as our planning,” explained Mr de Vries.

But when Rederij Doeksen was in the final tender process for the ships, with just two shipyards left, MTU announced that it had proceeded with the gas engine. Rederij Doeksen decided to proceed with the engines. “We had been impressed by the enthusiasm of the research and development people working on the engines and by their approach, as well as by what the engine can do for us.”

In 2018 Rolls-Royce will deliver the first certified MTU gas engines for commercial marine applications

Mark Newbold, chairman of Strategic Marine, said that there was a collaborative design process between the yard, Rederij Doeksen, designer BMT Nigel Gee and ship interior designer Vripack.

It was revealed that the LNG engines will be placed in the tanks, and the LNG will be supplied by road.

The two aluminium catamarans will operate ferry services for up to 66 vehicles and 599 passengers between the Dutch mainland and the islands of Terschelling and Vlieland in the Wadden Sea, from 2018. The fleet currently consists of seven ferries. The Wadden Sea was declared a UNESCO World Heritage site in 2009 because of its unique geological and ecological value. Stretching 500km along the North Sea coast of Denmark, Germany and The Netherlands, it is the largest unbroken system of inter-tidal sand and mud flats in the world.

Mitsubishi eyes 15 million tonnes per year LNG portfolio Japan’s Mitsubishi Corp Energy Co aims to increase its liquefied natural gas (LNG) throughput to 14-16 million tonnes a year (mta) by 2030, and plans to take the lead in promoting LNG as marine fuel in Asia, a senior official told a press gathering at SMM in Hamburg in September.

Mitsubishi is contracted to take 4 mta from USA-based export start-up Cameron LNG. The plant, in which France’s Engie, Japan’s Mitsui & Co and Mitsubishi are partners along with the USA’s Sempra

Energy, is due to export its first LNG in 2018.

Announcing the launch of Gas4Sea with senior officials from partners NYK Line and Engie, senior vice-president and deputy chief operating officer for natural gas business development Jun Nishikawa said Mitsubishi is positioning itself to lead once orders for LNG-powered newbuildings gather momentum.

“Asia is behind in the battle against NOx and SOx emissions. That is why it is

Marine Propulsion & Auxiliary Machinery | October/November 2016

important for us to become the first player in this field in Asia – to enlighten the market so that shipowners seriously consider switching to LNG fuel in Asia as well,” Mr Nishikawa said.

Mitsubishi, Engie and NYK Line have ordered a 5,000m³ LNG bunker supply ship to operate out of Fluxys’ LNG terminal in Zeebrugge, Belgium.

Fluxys has taken a 25 per cent stake in the venture and Gas4Sea hopes to develop a similar business

model globally. Its target regions are North America, the Caribbean, the Mediterranean and Asia.

Asia’s biggest utilities, including Jera, the joint venture that Chubu Electric Power Co and Tokyo Electric Power Co (Tepco) formed last year, and South Korea’s Korea Gas Corp (Kogas) are challenging the industry’s traditional fixed-destination contracts and positioning themselves to sell LNG on to emerging import markets in Asia. MP

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ABB app calculates impact of non-original parts A

BB Turbocharging has developed a new digital application to identify the potential operational risks of replacing turbocharger parts with nonoriginal components. The app uses data from turbocharger failure scenario simulations to calculate the impact of parts from manufacturers that do not fit ABB turbocharger specifications. It was presented to the marine industry for the first time at SMM 2016, held in Hamburg in September.

The new app addresses a widely acknowledged and persistent issue in the industry, whereby the use of parts supplied by third parties can compromise or even harm marine equipment. The app offers solid numerical and graphical guidance on the consequences over time of using copycat parts, supporting research commissioned by ABB Turbocharging that original parts are the best for ensuring continued performance.

Showing a 3D animated image of a latest generation turbocharger for medium speed engines, the app focuses specifically on six components: the turbine nozzle ring, the impeller blades of the compressor wheel, the compressor casing, the compressor wheel, the turbine wheel, and the turbine casing. The sliding scales for each of these enable users to quantify the potential consequences of even the slightest adjustment to material quality or geometric dimensions. The

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An ABB medium speed turbocharger showing six components where data is available

Turbine nozzle ring

Impeller blades of compressor wheel

Turbine wheel Compressor wheel Turbine casing Compressor casing

variation of each parameter is reflected as a potential impact for turbocharger operation – for example, its ability to withstand extreme heat, abrasive particles or shock loading. It also shows the impact on turbocharger efficiency, and the implications of turbocharger failure. Users can see the direct effect their decisions have on time between overhauls, fuel consumption, and even on safety by operating outside tolerances specified by ABB. Earlier this year, the results of a study by Forrester Consulting for ABB Turbocharging showed that around 87 per cent of maintenance and repair specialists using capital intensive equipment primarily choose original equipment manufacturer suppliers for

spare parts procurement.

Commonly cited advantages included better spare parts availability, improved reliability, lower down-time and better service responsiveness. Around 70 per cent also indicated that reducing unscheduled incidents leading to downtime was one of their top priorities for 2016.

“The calculation capability of this new app allows customers to see for themselves the potential impact on turbocharger performance and reliability of using parts other than those supplied by ABB,” said Remo Kissling, ABB Turbocharging general manager for service spare parts. “Supporting our customers in better management of their maintenance is very important, and this app offers an objective means of simulating and

calculating the impact of even the slightest deviation in material quality and dimensions from the ABB Turbocharging original parts standard.”

Volkmar Haueisen, head of research and development, said that the data used is based on customer experience and draws on real incidents, with the simulations developed in house. “This app takes into account realistic scenarios, but also real cases. It is a practical tool which enables engineers in our customers’ organisations to see why ABB Turbocharging recommends using original parts.”

The app is available for customers to download and will be available for use through web browsers as well as iOS and Android mobile devices. MP

Marine Propulsion & Auxiliary Machinery | October/November 2016

44 | TURBOCHARGERS

MAN Diesel & Turbo achieves major TCR milestone MAN & Diesel Turbo has delivered the 10,000th turbocharger from its TCR radial-type series. The TCR14 unit was produced for a 5L23/30H genset for Oldendorff Carriers, one of the world’s largest dry bulk shipping companies based in Lübeck, Germany.

The Jinling-built 38,000 dwt bulker is the second in a series of four vessels, all propelled with MAN two-stroke and auxiliary engines. Dirk Balthasar, MAN Diesel & Turbo vice president and head of turbocharger sales and promotion, said: “The information garnered from TCR turbochargers in the field gives us a huge insight into their overall performance. The TCR series was introduced in 2004, meaning that many of these turbochargers have run for over 10 years and have had a second major overhaul. We calculate our accumulated TCR service experience now as more than 200 million operating hours. We use this knowledge to constantly improve the TCR series.”

Mr Balthasar concluded: “This strategy can be seen to have paid dividends with this impressive sales milestone and the fact that TCR turbochargers enjoy broad support across the market and supercharge both MAN and non-MAN engine designs.”

Oldendorff’s newbuilding bulker also has a Tier II MAN B&W 5S50ME-B9.3 main propulsion engine, built by Yichang Marine Diesel Engine Co, and is optimised with a highly efficient TCR22, the largest radial-type turbocharger in the world.

Oldendorff Carriers is a specialist in spot markets, industrial

contracts and offshore transshipment, and dry bulk logistics.

It operates about 500 ships, both owned and chartered, that carry about 270 million tonnes of bulk and unitised cargo around the world per annum.

The MAN TCR turbocharger series was introduced in 2004 to replace the NR series, which has been in production for nearly 50 years, and to address the particular challenges of high, medium and low speed engines. The MAN TCR is a completely new design that delivers greater efficiency, the lowest possible weight, reduced size and number of components, material optimisation, easier maintenance, and quicker response behaviour during acceleration.

Advanced materials ensure that the TCR series offers extended overhaul intervals, easier maintenance and longer lifetimes. MAN TCR turbochargers were designed to address the specific challenges faced by heavy fuel oil, marine diesel oil, biofuel and gas engines. Seven frame sizes are available for the entire engine power range, from 350kW to 7MW per turbocharger.

The TCR series can be equipped with a variable turbine area as an option to increase engine efficiency, as employed in most modern, two-stage turbocharging systems. Different options for flow parts and turbocharger casings enable a perfect fit with a variety of different applications and engine types.

KBB showcases new solutions

The MAN TCR turbocharger series was introduced in 2004

Marine Propulsion & Auxiliary Machinery | October/November 2016

Kompressorenbau Bannewitz (KBB) showcased its ST7 and K2B exhaust gas turbocharging solutions at SMM, held in Hamburg in September.

The ST range with radial compressor has been designed for an engine output of between 500kW and 4,800kW per unit at a maximum pressure ratio of 5:5. Development of the ST range began in 2008 and KBB is now introducing its seventh generation of these turbochargers.

The manufacturer is now developing an update to the ST range, which will reach a maximum pressure ratio of 6: 1.

The ST series ofers users a high pressure ratio. It features inboard journal bearings and is lubricated by the engine oil system which is supplied through the turbo support.

The ST series enables

speed measurements, is interchangeable with the HPR series, and can be installed on engines of up to 4.8MW. With extended area in the top efficiency, reductions in emissions can be achieved to help meet IMO Tier II requirements.

The ST series is a simple and compact design, which offers customers long intervals between overhauls and a long lifetime for components.

KBB also showed a scale model of its recent K2B (knowledge to boost) twostage turbocharging system.

The model consists of the HPA7000 and an HSR6. The HSR6 is a high pressure turbocharger (second stage), and the HPA7000, the larger of the two units, is a lowpressure turbocharger (first stage). The K2B range is the eighth generation of these turbochargers. MP

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THRUSTERS | 47

ABB launches new Azipod model ABB has announced a new Azipod propulsion unit that is up to 10 per cent more efficient than previous versions.

Azipod propulsion is the shipping industry’s leading podded electric propulsion system and ABB believes the improved efficiency and bollard pull will expand its appeal beyond established strong markets.

The new linear flow Azipod XL achieves this jump in efficiency by introducing a nozzle with stator plates, which directs the water flow from the propeller to reduce the turbulence and energy loss and to give the optimum thrust for the vessel.

The Azipod XL represents the biggest jump in the systems’ fuel efficiency in recent years. To put it in perspective, if the newest model replaced all existing Azipod units, it would save the shipping industry 2.2 million tonnes of fuel, and 7 million tonnes of carbon dioxide, over the next 25 years. It is a quarter of a century since the

first installation of an Azipod unit, and in that time they have racked up more than 12 million running hours, saving 700,000 tonnes of fuel in the process.

“The new Azipod XL is completely in step with the needs of the maritime industry. Shipowners always want solutions which improve their bottom line whilst more stringent emission regulations are pushing operators to utilize the most efficient propulsion system possible,” says Juha Koskela, managing director of ABB’s Marine and Ports business.

One of the strengths of the modifications is that they are relatively simple, meaning there will be no compromise to Azipod propulsion’s availability record, currently standing at over 99.8 per cent.

Azimuth propulsion works by drawing water into the propeller and pulling the vessel, therefore the addition of a nozzle will optimise the water flow as it leaves the propeller. All

the improvements have been tested extensively using scaled versions in laboratory conditions.

“Azipod propulsion is widely used in the cruise industry and on many complex specialised offshore vessels” says Koskela. “However improved fuel efficiency and bollard pull of the Azipod XL will increase its competitiveness into new sectors such as tugs, ferries and LNG tankers.”

The Azipod XL concept is designed to give high bollard pull thrust at lower speed and still have good characteristics at higher speeds. This improved performance along with better fuel efficiency and 360o manoeuvrability makes the Azipod XL ideal for a wider range of vessels.

ABB’s focus on ship connectivity will also benefit the new model. Smart sensors send data to ABB’s Integrated Operations Centers, allowing insight into important aspects of the Azipod unit that are vital for maintenance.

The Azipod XL concept is designed to give high bollard pull thrust at lower speed

Major upgrade for Rolls-Royce marine thruster facility Rolls-Royce has announced that it is to invest £44 million in its marine thruster facility in Rauma, Finland. The programme will include the modernisation of the facilities and consolidation of its assembly and test capabilities for azimuth thruster production.

The Rauma operation currently covers two sites, but the investment will be based on developing a single, modernised site to meet the demands of the market and enable the business to take better advantage of future growth opportunities.

Work will begin immediately and is scheduled to be complete by 2020 with the revised facilities including at least six factory acceptance test rigs.

Commenting on the announcement, Olli Rantanen, RollsRoyce Finland, managing director, said: “Since the first azimuth thruster was developed here in Rauma over 50 years ago, these products have become the standard choice for customers demanding very high levels of reliability, power and performance often in extremely challenging environments. This investment will allow us to plan for the future, and enable us to efficiently

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produce our existing range and develop new and larger mechanical thrusters.”

Rauma currently produces mechanical azimuth thrusters for applications including semi-submersible drilling rigs, drillships and tugs, as well as specialist applications such as icebreakers and polar research ships. “Our azimuth thrusters are one of our most important products, providing mission-critical power and propulsion for some of the largest floating objects on the planet,” said Mikael Makinen, Rolls-Royce, president – marine.

“To be able to make this significant investment in Rauma not only prepares us for future growth in this market, but is a vote of confidence in the capability and expertise of our people.”

Rauma products are fitted to some of the world’s largest floating structures such as the Pioneering Spirit, owned

by Allseas, which is a heavy-lift decommissioning vessel with thirteen UUC thrusters. The world’s first floating LNG production facility, Prelude, will also use three large UUC thrusters to maintain its position during operation. These underwater mountable units are heavy-duty, L-drive, ›››

Marine Propulsion & Auxiliary Machinery | October/November 2016

48 | THRUSTERS

››› azimuth thrusters designed for extended operation in applications such as offshore rigs and drillships.

The products can be equipped with fixed or controllable pitch propellers and hydraulic operation is achieved through a closed loop system. Five frame sizes are available, with the largest UUC505 with 4.2m or 4.5m propeller sizes. Both propellers run at 600rpm and at a power of 6,500kW. Two mounting options are available; USE models for installation in dry conditions, mounting direct to the hull or a container, and USL models, with wet mounting from the top through a wet casing, with a bottom well and foundation for vertical drive motor.

Current production at Rauma also includes ARC type thrusters, which power specialist vessels such as the Finnish icebreaker Fennica. ARC series azimuth thrusters are designed for ice operation and available four sizes with powers, from 3.5MW up to 9.0MW, and can be supplied with or without nozzles. The Fennica and her sister ship Nordica also operate as offshore support vessels in summer months and the thrust technology is well suited to both duties.

Rolls-Royce has plans to build larger mechanical thrusters at its upgraded Rauma facility

Schottel EcoPeller featured at SMM

SRE products are available with seven different propeller diameters

Having introduced the Rudderpropeller over 65 years ago, German manufacturer Schottel continues to introduce innovations to the marketplace and at SMM this year presented scale models of its latest EcoPeller (SRE), a thruster design optimised for both coastal and open sea operation. The SRE is based on proven technology combined with the latest enhancements achieved through the use of CFD simulation work and model testing.

Based on the Schottel Combi Drive design principle, the SRE has its electric drive motor integrated into the unit’s vertical support tube.

This is a space-saving feature but also removes the need for angled gearing, saving cost and complexity. The result is a simple and robust design that has low vibration and noise level emissions.

The integrated High-Torque-

Marine Propulsion & Auxiliary Machinery | October/November 2016

Gear (HTG) technology also improves the durability of the unit in service, reducing maintenance downtime.

SRE products are available with seven different propeller diameters from 2.15m up to 4.2m. Power rating begin at 1,050kW for continuous unrestricted operation of vessels such as ocean going freighters and tankers. The largest units can deliver 4,000kW in the same duties or up to 4,600kW offshore or similar duties.

The SRE is also available with the Schottel LEACON sealing system, which has just gained certification from classification society DNV-GL as a leak-free sealing system for the oil-to-sea interface.

This means that the products can be operated in US waters without the need to use biooils complying with current US EPA vessel general permits.

The LEACON system has been operating in service since November 2009, with separate seals on the seawater and gearbox side and a negative pressure central chamber to collect any liquids leaking from either side. This eliminates the risk of seawater contamination of the gearbox and leakage of any oil into the sea. The system also monitors the condition of the seals through measurement of collected fluids allowing better prediction and planning of maintenance needs. Regular approved mineral gear oils can therefore be used with safety but the system can also be used with bio-oil to ensure maximum environmental protection.

Schottel also featured its SRT rim thruster at SMM, this being a space saving design that minimises noise and vibration levels for vessels where high levels of operational comfort are ›››

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ZF is ProPulsion.

Fleet operators and ship owners want highly efďŹ cient and reliable vessels. Equipment onboard must be easy to maintain, have low through-life costs and perform around the clock in the most demanding conditions. With continual research and development ZF Marine Propulsion Systems is able to provide customers with a wide range of thruster systems and appurtenant controls speciďŹ cally designed for the competitive commercial marine and work boat market. www.zf.com/marine

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Reduction Gearboxes 150 - 8000 kW

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C.P. Propellers 1000 - 5000 mm

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Fixed Nozzles and Rudder Nozzles

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•

Front End Gearboxes

THRUSTERS | 51

››› required. These electricdriven units are available in four frame sizes with propeller diameters from 800mm to 1,600mm and powers from 200kW to 800kW. The electric drive motor is integrated into the thruster tunnel, which acts

as the motor stator, with the thruster blades being fixed to the rotor. With no gearbox or transmission losses, electrical power is converted directly into propulsive force and vibration is kept to a minimum.

Thruster blades are also

optimised to reduce cavitation.

The electric motor itself is permanently cooled by the surrounding water, preventing it from overheating and increasing its reliability.

With few moving parts, the SRT also has reduced

maintenance requirements.

When work is required, this can be carried out in situ with wear parts easily replaced by a diver. With water being used to lubricate the slide bearings, the unit is also environmentally friendly.

Wärtsilä thrusters fitted to the world’s largest cruise ship Royal Caribbean International’s Harmony of the Seas, delivered from the STX shipyard in St Nazaire in May 2016, features a comprehensive supply package from the Wärtsilä Corporation, including engines, propulsion equipment, exhaust scrubber systems and the company’s NACOS Platinum navigation and dynamic positioning systems. Positioning and manoeuvring of the 362m vessel will be assisted by four Wärtsilä CT3500 transverse thrusters.

Wärtsilä manufactures a standard range of transverse thrusters with power capabilities ranging from 400 kW to 4,000kW with unit of up to 5,500kW having been provided for specific customer requirements. Besides cruise ships, the units are suitable for many commercial shipping

Four Wärtsilä CT3500 transverse thrusters enable the 362m Harmony of the Seas to berth safely

applications, including merchant vessels and offshore support and construction vessels. The main use is during harbour manoeuvring and docking operations, but they can also be integrated with a ship’s dynamic positioning system, as is the case for the

NACOS control system fitted to Harmony of the Seas.

In addition to transverse designs, Wärtsilä manufactures steerable, retractable and underwater mountable thrusters.

Many of these are now made at the Wärtsilä Propulsion Co plant in Wuxi, China, with the Wuxi

products progressively gaining type approval. In 2015, Lloyd’s Register granted approvals for all configurations of the WTT11 tunnel thruster and more recently Type Approval for all released configurations of the WST18 steerable thruster has been granted by RINA.

Tunnel thrusters keep fast support vessel on station Seacor Marine has recently taken delivery of the Alya McCall, the first in a fleet of new monohull Fast Support Vessels. Built by Gulf Craft in Franklin, Louisiana, the 63m aluminium vessel has seating capacity for 100 personnel and a top speed of 38 knots.

Station-keeping is maintained by Thrustmaster 30TT200 electricmechanical tunnel thrusters working alongside steerable waterjets and controlled by a Kongsberg DP-2 dynamic positioning system.

Electrical power for the units is delivered by three Cummins QSM11 gensets, producing a total of 870kW. Within its product range, Texas-based Thrustmaster produces azimuthing, retractable and tunnel thrusters, the latter being available with electric, hydraulic or direct diesel drive. The 30TT200 electromechanical thrusters fitted to the Alya McCall are rated at 150kW each

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but the range of these products stretches from 100kw to 3730kw, the most powerful being capable of delivering and 57 tonnes of thrust.

Designed with fixed pitch propellers, Thrustmaster electric tunnel thrusters can be fitted with bi-directional motors with variable frequency drive, which can be mounted horizontally or vertically according to the vessel design and space available. Units can be supplied complete with motors and drives or to fit flange and shaft end requirements of customer supplied drivers.

Models with powers of up to 1,500kW require external cooling as any heat generated in gears and bearings is dissipated through the pod housing to the surrounding water. Larger models are provided with an external lubrication and cooling system as part of the Thrustmaster standard scope of supply. MP

Marine Propulsion & Auxiliary Machinery | October/November 2016

ER16_MarineProp_M_210x142_Layout 1 12/09/16 10:58 Pagina 1

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PROPELLERS | 53

Bronze propeller sees full-scale ice trials In March 2016, two full-scale ice trials were performed between Oulu and Kemi in the Bay of Bothnia – the northernmost part of the Baltic Sea – where ice conditions are extremely hard during cold winters. The first trial was to perform ice trials for the Finnish Border Guard’s offshore patrol vessel Turva. The second was to test the newly developed bronze propeller in heavy ice.

The bronze propeller for ice has been developed by Aker Arctic Technology in co-operation with Finland’s TEVO and VTT Technical Research Centre of Finland. Although not as strong a material as stainless steel, bronze has some advantages over a stainless steel propeller. It offers better corrosion resistance, it is easier to manufacture and maintain and it is cheaper. Bronze is a widely used marine propeller material in open water and TEVO wanted to find out if it would be feasible to use it in icegoing vessels, too.

The bronze propeller was fitted on the Finnish Navy’s multi-purpose vessel Louhi. The vessel was designed as an oil and chemical spill response vessel and is owned by the Finnish Environment Institute (SYKE), but is manned by the Finnish Navy.

Louhi is equipped with two azimuthing thrusters with stainless steel propellers, but for the trial one propeller was replaced with a bronze propeller. The tests were performed in both ahead and astern direction in 60cm and 85cm thick level ice, 6m thick ice ridges, and ice channels.

“The conditions for extreme ice conditions were excellent,” said Kari Laukia, Aker Arctic head of ship design and engineering. “We wanted to test the propellers in conditions that were as heavy as possible. We succeeded in finding different conditions that were suitable.

“In addition to strength measurements, we took underwater

The bronze propeller was fitted on the Finnish Navy's multipurpose vessel Louhi

videos in order to see how the ice and propeller interaction took place. After the testing, Louhi returned to drydock and the test propeller was remounted and sent to TEVO for inspection.”

The conclusions based on the test results are that the bronze propeller can be suitable for vessels in 1A Super ice conditions.

The testing conditions gave reliable results and input for the propeller design for 1A and 1A Super ice class vessels.

Louhi was built by Uki Workboat in 2011. It is a multi-purpose response vessel designed to operate in all Baltic Sea ice conditions and fitted with extensive mechanical oil spill response outfit, including equipment designed specifically for collecting spilled oil in ice conditions.

Van Voorden backs stainless steel propellers

Van Voorden Castings believes stainless steel propellers are better suited to tough conditions

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As the Arctic opens up to shipping, Van Voorden Castings has been developing its knowledge base in both the ice class design of propellers and the materials of which they need to be made. The ice-cold waters near the polar regions make propeller design a challenge. There has to be a trade-off between the highest possible strength, the highest possible propeller efficiency, and the lowest possible cost of manufacturing.

Because of the growing need to be able to operate in tough conditions, Van Voorden has seen a rise in demand for stainless steel propellers in the last couple

of years. Production has switched from making just a small number of stainless steel propellers five years ago, to a point where more than half of all cast propellers were made of stainless steel in 2015.

Traditionally, propellers are made of various bronze alloys, which are used for their good corrosion resistance, ease of manufacture and reasonable material properties. However, Van Voorden believes that these material properties are not adequate for vessels sailing through ice. Either they will result in a propeller design that is crude and ›››

Marine Propulsion & Auxiliary Machinery | October/November 2016

54 | PROPELLERS

››› thick and which deviates from its optimum shape, or the propeller will simply not be strong enough for the harsh conditions.

The solution Van Voorden has chosen instead of the bronze alloys is high grade stainless steel. Although it is more expensive to machine, the cost of the material is cheaper. Depending on which kind of stainless steel is chosen, its strength can be more than twice as great as the bronze alloys, as can its resistance to wear and tear. Van Voorden contends that this will permit a more efficient propeller design and deliver lower maintenance costs, reducing the total cost of ownership.

Starting with ice classes equivalent to the FinnishSwedish ice class 1A, as the ice class increases the need for a material stronger than bronze becomes greater. When optimisation is needed and even the smallest efficiency gains are worthwhile, high-quality stainless steel can make the difference – although the extra fuel efficiency can be as little as 0.5 per cent, the

longer maintenance intervals can provide a good return on investment.

To illustrate the effect of material choice on the propeller blade thickness, Van Voorden points to a typical propeller with a diameter of about 3,500mm without ice class.

The thickness difference between a Ni-Al-Bronze (nickel, aluminium, bronze) propeller and a high martensitic stainless steel grade can be more than 12.5 per cent. This is a considerable reduction in thickness, resulting in a propeller that is less heavy.

Furthermore, the propeller is able to operate more efficiently because the profiles are more slender.

And the propeller designer has more engineering freedom to modify the blade profile in order to decrease cavitation characteristics.

A slimmer blade combined with less bulk on the tip of the propeller will reduce pressure pulses, so that the stainless steel propeller will also increase comfort on board, Van Voorden believes.

Rolls-Royce designed trawlers feature Promas Two stern trawlers of Rolls-Royce design are contracted to be built

by Freire Shipyard in Spain. One of the trawlers has been ordered

by Qajaq Trawl and the other by Polar Seafood, both Greenlandbased shipowners.

The two vessels are designed for catching shrimps and equipped with a wide range of Rolls-Royce equipment. Operational efficiency, low emissions, crew comfort, safety and excellent seakeeping capabilities have been the main considerations in the development of the ship design and equipment package.

In addition to ship design, the equipment package includes engines, the propulsion system, automation, winches, steering gear and a power electric system. The main engine in both vessels will be the Bergen B33:45 with nine cylinders.

Promas completes the propulsion system for the two new vessels. This solution integrates the propeller, a hubcap, rudder bulb and the rudder itself into a single hydrodynamic efficient unit.

A Hybrid Shaft Generator (HSG) will also be installed. HSG is an advanced power electric system that enables a much more flexible use of engine and propeller speed variations to maximise both propeller and engine efficiencies, which again helps to reduce exhaust CO2 and NOx emissions.

Both vessels use the Promas propulsive system

State-of-the art propeller adorns SMM The propeller about to be lifted into position at SMM in Hamburg

Marine Propulsion & Auxiliary Machinery | October/November 2016

Weighing in at 48.7 tonnes and measuring more than 8m in diameter, the stateof-the-art ship propeller that was situated in the plaza of Hamburg’s fair complex during SMM has been installed on the 275m container ship MSC Lorena, replacing the vessel’s original propeller.

The propeller is the official symbol of SMM, the leading international maritime trade fair, which took place in Hamburg, Germany from 6-9 September.

The model that was on display this year, made by Mecklenburger

Metallguss, is a highefficiency propeller. Manfred Urban, the company’s chief executive, explained: “The new propeller will be delivered with a finned boss cap which enables further energy savings and helps reduce the ship’s CO 2 emissions. Assuming a consumption of 100 tonnes of heavy fuel oil per day, the new propeller will cut the CO 2 emissions by one tonne per hour travelled. This is equivalent to the amount emitted by a passenger car travelling 6,500km.” MP

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5% fuel saving experiences on 3,100 vessels adopted by more than 200 owners and operators.

The PBCF has been developed and commercialized in 1987 by the corporate group centered in Mitsui O.S.K. Lines, Ltd..

PBCF is the originated device to be focused in the recovery of energy from the flow out energy in propeller hub vortex.

Research and development on the PBCF started in 1986, and sales began the following year. Since then, an increasing number of shipowners, mainly in Japan, began to adopt the system.

By 2006, the 19th year since the start of sales, the PBCF had been ordered for 1,000 vessels. Since then, it has gained worldwide recognition by vessel owners and operators, and the number of ships adopting it has doubled in just five years, reaching the 2,000 vesselｓ milestone in 2011, and now exceeding the 3,000 milestone in just four year.

Basic principle of PBCF effect

As the flows accelerated down after the blade trailing edges are blocked and rectified to a straight ship-stream by the fins of the PBCF, the hub vortex will be eliminated. without PBCF

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hub vortex

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PUMPS | 57

VARIABLE FREQUENCY DRIVES BENEFIT PUMPING APPLICATIONS The use of variable frequency drives is becoming more and more popular as a means of maximising efficiency. Here, the Sims Pump Valve Company looks at how effective they are

EFFICIENCY V. SPEED 100.0 90.0 80.0 70.0 60.0 50.0 40.0 30.0 20.0 %eff @ Min SwHz

10.0

%eff @ Max SwHz

0.0 10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Voltage rating: 460V. HP Rating: 300hp. Drive type: 6 pulse

V

ariable frequency drives (VFDs) have been publicised as the instrument of choice to reduce electrical consumption for all pumps, by reducing the revolutions of the motor when a lower demand in the system is required. In most fields, the majority of VFD systems operate by monitoring the discharge pressure of the

pump. When the demand increases, the VFD increases the motor speed and when the demand decreases, the VFD reduces it.

However, when the pump is running slowly using a VFD system, the pump can be operating so far from its design operating curve that a significant portion of the efficiency gained by

reducing the speed of the motor is cancelled out, due to the mechanical losses of efficiency of the pump. The only ways to resolve this are to change the pump to match the operating range required, which can be expensive, or to fit an impeller to match the desired operating range of the pumping system.

Sims’ impellers and wear

rings are made of Simsite - a graphite combination-fibre continuously interwoven reinforced composite that is resistant to corrosive environments, erosion and cavitation. Advanced technology is used in the design and machining of Simsite impellers and wear rings, which results in higher efficiency and a substantial

ENERGY SAVINGS – VFD WITH SIMSITE IMPELLERS AND RINGS operating demand

VFD efficiency

efficiency Simsite

total efficiency with Simsite and VFD

BHP with Simsite and VFD

kW saving

100

98

85

83.3

285.2

96

97

85

82.5

254.9

90

96

85

81.6

80

95

85

68

94

84

50

89

83

www.mpropulsion.com

capacity

head

rpm

savings/year with Simsite and VFD US$

11.0

3,520

33.6

3,379

262

1,750

$10,452

241

1,680

212.2

65.4

$31,784

3,168

212

1,575

$61,865

80.8

150.6

79.0

94.6

111.3

2,816

168

1,400

$105,280

153.0

2,394

121

1,190

73.9

40.2

$144,763

193.6

1,760

66

875

$183,102

Marine Propulsion & Auxiliary Machinery | October/November 2016

58 | PUMPS

ENERGY SAVINGS WITH A VFD & SIMSITEÂŽ FOR A 300 HP PUMP AND MOTOR 120 Percent of Operating Demand

reduction in energy costs compared with traditional cast parts. The longerterm benefits are reduced ongoing maintenance and replacement costs.

A scrubber system that has recently been installed on a vessel belonging to one of the major cruise lines incorporates five main scrubber feed pumps designed for 800m 3 per hour at an 80m head at 1,750 rpm with 250kW motors.

All have been fitted with VFDs, located in a separate air-conditioned room. A review of the system has showed that these pumps operate at 96 per cent continuous load when the scrubber system is operating.

The efficiency curve for the 300hp (250kW ) VFD drive operating at 96 per cent load shows that the efficiency of the VFD is approximately 97 per cent.

If this is multiplied by the total efficiency of the pump, of 76 per cent operating with a 96 per cent system load requirement, the total pump and VFD efficiency is 74 per cent. This means that the pump is operating at a capacity of 768m 3 per hour at 73m head at 1,680 rpm.

Using the bhp formula, whereby bhp equals (capacity) x (head) x (specific gravity of sea water)/(3,960) x (pump efficiency), bhp in this case is 285hp ((3,379) x (241) x (1.02)/(3,960) x (.74)).

With a bhp of 285hp, the pump will have an efficiency saving of 11kW (19hp (300–285) = 15hp) and an estimated energy saving of US$10,510 per year ((11 kW ) x (.11/kW ) x (8,600 hours)).

If a re-engineered machined Simsite impeller were used for this scrubber system, with an operating point of 768m3 per hour at 73m at 1,680 rpm, then the

100 80 60 40 20 0 $10,452

$31,784

$61,865

$105,280

$144,763

$183,102

Energy Savings Per Year

PUMP EFFICIENCY Efficiency 90

Pump Efficiency with SIMSITE

80 70

Pump Efficiency with VFD & SIMSITE

60 50

Pump Efficiency with VFD (metallic)

40 30

Pump Efficiency after 1 Year with VFD (metallic)

20 10 0 100

96

pump efficiency would be 85 per cent, and the total pump and VFD efficiency would be 82.5 per cent.

If the total pump and VFD efficiency of 82.5 per cent is put into the bhp formula, the bhp is 255hp ((3,379) x (241) x (1.02)/ (3,960) x (.825)), which is an efficiency saving of 45hp (300-255) or 34kW. The estimated energy saving is US$31,784 per year (34kW ) x (.11/kW ) x (8,600 hours)).

The five cyclone feed pumps which pump from

Marine Propulsion & Auxiliary Machinery | October/November 2016

90

80

68

50

the drain tank to the cyclone separators are the same size and performance, but they operate at a range of 50 per cent to 90 per cent for most of the time.

The VFD chart shows that the VFD efficiency at 50 per cent of demand is only 89 per cent efficient and the VFD efficiency at 90 per cent of demand is 96 per cent efficient. The chart helps to show the energy savings and the cost saving potential that can be obtained by combining a VFD drive

Operating Demand

with an engineered Simsite impeller and ring set.

By installing Simsite engineered pumps, impellers and rings, investment in a VFD pumping system can be maximised, with fewer losses compared with a traditional VFD and pump set-up.

Furthermore, with metallic pumps and impellers, the corrosion, erosion and cavitation force the VFD drive to increase the motor speed, which eliminates the cost saving energy benefits of the VFD system. MP

www.mpropulsion.com

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TO TECHNICAL DOCUMENTATION FOR MARINE & OFFSHORE PROFESSIONALS

Take advantage of the Maritime Technology Knowledge Bank.

• A unique, free to access resource for the global shipping industry • Access whitepapers and technical documentation covering every aspect of maritime technology, equipment and new products.

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PUMPS | 61

Colfax exhibits large seawater pump and turnkey control system Colfax Fluid Handling exhibited two advanced developments for marine applications at SMM, Hamburg in September. These were the MI-D centrifugal pump with a capacity of up to 3,900m3 per hour and delivery head of up to 50m, and the turnkey version of the CM-1000 electronic pump controller for use in control cabinets.

The MI-D pumps sea water and fresh water for cooling and ballast systems. The CM-1000 for cooling water pumps can be preinstalled in new ships or installed while underway and brought into service without down-time.

The six new sizes of the Allmarine MI-D series cover the needs of ships ranging from about 60 dwt to more than 200,000 dwt. The characteristics of the double-suction, symmetrical design include just one shaft seal, no internal bearings, and corrosion resistant materials. “The MI-D is probably the lightest and smallest water pump for large flow rates yet it also has an outstanding service life and extraordinary efficiency in marine applications,” said Christian Martin, director of product management. Efficiency is greater than 80 per cent and the

pumps are maintenance-free between service intervals. Their NPSH values of below 4m make these pumps ideal for ballast systems. Four-pole motors reduce space needs and initial outlay, compared to six-pole motors.

CM-1000 controls the flow of cooling seawater pumps according to the temperature of the fresh water and current cooling requirements, thereby saving considerable amounts of electricity. Condition monitoring keeps track of leaks, vibrations, and bearing temperature, so down-time is reduced.

The new turnkey version provides the full electronics as a ‘cabinet solution,’ including frequency converters. These modules need only to be wired into the ship. When the ship is at a standstill or slow steaming in a cold environment, CM-1000 shuts down the pumps completely and switches them back on automatically as required, which also greatly reduces energy consumption. The Cooler Clogging Supervision feature monitors cooler status and supports the crew during planning and servicing of the cooling system.

Leistritz Pumpen introduces new anti-cavitation system Leistritz Pumpen presented a new anti-cavitation system at this year’s SMM exhibition, held in Hamburg in September.

Compared with standard industry applications in relatively constant ambient conditions, pumps in ship applications in rough seas are influenced by quite different conditions. Cargo pumps on tankers are additionally exposed to difficult operating conditions – the highly diverse viscosities and temperatures of pumping fluids and loading products affect the selection of materials for pumps, as does the pump design and the selection of its associated parts.

Shipowners, operators and supervising classifications societies have strict requirements in terms of efficiency, lower costs and environmental standards.

Offloading cargo pumps therefore have to offer features such as high suction ability and robustness as well as high reliability, which are

www.mpropulsion.com

often put to the test in the tough conditions at sea.

Johannes Döring, branch manager at Leistritz, said: “The anti cavitation system monitors upcoming vibrations on the pump, which normally occur at the start of cavitation conditions. Cavitation occurs when the NPSH of the pump, which depends on viscosity, flow rate and axial speed, becomes greater than the NPSH of the system, which otherwise depends on suction pressure, suction speed and vapour pressure. Operating a pump in prolonged cavitation conditions is undesirable and causes significant vibration, noise and damage to pumps and other affected parts.

“When there are increasing vibrations of more than a defined value and time, the anti cavitation system provides a signal to the automation system, which decreases the speed by means of a variable speed drive unit. When the operating speed of the pump, and therefore also the axial speed of the fluid in the pump, is

decreased, the NPSH of the pump becomes lower and cavitation and vibrations are stopped. Finally, decreasing the pump’s operation speed in the event of rising cavitation conditions has two positive outcomes. Damage to the pump and the system is avoided, and a proper resting process is supported at the same time.” MP

ABOVE: The anti cavitation system monitors the onset of vibrations on the pump

Marine Propulsion & Auxiliary Machinery | October/November 2016

62 | COATINGS

Applying Hempaguard to a vessel’s hull

Eco-friendly coatings go mainstream A

s it becomes ever clearer that hull coatings represent an effective means of increasing vessel efficiency and saving fuel, interest in them and their adoption has grown. However, the need for such coatings to be environmentally friendly is increasingly dictating choice.

Hempel, for example, recently announced that after only two and a half years on the market, its award-winning innovative fouling release product Hempaguard has now been applied as a full vessel coating to 500 ships. This milestone was reached with the coating of a 61,614 dwt, 2011built container vessel.

Hempaguard was introduced to the shipping industry against a backdrop of rising bunkering costs, tightening environmental regulations and the introduction of mandatory Ship Energy Efficiency

Environmental concerns are increasingly dictating the choice of hull coatings

Management Plans (SEEMPs).

Originally launched in 2013 as an innovative low cost fouling defence product, Hempaguard has, according to the manufacturer, shown an outstanding resistance to fouling during idle periods of up to 120 days, providing shipowners with full trading flexibility. Unlike ordinary hull coatings, which in general are specified according to a vessel’s speed and activity level, Hempaguard retains its effectiveness when switching between slow and normal steaming and so is suitable for all vessel types. This, together

Marine Propulsion & Auxiliary Machinery | October/November 2016

with fuel efficiency levels of around 6 per cent, has been a major contributor to its success.

Claes Skat-Rørdam, Hempel marketing manager for fouling control, said: “Hempaguard’s success is true testament to how well our coating has been received by shipowners. The combination of silicone hydrogel and biocide science has revolutionised antifouling technology to deliver excellent fouling resistance.

We are delighted to reach this milestone after such a short space of time, which proves the value of our coating. Our aim is to continue to connect

with our customers to develop trusted solutions that match their evolving ship operating patterns.”

Hempel Group vice president for marine marketing Christian Ottosen added: “Feedback from our customers has been resoundingly positive, confirming that their vessels have remained cleaner for longer than they have with any other antifouling product. The USA and Europe have been the first regions to benefit from the advantages of the broad and flexible range of service parameters this coating offers, with popularity now increasing in Asia. Further evidence of Hempaguard’s value as a trusted solution is a recent agreement to coat 14 vessels for one of the world’s largest container operators.”

Hempaguard is the first product to use Hempel’s patented ActiGuard technology that integrates silicone hydrogel

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COATINGS | 63

and full diffusion control of biocides in a single coating.

The company is so confident about the product that it offers the industry’s first performance satisfaction guarantee.

A more recent addition to the market is the antifouling ingredient Selektope, which received approvals in 2015. It has now entered the mainstream, with the first branded marine coatings to feature it launched by coatings major Chugoku Marine Paints (CMP).

Developed by Sweden’s I-Tech, Selektope’s pharmacological action is unique among marine anti-fouling applications. It repels barnacle settlement on ships’ hulls by temporarily stimulating the barnacle larvae’s swimming behaviour.

CMP’s new generation Seaflo Neo range of antifoulings make the Selektope solution available as a high performance product for mainstream operations, under two separate brands: Seaflo Neo CF Premium, and Seaflo Neo-S Premium.

Seaflo Neo CF Premium is based on zinc polymer technology. It is a coating with an in-service life exceeding five years, which is ideal for ocean-going vessels operating worldwide. It has already been applied in full coats to vessels owned by shipping companies based in Sweden, Hong Kong, South Korea and Japan.

Seaflo Neo-S Premium is based on silyl polymer technology and specifically targets low activity vessels. It has kept hulls free of barnacles, even when ships have been static during outfitting in the harsh fouling conditions in South Korean shipyards, according to CMP. “These new Seaflo Neo antifoulings will meet the demands of today’s shipping market,” said Masaya Hata, CMP general sales manager.

“Seaflo Neo CF Premium is particularly effective for owners seeking optimised vessel

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efficiency in high fouling areas, while Seaflo Neo-S Premium comes into its own when ships spend more of their time at rest.”

“Selektope is proving to be spectacularly effective in the prevention of barnacle attachment and is confirming itself to be capable of delivering unsurpassed antifouling performance, even when a ship has a long lay-up at anchorage or a long static period during trading,” CMP says.

The Seaflo Neo range has been developed over a decade of trials and performance data gathering by CMP. Because of the low concentration needed, Selektope does not compromise the chemical structure, colour or other co-operative biocides of a marine coating.

Philip Chaabane, I-Tech chief executive, commented: “After a 16-year journey for Selektope through research, testing, approvals and industrialisation, we are honoured to be part of CMP’s new premium antifouling range. Selektope is already excelling in mainstream shipping operations, as well as the tougher conditions arising from more aggressive fouling.”

Selektope is fully approved under the EU’s Biocidal Products Regulation. I-Tech has reported that orders for coatings that included Selektope in the first part of 2016 were double those achieved for the whole of 2015.

Meanwhile, AkzoNobel recently launched Intersleek 1000, a new biocide-free fouling control coating developed by its marine coatings business.

Offering fuel and CO2 savings of up to 6 per cent, the new product – part of the company’s International range – is the first fouling control coating to be based on Lanion technology. The patented technology incorporates biorenewable raw material that helps to deliver enhanced vessel performance, so that hulls coated with Intersleek 1000

maintain an ultra smooth surface, reducing drag and lowering fuel consumption and emissions.

“The launch of Intersleek 1000 acknowledges the need to provide choice and diversity to our customers by developing coatings that recognise the differing preferences and operational requirements of shipowners and operators looking to invest in more sustainable hull coatings,” explained Robert Wong, marketing director at AkzoNobel Marine Coatings.

The long-term fouling control performance of Intersleek 1000 is equivalent to a self-polishing copolymer (SPC) coating. In addition, when compared with SPC coatings, Intersleek 1000 delivers smoother films upon application, leading to lower hull roughness and improved vessel efficiency. A further benefit is the product’s eligibility to be included in AkzoNobel’s award-winning carbon credits initiative.

Based on a considerable level of research and development, Intersleek 1000 has delivered proven in-service performance on pure car carriers, container vessels and liquefied natural gas (LNG) carriers. A roro vessel coated with Intersleek 1000 generated 1,500 carbon credits during a five-year in-service trial. The 1,500 carbon credits represent the removal of

1,500 tonnes of CO2 from the atmosphere and were accrued through a 6 per cent fuel saving that was independently validated and verified by RINa Services and the Gold Standard Foundation, as part of the carbon credits issuance process.

Mr Wong continued: “Thanks to Intersleek 1000’s Lanion technology, we can offer an alternative sustainable coating option, which supports the widespread adoption of ecoefficiency technologies while meeting our commitment to developing innovative coatings in a sustainable way. This will boost the operational and environmental performance of the shipping industry, as well as improving efficiencies and profitability for shipowners and operators.

“As a tangible demonstration of our confidence in Intersleek 1000, customers will be offered performance guarantees in their performance maintenance agreements for Intersleek 1000.

These include guaranteed degradation of no more than 4.5 per cent for the full duration of the five-year docking cycle.

More information about the exact operational, cost and environmental efficiencies delivered by Intersleek 1000 on individual vessels and fleets can be accessed through our big data consultancy tool Intertrac Vision.” MP

Selektope is proving to be ‘spectacularly effective’ in the prevention of barnacle attachment

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COATINGS | 65

Sigmashield MTC delivers high performance for dry bulk cargo holds PPG Industries’ protective and marine coatings business unveiled a new protective system for dry bulk carrier cargo holds this year. The PPG Sigmashield MTC system is built on a unique coating technology that comprises a PPG Sigmashield Prime undercoat and PPG Sigmashield MTC topcoat.

Designed specifically for the cargo holds of dry bulk carriers, the system features a unique chemistry that maximises technical performance and offers a commercially sound solution for spot and full repairs as well as for application for newbuildings. Its robust properties make it the ideal coating for premium performance in the demanding dry bulk cargo environment.

Christophe Cheikh, PPG’s global product support manager, said: “The chemistry within the PPG Sigmashield MTC system includes a prereacted amine hardener in the coating. This provides a kick-start for the curing reaction which results in a shorter curing time and a return to service that is among

the fastest in the industry.

After just two coats of 100 microns, a vessel can resume service in only two days when transporting iron ore and five days when carrying hot coal.”

The careful selection of inert raw materials in the formulation of the PPG Sigmashield MTC system ensures that any unwanted chemical reactions at the surface are avoided and the system delivers excellent chemical resistance, enabling safe operation with all International Maritime Solid Bulk Cargoes (IMSBC) Code cargoes.

In addition to fast curing, the system’s excellent antiabrasive and anti-corrosive properties extend the service life of vessels and are effective across a wide range of operating temperatures thanks to the high glass transition epoxy matrix. As a result, damage commonly caused by cargo settlement during vessel operation is minimised.

Mr Cheikh added: “The PPG Sigmashield MTC system has undergone extensive tests in controlled situations designed to replicate actual

PPG Sigmashield MTC features a unique chemistry that maximises technical performance

loading and cargo carriage conditions. While the top coat PPG Sigmashield MTC has been designed to be applied on top of aged epoxies and to withstand mechanical, thermal and chemical impacts from the wide range of traded cargoes, PPG Sigmashield Prime has been optimised to provide an excellent steel protection with very good mechanical, thermal and corrosion properties. The surface wetting properties built into the hardener provide excellent adhesion, anticorrosion and creep resistance.

So when inevitable mechanical damage eventually does occur, the area affected remains limited and so extends the service life of the coating.”

When applied in enclosed environments containing various chemically-active cargoes and subjected to temperature cycles in the presence of moisture, it was found that PPG Sigmashield MTC was the best system in its class, exhibiting the smallest amount of undercreep – similar to that of a water ballast tank coating system.

Ecospeed pays dividends for Interscan Sailing in ice-bound waters is the toughest test for a hull coating. Standard antifouling paints or simple epoxies are usually scraped off by the constant abrasion of the ice, and extra drydockings are needed to repaint – often after just one season.

This was a major problem for German shipowner Interscan Schiffahrt. It

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controls a fleet of 23 vessels, many of them operating in the Baltic Sea and seas in the far north.

Like other vessels operating in ice conditions, they used to require frequent repairs to their underwater coating, with time out of service every one or two years.

However, the company no longer has this problem.

In 2005, Interscan decided to apply Subsea Industries’ Ecospeed hard coating to 3,000 dwt general cargo ship Patriot during the vessel’s scheduled drydocking. The underwater hull was blasted to bare steel and was coated with two 500µm coats of Ecospeed.

“Patriot was coated ten years ago and has

traded in ice every year since then, but the coating has lasted perfectly well,” said Interscan’s head of chartering Michael Tensing.

“Before Ecospeed we used normal epoxy coatings which would last for, perhaps, one to two winters.

Now we need pay no attention to the coating and there is no need for extra ›››

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66 | COATINGS

››› drydockings,” he said.

He explained that during an Ecospeed vessel’s scheduled drydocking the hull is simply pressure washed. Where there is mechanical damage, the coating is easily repaired by simply painting over the damage with a brush – a major advantage over other types of coatings.

“Cleaning has not been needed for the northern routes we use. For our ships that sail in warmer waters, the Ecospeed hull does need underwater cleaning from time to time, but we know that after an underwater clean the fuel consumption goes down to what it was when the paint was new.”

Referring to Interscan’s 6,288 dwt general cargo ship

Karin, which had Ecospeed applied following the success of the Patriot coating, Mr Tensing said: “Karin sails in warm waters and in those conditions it might need an underwater cleaning every six months. But it is an easy procedure because the coating is very tough.

Cleaning takes only six to eight hours.”

Subsea Industries’ hard coatings can also be used on rudders and other appendages, preventing cavitation damage. Since rudders have to be blasted to Sa2.5 before a traditional coating cavitation can be negated by applying Ecoshield at the newbuild stage.

“It is worth the cost because no welding work will be needed,” said Mr

Patriot was coated with Ecospeed in 2005

Tensing. “Subsea Industries’ hard coatings are not harmful to the environment.

The coatings are accepted in ports, such as those in Australia, where underwater cleaning is restricted.”

He added: “In 2015, after 10 years of trading on the same routes, Patriot’s Ecospeed coating is still going strong. We are very impressed with it and now have the coating on seven vessels – six coasters and one multipurpose vessel. It has performed very well for us.”

According to Mr Tensing, Interscan calculated that full amortisation of the cost of coating is 3.8 years. “Since the coating lasts for more than 10 years, it makes sense. Ecospeed more than pays for itself.”

AkzoNobel adds cruise ships to Intertrac AkzoNobel’s marine coatings business has announced the addition of cruise vessels to Intertrac Vision, its big data tool that, according to the company, provides accurate and transparent predictions about the fuel and CO2 savings potential of fouling control coatings prior to application.

AkzoNobel says that the new version of Intertrac Vision brings an increased level of transparency and choice to the cruise sector, enabling the company to work consultatively with customers to ensure that the most effective and appropriate coatings solution is selected for each vessel within a fleet.

Intertrac Vision is a pioneering free digital consultancy service for shipowners developed by AkzoNobel over a four-year period. The technology was created by AkzoNobel scientists in partnership with leading academic and commercial research institutes, including the University College London Energy Institute, the Maritime Research Institute Netherlands (MARIN), and Newcastle University, and in consultation with more than 30 shipowners and operators worldwide.

The first version of Intertrac Vision was launched in October 2015 and incorporated the ship powering requirements of more than 85 per cent of the world’s deepsea fleet, including bulkers, tankers including product tankers and chemical tankers, and container ships. The addition of cruise vessels to Intertrac Vision marks the continual development of the technology, in line with AkzoNobel’s aim to ensure Intertrac Vision remains current and relevant to the latest shipping industry dynamics.

Michael Hindmarsh, project lead for Intertrac Vision, said: “As a leading pioneer in the hull coatings market with our International brand, we want to continually develop the functionality of Intertrac Vision to meet the needs of our customers and the changing

Marine Propulsion & Auxiliary Machinery | October/November 2016

dynamics of the market. The technology’s scalable design and adaptability facilitate this.

“The incorporation of cruise vessels into Intertrac Vision is the first significant step towards this aim. Hull coatings play a key role in the profitability and sustainability of these vessels because of the fuel and CO2 savings that can be delivered. Through Intertrac Vision, we can provide cruise vessel owners with tangible proof of the return on investment from the comparison of fouling control coatings prior to application. In doing so, we can support the long-term profitability and sustainability of the cruise industry. Furthermore, as part of the continued evolution of Intertac Vision, we expect to add liquefied natural gas vessels to the technology shortly.”

Intertrac Vision combines an understanding of total hull roughness (micro and macro) and roughness associated with biofouling, and uses studies carried out by computational fluid dynamics on different hullforms in order to make accurate predictions about the impact of fouling control coatings on the comparative powering requirements of a vessel. Intertrac Vision comprises hundreds of thousands of datasets, making it the shipping industry’s first big data solution to accurately predict the performance of a coating technology prior to application.

Intertrac Vision processes individual vessel parameters, inputted during consultation, and then uses multiple proprietary algorithms and models to provide an accurate and detailed assessment of the impact of each potential fouling control coating choice over the ship’s specified in-service period. Key outputs from Intertrac Vision include the ship’s powering requirement, fuel oil consumption, fuel oil cost, CO2 emissions predictions and a full cost benefit analysis when comparing different coatings and surface preparation options. MP

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HempaguardÂŽ Hempaguard is recommended for any type of vessel with any trading pattern as well as during extended idle periods. We believe that nothing compares with the Hempaguard fouling defence system. hempaguard.hempel.com

68 | DESIGN SOFTWARE

CFD aids cutting-edge catamaran design Virtu Ferries of Malta has signed a newbuilding contract with Australia’s Incat to build a high speed Wave Piercing passenger and vehicle catamaran for its Malta–Sicily route. The design is based on the latest computational fluid dynamics (CFD).

Using state-of-the-art CFD and hydrodynamic free-running model test techniques, the well proven Incat Wave Piercing Catamaran hullform has been further developed for conditions on the route. The hydrodynamic tests were undertaken by Seaspeed Marine Consulting at the Ocean Basin and Ship Tank in Gosport, UK – facilities normally associated with UK Ministry of Defence projects.

The hull design has been developed to minimise fuel consumption and to increase passenger comfort and seakeeping performance, at the desired contract speed, in simulated sea conditions prevailing in the Malta Channel. This is in line with established green policies being recommended by the international maritime industry, said Virtu Ferries.

Delivery is scheduled for the fourth quarter of 2018, the company said in a statement.

At 1,000 tonnes deadweight, the vessel will be the largest ropax catamaran ever built for operation in the Mediterranean, and the second largest in the world. It will have a capacity of 900 passengers in four luxury lounges on two passenger decks and additional outside seating. The full span of the garage deck is designed to carry 23 heavy commercial trailers, equivalent to 490 truck lane metres or 167 cars. At a cruising speed of 38 knots, the Malta to Sicily crossing will take approximately 90 minutes.

Incat is the world leader in building large, high-speed ferries with an emphasis on environment friendly operations and fuel efficiency. Incat vessels, commercial and military alike, are to be found all over the world.

Virtu Ferries has been operating high speed ferries for 28 years. As well as the Malta–Sicily route, it operates ferries

Using CFD, the Incat wave piercing catamaran hullform has been further developed

between Venice and Adriatic ports in Croatia and Slovenia as well as between Tarifa in Spain and Tangier, Morocco.

The new vessel will be deployed on Virtu Ferries’ core Malta– Sicily route alongside Jean De La Valette. The current schedule of daily return voyages between the two neighbouring islands will be increased to strengthen the connection between Malta and mainland Europe. Virtu Ferries said that a second vessel will increase flexibility and reliability and so support marketdriven route expansion. The company is undertaking a number of initiatives to increase incoming tourism as well as serving the Maltese and Italian business communities.

The new ferry will be built under DNV GL class society rules and will comply with IMO’s International Code of Safety for High-Speed Craft (HSC Code 2000), the Malta Flag statutory regulations and Italian port state requirements. As with all other Virtu Ferries vessels, the new ferry will fly the Malta Flag.

Digitalisation of shipbuilding supports lifecycle management

Tim Nichols (Siemens): “With our software tools shipyards can take on a much broader role”

Marine Propulsion & Auxiliary Machinery | October/November 2016

“The digitalisation transformation of shipbuilding is underway,” said Tim Nichols, managing director for global marketing at Siemens PLM Software.

“The aim is to integrate and harmonise all the functions in a shipyard, with the support of Siemens’ product lifecycle management [PLM] software.

It is a complex enterprise.”

Mr Nichols said that there is now strong interest in the digitalisation of shipbuilding to incorporate the lifecycle management of ships. “The complexity of modern ships means that it is no longer

possible to manage manually.”

He added that there is increasing use of simulation to manage shipyards and their processes. “Most leading shipyards are now aggressively pursuing digitalisation.”

Siemens is working with a number of shipyards in both the naval and the commercial shipbuilding sectors. It is already working with seven digital shipyards, including Hyundai Heavy Industries and Daewoo Shipbuilding & Marine Engineering in South Korea, and with a further three yards that are undergoing digital transformation – Astimare, Royal

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DESIGN SOFTWARE | 69

IHC and Blohm & Voss – based on Siemens PLM software. It has recently confirmed that it is starting to work with another yard, specialist Italian yacht builder Ferretti.

“The most important aspect is projecting this

approach throughout the lifetime management of vessels,” Mr Nichols said. “We see this being rolled out in particular across commercial shipbuilders constructing high value vessels such as cruise ships. With our software tools,

shipyards can take on a much broader role.”

Matthias Schulze, executive vice president of Siemens Marine, added that there is a need to take a holistic approach, embracing the needs of shipbuilding and

shipping in the context of current industry trends.

“Lifecycle management is key.

There is a need to consider the overall ship and systems design and operation. We can now simulate entire ship systems in operation.”

Foreship hullform yields substantial fuel savings Hullform optimisation and hydrodynamic design from Finland-headquartered Foreship are at the core of major fuel consumption savings to be achieved by a new generation of coastal general cargo ship.

Finnish shipping company Meriaura has recently taken delivery of Eeva VG, the first of two VG EcoCoaster general cargo vessels ordered from Dutch shipbuilder Royal Bodewes.

With a length of 103m and a width of 13.6m, Eeva VG is a dry cargo ship with Ice class 1A. Eeva VG's sistership, Mirva VG, is slated for delivery by the end of November.

The VG EcoCoaster is designed to cause less environmental impact than dry cargo vessels of same type and size, according to the company. The hull and machinery are optimised to the speed of 10.5 knots in open water conditions.

Additional power required for meeting Ice class 1A requirements is provided by a diesel-electric driven booster unit.

Meriaura Group signed the contract for the two 4,700 dwt general cargo newbuilds at the Dutch yard in January 2015.

Hullform and machinery optimisation are expected to almost halve fuel consumption compared to conventional dry cargo vessels of similar type and

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size, considerably reducing fuel emissions.

Foreship worked with Meriaura and Aker Arctic Technology at the EcoCoaster’s concept stage, in a project that envisages the ship type using either marine gas oil (MGO) or biofuel, to meet and even exceed maritime environmental regulations.

“Altogether, 45 hull alternatives were considered, of varying lengths and hydrostatics, with the aim of minimising resistance while achieving small wave formation and good wake field for the propeller,” said Risto Ajanko, Foreship senior specialist in hydrodynamics.

“The main dimensions

of the EcoCoaster were optimised, achieving the best ratio between capacity and fuel consumption.”

Using Foreship’s advanced in-house computational fluid dynamics tools, designers also reached the best compromise for performance in open water and in the ice channel, with Aker Arctic Technology advising and model testing to enhance performance in ice. In addition, analysis focused on optimising the smooth wave profile along the hull.

The hullform includes a long and narrow bow that will achieve lower resistance in ice channels, while flare angles minimise additional resistance in waves. The

aft shape features a narrow gondola to enhance wake field for the propeller.

The EcoCoaster’s dualfuel propulsion will be delivered by an Anglo Belgian Corp 8DZC medium speed main engine which will be suitable for biofuel and MGO. VG-Shipping, part of Meriaura, operates its own biofuel refinery in Uusikaupunki. The owner’s goal is for EcoCoasters to make up at least half of its fleet (currently 20 vessels) within five years. A larger EcoCoaster design is also under development. MP

BELOW: Eeva and Mirva under construction at Royal Bodewes

Marine Propulsion & Auxiliary Machinery | October/November 2016

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CARGO HANDLING | 71

Konecranes secure more port orders for RTG cranes Konecranes Plc announced in August 2016 that it had received a new order for 12 of its Rubber Tyred Gantry cranes (RTG) from the South Carolina Ports Authority (SCPA) of Charleston, USA. Completion of the new container handling cranes, planned for later in 2017, will bring the authorities total RTG fleet to 53.

The SCPA owns and operates public port facilities both in Charleston, and in Greer with the latest RTGs destined for the Wando Welch terminal. Commenting on the order, Stevenson Kemp Jr., director, terminal operations for SCPA said "This makes our fifth RTG order with Konecranes since 1998. We continue to return to Konecranes because their RTGs have proven to be best-in-class in quality of construction, operating characteristics and long-term serviceability. Konecranes also provides excellent technical and maintenance support from their local facilities. We look forward to building on our already strong partnership with Konecranes.”

The new RTGs will be rated for a lifting capacity of 50 long tonnes and are capable of stacking containers five high and at six-plus truck lanes wide. All Konecrane RTGs come equipped with an active load control system, to eliminate container sway and improve container-handling performance. Auto-steering and truck lift prevention features are also available. The SPCA RTGs will also have facilities for the later incorporation of features such as stack collision prevention and auto-truck guiding systems, should there be a future requirement for upgrade to semi-automatic operation.

Konecranes RTGs have maximum lifting height of 21.5m and gantry spans of up to 29.5m are available. The cranes have been based on hydraulic-free systems since 1995 with electric drives offering lower energy consumption. Primary power can be fully electric or diesel electric and the company also offers the option of a hybrid power pack system. This allows the crane to draw power from an energy store, which is recharged from the diesel power unit but also through energy recovery during load braking

Konecranes RTG container handling cranes are available for both manual and see-automatic operation

operations, thus significantly reducing energy use and fuel costs.

The SCPA order closely follows on other RTG orders, including six units for the Noatum Container Terminal Valencia, Spain. This fifth order for the terminal will bring the Noatum RTG operating fleet to 27 by Spring 2017. The terminal is the main entry point into Spain and used by major global container shipping lines. The latest 40ton RTGs will be equipped with Konecranes’ active load control and diesel fuel saver systems. “Winning a repeat order is always very satisfying, because it shows that we’re doing some very important things right,” said Antti Halonen, sales manager, Konecranes, Port Cranes. “We’ll do our very best to keep earning Noatum’s trust.”

Algoma selects MacGregor unloading systems for new carriers Part of the Helsinki based Cargotec business, MacGregor is a global supplier of equipment for the marine and shipping sectors, with solutions and services for handling cargoes of both liquids and dry bulk materials. The latter Includes systems for handling cargoes such as coal, cement, clinker, iron ore, gypsum and stone derived products.

Its orders this year include gravity self-unloading systems for two 29,800 dwt bulk carriers for the Canadian Great Lakes operator, Algoma.

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Being built at the Yangzijiang shipyard, in China, the vessels will be delivered late in 2017 and early 2018. The contract covers the supply of highlyautomated, self-unloading system designed for a unloading rates of up to 5,450 tons per hour (t/h) of stone or iron ore and 4,360 t/h of coal.

The systems include discharge boom, full flow cargo gates and conveyor belts.

"MacGregor thoroughly discussed Algoma's technical requirements during the precontract phase and was able to offer the most efficient

solution that best suited the operator's needs," said Mikael Hägglund, sales manager, self-unloaders. "Meeting the tight delivery schedule and the coordinated teamwork with the shipyard was also an important factor in securing the order." The new bulkers will join Algoma's existing Great Lakes fleet of 13 selfunloading vessels, all of which comply with strict environmental protection legislation governing the area.

MacGregor gravity selfunloading systems are rated to operate on a continuous

basis with discharge capacities typically between 1,000 t/h and 6,000 t/h but higher capacity systems can be provided for specific projects.

Other recent MacGregor orders include first contracts for Pusnes crude oil bowloading and offloading systems, and K3030-4 mechanical grab cargo cranes for two new 25,600 dwt dual-fuelled handysize bulk carriers. The Pusnes loading systems are to be supplied for two cargo transfer vessels being built at Cosco shipyards. MP

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72 | ON THE HORIZON

Digitalisation demands a more holistic approach Siemens is embracing trends towards digitalisation and automation in its development of new products and services

C

urrent trends in the maritime industry, in particular increasing digitalisation and automation, mean that there is a need to take a more holistic approach to include the entire lifecycle of a vessel, embracing shipbuilding and shipping, Mathias Schulze, executive vice president for marine at Siemens, said at the SMM event in Hamburg. “Lifecycle management is key, from design to the end of a ship’s operating life.”

Customers are increasingly demanding more environmentally friendly solutions, combined with greater efficiency and smart energy management onboard, easier diagnostics and maintenance of equipment and systems. He said that Siemens is continuing to develop its drives and electronic control systems in the context of these trends.

Data exchange and the availability of data both onboard ships and ashore will be of increasing importance. Further development of onboard grids, drives, power conversion will extend to hydrodynamics aspects. Mr Schulze added: “Lifecycle management is key. There is a need to consider the overall ship and systems design and operation. We can now simulate entire ship systems in operation.

“We have got several projects for shortsea shipping and ferries with hybrid systems and using alternative fuels. This will extend to ocean going ships. There is a trend towards smart sensors as part of digitalisation. We are also looking at making use of ships’ waste energy, such as heat, to reduce fuel consumption.”

A recent development is the SISHIP ESIPOD-M permanent magnet, a new design with a mono propeller providing an extended power range up to 25MW. The first project using this technology is for a Saga cruise ship under construction at Meyer Werft in Germany.

Siemens is to supply the complete propulsion package for the 236m long, 56,850gt vessel, which is due to be delivered in 2019. Siemens will install its SISHIP Power and Drive MV with eSIPOD 10M, with power and distribution plant. Siemens said that the eSIPOD provides high overall efficiency resulting from the combination of a compact hydrodynamically optimised design and an efficient permanent-excited synchronous motor.

The propulsion motor is integrated into a pod shaped housing outside the ship's hull. The combination of the eSIPOD and Siship Drive MV provides a balanced integrated propulsion system with improved propulsion efficiency, with low noise and vibration.

Marine Propulsion & Auxiliary Machinery | October/November 2016

Mathias Schulze: We can now simulate entire ship systems in operation

The Siship Power MV power supply system comprises four generators with a total electrical output of 21MV. Distribution is by the NxAIR medium voltage switchgear. Siemens integrated protection systems, Power Plant Protection, Generator Power Adaption System and Propulsion Control System, monitor and control the whole system.

Mr Schulze said that development of Siemens EcoMAIN is continuing with additional modules that are consistent with the move towards autonomous shipping. EcoMAIN is a data information platform and decision support system that provides standardised interfaces for collecting operating data from onboard systems. “This enables shore management to have an overview of plant onboard ships and individual drives.”

Applications include energy consumption optimisation, emission measurement, maintenance schedules, document management or reporting of heavy fuel oil bunkering processes.

The bunker fuel measuring system can also provide part of the readings required to prove compliance with the MRV regulation.

He said that Siemens is fostering partnerships with other industry players including shipbuilders, owners and product suppliers and will continue to develop new technologies. It is extending its digital shipyard concept using Siemens PLM software. It is already working with seven digital shipyards. Three more yards are undergoing digital transformation and Siemens recently confirmed that it has started working with another yard, specialist Italian yacht builder Ferretti. MP

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European Marine Engineering conference | awards | exhibition 25-26 April 2017, Amsterdam MĂśvenpick Hotel Amsterdam City Centre

Nominations are now open for the Marine Propulsion Awards 2017 The Marine Propulsion Awards Ceremony and Gala Dinner will be held on the 25th April 2017 during the European Marine Engineering Conference at the MĂśvenpick Hotel in Amsterdam City Centre. Nine awards will be presented to industry professionals and leading companies from across the marine engineering sector, recognising and celebrating achievements from across the industry.

All entries must reflect developments that have been made during 2016. For further information on the awards criteria, visit www.marineengineeringeurope.com/awards Marine Engine of the Year Award The winning entry will be incorporate an innovative and original development that resulted in a stepchange in engine technology.

Ship of the Year Award The winning entry will be a vessel of any type that incorporates innovative technical developments that identify it as a landmark vessel.

Environmental Performance Award A process or management approach that has featured in a shipboard installation during the previous calendar year.

Electrical Power System of the Year Award The winning entry will be an electrical power system or major component (such as a generator, transformer or motor or any combination).

After-sales Service Excellence Award For an after-sales programme that takes a novel approach to providing customers with a better, faster or more economical after-sales service.

Marine Coating of the Year Award For a marine coating or coatings-related technology or research that has contributed to a substantial improvement in a coating’s performance

Planned Maintenance Software System Award For a company or individual to enter software-based products, systems or processes that improve planned maintenance of onboard equipment.

Graduate Research Award Recognising research that advances marine engineering knowledge in a way that will improve overall ship efficiency, machinery performance, safety or environmental impact.

The Lifetime Achievement Award The Lifetime Achievement Award chosen by the editors of Marine Propulsion & Auxiliary Machinery is presented to an individual who has shown consistent leadership and technical inspiration in the field of marine engineering.

www.marineengineeringeurope.com/awards

Gold sponsors

BUNKER BULLETIN | 75

Glander International Bunkering merges with Scandinavian Bunkering Glander International Bunkering has merged with the Norwegian company Scandinavian Bunkering. Scandinavian Bunkering has thus changed its name and rebranded to Glander International Bunkering (Norway).

Scandinavian Bunkering operates worldwide from Norway and Singapore and, as a result of the merger, Glander International Bunkering will now have an office in Norway

and an extended office in Singapore. For the clients of both firms, an increased worldwide representation promises greater access to business professionals, stronger purchasing power and improved internal administration services.

This will be Glander International Bunkering’s second office in Europe and illustrates the group’s goal

World bunker prices LATEST PRICES Settle Latest

of increasing geographical coverage and maximising responsiveness to its clients.

All traders from Scandinavian Bunkering and Scandinavian Bunkering (Singapore) will continue, keeping the same phone numbers, but e-mail domains will change.

It is hoped that the synergy between both firms will result in a more specialised pool of

(Bunker price Indications – Monday 17 October 2016)

BRENT $51.95 -$0.08 $51.90 -$0.05

WTI $50.35 -$0.09 $50.22 -$0.13

MGO $461.25 -$4.50 $462.75 +$1.50

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

IFO-380 $260-$265 $260-$265 $299-$314 $278-$285 $275-$280 $290-$295 $272-$277 $274-$280 $220-$230 $282-$287

IFO-180

$298-$302

MGO $443-$448 $443-$448 $519-$542 $489-$495 $470-$480 $485-$495 $471-$482 $478-$485 $430-$445 $488-$498

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

$286-$293 $300-$305 $292 $301

$530 -$535 $302 $311 $310-$315

$515-$535 Barging $11.50pmt $520 $535 Subject Enquiry

$305-$315 $300-$315 $295-$301 $300-$305

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

$280-$294 $267-$272 $262-$278 $285-$295 $272-$282 $281-$282

$312.50-$313.50

$480-$494 $500-$510 $460-$477 $585-$595 $514-$525 $699.50

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

$294-$298 $285-$292 $310-$315 $313-$318 $306-$311 $315-$318 $267-$272 $285-$290

$306-$315 $296-$305 $330-$338 $324-$330 $354-$359 $362-$365 $310-$315 $325-$330

$535-$545 $465-$480 $480-$495 $445-$450 $565-$570 $565-$570 $535-$545 $540-$545

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

$308-$312 $295-$305 $332-$345

NOTES

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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knowledge being made available to Glander International Bunkering clients. Scandinavian Bunkering has held a wellrespected position in the marketplace for many years which will provide ample opportunities for the teams of both firms to share best practices and in turn improve internal education and skills sets.

The managing director of Scandinavian Bunkering, Erik Rankin Vinde, will be running operations at Glander International Bunkering (Norway). Commenting on the merger, he said: “Scandinavian Bunkering has enjoyed continued success throughout its 23 years in the industry and the merger with Glander International Bunkering represents exciting times ahead for the company.

By merging we are initiating the best set-up for the future and together we will be able to deliver a remarkably streamlined international service. We will be bringing with us a team of industry leading traders, who are valued across the globe for their skills, results and experience.”

Further commenting on the development, Christoffer Berg Lassen, managing director and chief executive of Glander International Bunkering, stated: “We are proud to announce the expansion of our global network to Norway, the second European country that Glander International Bunkering will be operating in. The union of Glander International Bunkering and Scandinavian Bunkering will reinforce the group’s core values and in turn develop customer benefits. The Norwegian office will not only represent a new geographical footprint for the group but reinforces the group’s stance as a serious international market player.” MP

Marine Propulsion & Auxiliary Machinery | October/November 2016

76 | POWERTALK

HELPING SHIPOWNERS TACKLE BALLAST A Olli Somerkallio, manager, machinery department, Foreship

“There are so many factors that need to be considered”

fter years of uncertainty, the Ballast Water Management Convention was triggered in September following Finland’s ratification of it. Obviously, this has been welcomed in many quarters, but it does have the effect of posing another set of questions to shipowners, many of whom now need to invest in and install the equipment necessary to complying with the legislation.

Olli Somerkallio, manager, machinery department at leading naval architecture and marine engineering consultancy Foreship has recently been providing detailed advice on the various retrofit options, which has meant undertaking feasibility studies designed to arrive at the best possible solution.

“We are assessing the many different technical solutions and similar technologies from different suppliers for a range of vessel types and ages and thus arriving at an evaluation of the overall installation work, installation locations, and temporary and permanent structural modifications. We started to see a lot of interest in January, but since ratification it has increased considerably.”

What is clear is that there is no ‘one size fits all’ solution. “There are so many factors that need to be considered that we have to look at ships as individuals,” says Mr Somerkallio. “The layout of the machinery affects the optimal solution, plus we have to look at the space available and consult with crew on their requirements.

“Equally, depending on the technology you choose, there may well be limitations in terms of where you can operate. Brackish or fresh water put constraints on the type of systems you can use, while UV systems cannot operate at full capacity where there is a lot of silt in the water.”

In terms of the variety of systems

Marine Propulsion & Auxiliary Machinery | October/November 2016

available, this, too, creates a problem due to the sheer multiplicity of choice available.

Says Mr Somerkallio: “At a rough estimate, there are around 100 suppliers out there offering various systems. There are two main technologies: ultraviolet radiation and electrical radiation. There are other types of technology, but I do not anticipate them becoming particularly common.

“In terms of suppliers, there are essentially two main types. The first are known, established companies with a track record and a range of water treatment products. Then there are start-ups who have started from scratch purely making ballast water systems.

My recommendation is generally that it is best to work with the bigger companies for the simple reason that that have the service and support networks.”

In terms of the supply market, Mr Somerkallio expects to see some considerable consolidation as things move forward – particularly as bigger players move into the market. He says: “Now that the large companies can fully trust that they will have a market for their products, I think you will start to see big companies who don’t have a ballast water system acquiring one.”

Another problem he anticipates relates to supply. “Many of these BWMSs rely on the same companies for things like filters and other systems. That means there is going to be pressure on these suppliers, who are bound to favour their larger customers.

Equally, there may be problems relating to production capacity. At the moment, the time people will have to wait for a system to be built and supplied is around six months. In six months’ time, however, it will be eight months or a year. This is something people need to bear in mind now.” MP

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