MEMMEM Issue 35
11 July 2017
MARINE ENGINEERS MESSENGER
ALGAE BIOFUEL BREAKTHROUGHBMWS INSTALLATION DATE DECISIONWINGD X52 ENGINE TESTS COMPLETESCHOTTEL LAUNCHES NEW RUDDERPROPELLERGE AND FINCANTIERI TEAM UP ON POLLUTION SOLUTIONMSC TO ASSESS AUTONOMOUS SHIP SAFETY
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Telegraph
MEMMARINE ENGINEERS MESSENGER
MEM Issue 3511 July 2017
While not under development specifically for marine industry application, ExxonMobil and Genomics havemade a significant breakthrough in joint research into advanced biofuels. The research involves themodification of an algae strain that more than doubles its oil content without significantly inhibiting the strain’sgrowth.
Using advanced cell engineering technologies at Synthetic Genomics, the ExxonMobil-Synthetic Genomicsresearch team modified an algae strain to enhance the algae’s oil content from 20 percent to more than 40percent. Results of the research were in the peer-reviewed journal Nature Biotechnology.
Researchers at Synthetic Genomics’ laboratory discovered a new process for increasing oil production byidentifying a genetic switch that could be fine-tuned to regulate the conversion of carbon to oil in the algaespecies, Nannochloropsis gaditana. The team established a proof-of-concept approach that resulted in the algaedoubling its lipid fraction of cellular carbon compared to the parent – while sustaining growth.
“This key milestone in our advanced biofuels programme confirms our belief that algae can be incrediblyproductive as a renewable energy source with a corresponding positive contribution to our environment,” saidVijay Swarup, vice president for research and development at ExxonMobil Research and Engineering Company.“Our work with Synthetic Genomics continues to be an important part of our broader research into lower-emission technologies to reduce the risk of climate change.”
“The major inputs for phototropic algae production are sunlight and carbon dioxide, two resources that areabundant, sustainable and free,” said Oliver Fetzer, Ph.D., chief executive officer at Synthetic Genomics.
“Discoveries made through our partnership with ExxonMobil demonstrate how advanced cell engineeringcapabilities at Synthetic Genomics can unlock biology to optimise how we use these resources and createsolutions for many of today’s sustainability challenges – from renewable energy to nutrition and human health.”
Algae has been regarded as a potential sustainable fuel option, but researchers have been hindered for thepast decade in developing a strain that is high in oil content and grows quickly – two critical characteristics forscalable and cost-efficient oil production. Slower growth has been an adverse effect of previous attempts toincrease algae oil production volume.
The ability to sustain growth while increasing oil content is an important advance. Algae has otheradvantages over traditional biofuels because it can grow in salt water and thrive in harsh environmentalconditions, therefore limiting stress on food and fresh water supplies.
Oil from algae can also potentially be processed in conventional refineries, producing fuels no different fromconvenient, energy-dense diesel. Oil produced from algae also holds promise as a potential feedstock forchemical manufacturing. Since 2009, ExxonMobil and Synthetic Genomics have been partners in researchingand developing oil from algae to be used as a renewable, lower-emission alternative to traditionaltransportation fuels. Swarup said that while the breakthrough is an important step, the technology is still manyyears from potentially reaching the commercial market.
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MARINE ENGINEERS MESSENGERSHIP TECHNOLOGY NEWS TO 8544 DECISION MAKERS
EVERY TWO WEEKS
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MEPC71DECISION REACHED ON BWMS INSTALLATION DATESAt the opening of the IMO Marine Environment Protection Committee (MEPC71) last week, IMO Secretary-General Kitack Lim confirmed that draft amendments to BWM Convention regulation B-3 would be up fordiscussion, forecasting a “strong spirit of compromise and collaboration”.
He said: “The Convention provides a global level playing field for international shipping, setting clear androbust standards for the management of ballast water on ships. I am confident that this, together with all theguidance and the manual Ballast Water Management – How to do it, which is also expected to be finalised thisweek, will ensure a smooth and uniform implementation of this long awaited and important Convention.”
On the side-lines where the BWMS manufacturers, one of whom was Coldharbour, whose Chief Executive,Andrew Marshall, said the decision will ultimately decide whether the Convention’s requirements are finallyfulfilled across the many thousands of ships which require ballast water treatment system installations.
“It is a couple of minutes to midnight for this Convention,” Marshall said, “and the outcome of this MEPCmeeting will surely decide its fate. They will be discussing a possible postponement of the Convention’s entry-into-force by two years, and this may be no bad thing. But delegates at the meeting have a real chance todemonstrate that the IMO does indeed have teeth and will not put up with deliberate flouting of its bestintentions.”
The Coldharbour CEO (pictured) reported that some flag states are now actively marketing a decoupling ofthe special survey – the time when practically all ballast water treatment system retrofit installations will takeplace – from renewal of the International Oil Pollution Prevention Certificate (IOPPC). This is the point in timethat IMO set as the trigger for system installations because the IOPPC renewal normally takes place during aship’s special survey. Decoupling of the two events is a cynical means of enabling ship owners to buy moretime, Marshall believes, which flies in the face of the IMO’s intentions.
A two-year postponement of the Convention’s entry-into-force could provehelpful for the industry in several ways, Marshall said, even though it is already13 years since the Convention was adopted. However, he insists that anypostponement must come as part of a package which sees shipboardtreatment system installations timed, as the IMO has always intended, tocoincide with renewal of the IOPPC at the next special survey. Decouplingmust stop.
Marshall also warned that for ship operators whose vessels trade or maytrade in US waters, any IMO postponement of the entry-into-force isentirely irrelevant. The US is not a party to the IMO Conventionand, under US regulations, the trigger for installing treatmentsystems – either type-approved by the US Coast Guard orauthorised for up to five years from a ship’s compliance date
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under its Alternate Management System – is the first drydocking after January 1, 2014 or January 1, 2016depending on a vessel’s ballast water capacity.
Marshall said some flag states are using the IOPPC decoupling process as a means of winning more tonnagefrom ship operators who wish to delay system installations as long as possible. And some ship operators areonly too pleased to have more wriggle room, he suggests. But this is likely to have some unwelcomeconsequences for ship owners.
“If a two-year postponement is agreed at MEPC 71, and the decoupling process is not stopped, the IMO’smost-delayed Convention will have no impact on many ships for possibly another seven years from today,”Marshall observed. “This would be iniquitous for proactive owners who have already invested in theinstallation of treatment systems and have the Convention’s best interests at heart.
“It would also mean that many of the independent ballast water system manufacturers will have given up orgone bust by the time the market emerges, and as a result ship operators will be restricted in their choice ofsystem to the large corporate manufacturers which have diversified product lines that are revenue generatingand thus allow them to simply wait for the sector to come good.
“We already know that no single technology is suitable for all ship types, and having plenty of choice isessential if operators are to undertake effective due diligence before deciding on a particular treatment systemthat is not only fit for purpose but also, most importantly, reflects the actual operational requirements of theirvessels,” Marshall said.
“I urge delegates at MEPC 71 to take a strong line on these issues which will ultimately seal the fate of theBallast Water Convention. As an industry, we must have an unambiguous timeline and a chance to see throughthe IMO’s best intentions to completion,” he said.
By the end of week-long deliberations, there was little ambiguity with a tentative agreement reached on anew implementation schedule for installations. Although the revisions are not set in stone yet and have to beconsidered by for adoption at MEPC 72 in April 2018, it stipulates that ships constructed on or after 8September 2017 will have to comply with the D- 2 standard on or after that date. Ships constructed before theentry into force date are to comply with the D-2 standard at the first IOPP renewal survey completed on orafter:
• 8 September 2019, or• 8 September 2017, in the event a MARPOL IOPP renewal survey is completed during the period on or after
8 September 2014 and prior to 8 September 2017If the survey is not completed, then D-2 compliance is required at the second IOPP renewal survey after 8
September 2017, only if the first renewal survey after this date is completed prior to 8 September 2019 and asurvey was not completed on or after 8 September 2014 and prior to 8 September 2017
For ships constructed before 8 September 2017 and which are not subject to the IOPP renewal survey,compliance with the D-2 standard is required no later than 8 September 2024.
THE ROLLS-ROYCE POWERED ROYAL NAVY AIRCRAFT CARRIER HMS QUEEN ELIZABETH SETS SAILFROM ROSYTH, SCOTLAND, TO UNDERTAKE EXTENSIVE SEATRIALS
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PRIME MOVERSWÄRTSILÄ TO POWER VIRGIN FLEETWärtsilä has been awarded a contract to powerthree new passenger cruise vessels for Sir RichardBranson’s new Virgin Voyages brand.
The vessels, to be built by Fincantieri, will eachbe powered by two eight-cylinder and two twelve-cylinder Wärtsilä 46F engines as part of a scope ofsupply that includes the Wärtsilä Hybrid Scrubberand the Nacos Platinum navigation andautomation control system.
Fred Danska, Director, Cruise Business,Wärtsilä Marine Solutions, said the order forsuch a high-profile travel business brand“represents further endorsement of the qualityof our offering and the benefits of ourcapabilities as a single-source supplier”.Stuart Hawkins, Senior Vice President, Marine& Technical, Virgin Voyages, added: “We arevery pleased to be able to partner Wärtsilä forour first series of ships. Their technical expertise,commitment to supporting our sustainability goals,and excellent reputation made them the best choicefor us. Virgin Voyages is committed to creating a sea change, Wärtsilä shares our vision and will help make it areality.”Florida based Virgin Voyages’ cruise operations will commence in 2020 from Miami with the delivery of thefirst of these three ships. The other two vessels will be delivered in 2021 and 2022.
WINGD X52 DIESEL TESTS COMPLETEThe X52, the latest development in Winterthur Gas & Diesel’s Generation X low-speed diesel engine range, hascompleted Factory Acceptance Tests (FAT) and Type Approval Tests (TAT).
The newly certified engine is the five-cylinder version of the 52cm bore X52 diesel engine.Tests were performed on a five-cylinder 6408kW variant at licensee Hudong Heavy Machinery Co’s (HHM)
facility in Shanghai, China.The engine will now be delivered to power a 38,000dwt bulk carrier under construction at the Guangzhou
Wenchong Shipyard (GWS) in Guangzhou, China.Alexander Brückl, Senior Project Manager New Engines, and one of WinGD’s engineers present at the tests
said: “The X52 has proven very popular as it is an intelligent engine; its FAT and TAT have been eagerly awaitedby both shipyards and their customers.
“This very rapid market acceptance is based on the reliability and performance the Generation X diesel anddual-fuel engines have exhibited in service to date. This is also reflected in the fact that we have had theconfidence to perform the TATon the very first engine ratherthan a later engine, as theClassification Societies allow.”
The X52 type is a long strokeengine designed to provideafford higher torques at lowerengine speeds. A larger diameterfacilitates the use of moreenergy efficient propellers.
The engine will now bedelivered to power a 38,000dwtbulk carrier under constructionat the Guangzhou WenchongShipyard (GWS) in Guangzhou,China.
A total of 14 X52 engines arecurrently on order.
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TURKISH POWERSHIPS OPT FOR MANTurkish energy company Karpowership has placed anorder for a total of 38 MAN 51/60. 18 of the units will bemulti-fuel engines, which can be run on gas or liquid fuel.
Another 20 are pure gas engines, including the MAN18V51/60G TS, currently the most powerful and efficientgas engine in the world.
The engines will be employed in Karpowership'spowership fleet. "Powerships perform an importantfunction in the Power Generation segment. They quicklyand reliably make power available, which not only enableseconomic growth but also secures the livelihood ofmillions of people around the world," explaines WayneJones, Chief Sales Officer of MAN Diesel & Turbo.
Karpowership is the world's only company thatoperates a whole fleet of powerships. A total of 13 shipscurrently generate a total capacity of more than 2.7gigawatts. Further ships with a power capacity of 5.3 GWare currently under construction.
TURBOCHARGERSCOSCO TAURUS BULLISH FOR ABBABB’s A180 turbochargers have been selected for thepropulsion and auxiliary engines aboard one of the largestcontainerships ever built, the 20,000TEU COSCO ShippingTaurus, which was launched in June.
A further ten vessels under construction at ShanghaiWaigaoqiao Shipbuilding Co Ltd (SWS) for COSCOShipping Lines will each be fitted three A180-L units, atwo-stroke turbocharger, designed for large, marine dieselengines. Auxiliaries will each feature a four-stroke TPL67-C turbocharger.
Oliver Riemenschneider, Managing Director, ABBTurbocharging said: “ABB turbochargers have for a long-time been operated onboard its fleets, also themaintenance of more than 300 of these units is managedunder ABB service agreements. We look forward to thecontinuation of this relationship as we deliver ourproducts to power the engines of these new, high capacityships.”
Following China State Council’s implementation of its‘Made in China’ strategy in 2015, the Ministry of Industry& Information Technology (MIIT) last year published ‘TheAction Plan for Improving the Marine EquipmentIndustry’s Capability (2016-2020)’. This outlined furtherthe importance and the key tasks for developing Chinainto a shipping and ship building powerhouse. Theconstruction of these eleven new box ships representscontinuing progress towards this significant goal.
Allan QingZhou Wang, Head of ABB TurbochargingChina added: "This addition in tonnage to the worldcontainership market underlines the high potential toachieve this goal of building China into a great power ofshipping and shipbuilding in line with the MIIT ambition.At the same time ABB is recognizing and responding tomarket demand across Asia, by strengthening our footholdin China.”
COSCO Shipping Taurus is 400m long and 58.6m widewith capacity to transport 20,000TEU of which 1000TEUwill be refrigerated.
Type Approvedto IMO MEPC227 (64)
Mark Beavis - Managing DirectorNadrazni 72, CZ -15000 Praha 5,Czech RepublicTel: +420 724 011 775Email: [email protected]: www.acomarine.com
ACO Marine's new MARIPUR NF and CLARIMAR MF advancedwastewater management systems are the merchant, naval andmegayacht sectors most effective solutions for meetingstringent IMO MEPC 227(64)rules.Compact and economicalwith the lowest operatingcosts of any sewagetreatment plant, CLARIMARMF and MARIPUR NF areproven to reducecoliform bacteria, TSS,COD, nitrogen andphosphorous content tolevels significantly belowthe mandated requirements.
MARIPUR NFCLARIMAR MF
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SHIP PROPULSIONWATERJETS FOR NEW CATAustralia’s Austal has ordered four ofWärtsilä’s compact axial flow waterjets fora 109m aluminium catamaran it isbuilding for Denmark’s Molslinjen.
“This is a prestigious newbuild projectand we are proud that our waterjets havebeen selected to drive this high-speedferry,” said Arto Lehtinen, Vice President,Propulsion, Wärtsilä Marine Solutions.“The proven design and reliableperformance of the Wärtsilä solution weredeciding factors in the winning of thiscontract.”
The system was considered the mostappropriate choice for this vessel, since itoffered the customer optimal weight andperformance criteria for the ship’s missionprofile.
“We have worked successfully withWärtsilä for a number of years on many naval and commercial projects. We know and trust the quality andperformance of their products and we find Wärtsilä to be a valued, reliable partner for us,” said PenelopePatterson, Head of Supply Chain, Austal Ships.
The new vessel will be an all-aluminium catamaran having a top speed of 40kts. It will be equipped with twofull vehicle decks for 425 cars, or 610m lane for trucks and up to 232 cars. The ship will be able to carry morethan 1000 passengers.
When delivered in 2018, the vessel will operate the Kattegat-Aarhus-Odden route.
NEW RUDDERPROPELLER TESTS A SUCCESSTesting of Schottel’s new 5.5 MW SRP 800U Rudderpropeller has been successful and the German thruster willnow market the new addition to its product portfolio to the offshore marine sector.
The new thruster is touted as “ideal” for vessels that cannot be docked easily due to their size or area ofoperation, such as offshore vessels or rigs, cable laying vessels, offshore construction vessels and crane ships.
Following market demand, Schottel developed the well-proven Rudderpropeller technology to meet a powerrequirement up to 5.5MW. Calculations for increasing power went hand in hand with developments for greaterinstallation flexibility and higher safety factors that exceed classification society rules. This includes, forexample, the full load gear test for checking the gearing of the bevel gear set that has now been carried out inthe German company’s test facilities.
The full load gear test was preceded by model tests at Potsdam Shipbuilding Research Establishment (SVAPotsdam), Germany, and CFDsimulations. The thruster setssuperlative standards in realdimensions. Tests were carried outwith a rated torque of 80,000Nm at thepower input of the underwatergearbox. This corresponds tocontinuous heavy-duty operation onthe open sea using a propeller with adiameter of 4100mm. Two largehydraulic motors with workingpressures of up to 300bar provided thedrive and braking power.
The SRP 800 U has been optimisedwith a focus on maximum marketcoverage in terms of fit variability. Thedesign of the interface to the vesselcorresponds to that of modelscommonly available on the market andis thus ideal both for new installation
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and as a replacement unit. Using a 3-way roller bearing as the slewing ring, it was possible to reduce therequired installation space and increase the compactness of the drive. Furthermore, the number and size of theprotective caps was minimised for underwater installation.
Two stem variants open a broad application spectrum. In addition to the standard version with a 90deggearbox, Schottel also offers a variant with a propeller shaft inclined by 8deg. This reduces detrimental effectson the thrust of adjacent drives and interaction with the hull. In terms of flow characteristics, the azimuthingSRP 800 U thus adapts itself optimally to its area of operation, be it as a main propulsion unit in a drill ship orconstruction vessel, or as a positioning aid in a semi-submersible rig. The optimal flow contour was the resultof CFD calculations as well as cavitation and manoeuvring trials at the SVA Potsdam, Germany. Freedom fromcavitation has been demonstrated at speeds of up to 16kts.
Following successful testing, the SRP 800 U is now available for newbuildings or as a replacement unit in awide range of applications.
THE SWITCH AND STEERPROP UNVEIL NEW THRUSTERSteerprop has unveiled a new CRP ECO LM propulsor with permanentmagnet (PM) technology from The Switch. The lightweight, compactunit offers shipowners an unrivalled combination of efficiency, power,easy installation and maintenance, and reduced lifetime costs.
Steerprop has been developing innovative propulsion units since2001, while The Switch, a leader in advanced drive train solutions, isusing its proven technology to enhance performance in marineapplications. The PM machine, currently in serial production, hasa solid track record of operating in the world’s largest windturbines in rough offshore conditions.
The new propulsor utilises a vertical PM motor, allowing itto sit inside a vessel hull, which simplifies installation andmaintenance. When the motor is placed on top of thethruster, the unit size can be more compact, increasingefficiency without compromising on hydrodynamics andlowering operational costs.
“Steerprop’s contra-rotating propeller (CRP) units arewell known for their excellent hydrodynamic efficiency,in some cases delivering up to 25% less fuelconsumption than single propeller, traditional electricalternatives,” said Mika Koli, Business DevelopmentManager, The Switch. “By combining their unit withour PM motor, which gives optimal efficiencythroughout the entire speed range, we can take vesselenergy, emissions and cost savings to the next level.
“In addition, the fact that the PM motor and allauxiliary electric systems and instrumentation aresituated inside the vessel hull ensures ease ofmaintenance and reliability. This, and its compact, lightnature, also means installation is straightforward – even ata late stage,” he said.
“We believe the unit sets a new benchmark for efficiency, simplicity, and reliable, predictable marineperformance.”
The CRP ECO LM propulsor is suited to harsh environment operation and the demands of ice breaking,having received the highest ice classification. It is robust and, thanks to its lightly loaded CRPs, offers lowernoise and vibrations, enhancing levels of comfort onboard.
“This is now our third generation of CRP propulsors and an important step forward, both for our businessand marine propulsion performance in general,” said Hannu Jukola, Senior Sales Manager, Steerprop.
“By integrating The Switch’s PM motor into our solution, we create a compact unit with enhanced efficiencythroughout the speed range. This delivers tangible benefits for all maritime stakeholders,” he said.
“Now vessel designers and builders have a solution that is simple to install, while owners and operators canensure optimal performance and reduced costs through greater efficiency and simple maintenance. In addition,they can be better global citizens by cutting back on emissions. This is a best in class solution that fullycapitalizes on the potential of two energy-efficient innovations, in one simple, effective and powerfulpropulsion unit,” he added.
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SHIP POWERGE TO POWER SSB DSVShanghai Salvage Bureau’s new deep-water Diving Support Vessel will bepowered by a GE Marine suite ofsystems that includes power,automation control and dynamicpositioning (DP) systems.
The vessel will become the world’sfirst deep-water DSVs with a multi-saturation diving system. Oncedelivered, it will enable divingoperations to be performed at depthsof up to 500m and salvage work at6,000m.
“This vessel will be the best of its class anywhere in the world. The sophisticated electrical system, includingan innovative closed-ring arrangement of the propulsion switchboard, is a top priority for us to achieve ourdesign goals. Undoubtedly, reliability of the technology onboard the ship is of paramount importance, and thatrequires an experienced partner,” said Huang Yan, project director, SSB. “We are pleased to work with GE toensure that the deep-water DSV will be one of the most advanced of its kind in the world.”
The vessel will feature GE’s SeaStream™ DP system (Class 3), which uses multidirectional thrusters andsensors to monitor real-time wind, current and wave conditions and automatically activate the propulsion unitsto counteract the environmental forces. The technology will enable the ship’s position and orientation to besafely and efficiently controlled.
GE’s deep-domain expertise in DP has also extended its capability to include fuel usage optimization. GE’sEcomagination™ energy-efficient mode uses advanced algorithms to optimize vessel heading and optimize thenumber of generators needed for operation, further reducing power consumption, operational costs andemissions.
In addition, the vessel will be powered by an electric power and propulsion system, including GE’s 4,656kWgenerators, switchboards and medium-voltage frequency drive propulsion controllers as well as a vesselautomation and control system, all configured for optimum power and propulsion performance. The mainpropulsion switchboard will be arranged in a closed-ring configuration to get to maximum efficiency andavailability.
The ability to provide the full spectrum of marine solutions—from power and propulsion to navigation andpositioning and automation and control—within one integrated package is also a key reason why GE waschosen.
“Thanks to the GE Store, we are able to provide a suite of marine technologies through a blend of highcompetence in one integrated package,” said Tim Schweikert, president & CEO, GE’s Marine Solutions. “This isone of the landmark projects in the offshore marine industry, and we are excited to be part of the journey.”
NEWMAR BATTERY CHARGERS FOR NYC FERRIESCalifornia-based Newmar is supplying new-technology battery chargers for a new fleet of passenger ferries thatwill enter service this month in New York City.
“The modular design of the 24-volt PTMS charger provides a significant improvement in system reliability,”said Newmar’s National Sales Manager, Brian Giannini. “The charger has three independent charger modules,outputting a total of 67 amps and providing built-in redundancy for uninterrupted service. If one module fails,
the other two will continue to provide a charge to the batteries.”“The modular charger units save time and money in maintenance and repairs,” he
added. “A module can be removed quickly from the front panel and replaced by a newmodule in minutes by any crewperson without special technical training, eliminating theneed to disconnect, remove, repair and reconnect the entire charger.”
The 85ft aluminium catamarans, designed by Incat Crowther and building at two GulfCoast shipyards, Horizon Shipbuilding and Metal Shark, will be operated by Hornblower.
Giannini noted that Newmar and Hornblower have worked together on many projectsthrough the years, and Newmar’s track record of supplying reliable products with ABSapproval, backed by factory service was a leading factor in winning contract.
The first of the New York City Ferry vessels have been delivered and the first threeroutes are being inaugurated in June. The full network will be operational in 2018 and isexpected to carry 4.6 million passengers per year from 21 landing sites.
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BALLAST WATERROYAL NETHERLANDS NAVY INSTALLS THE FIRST USCG APPROVED BWMS
The Royal Netherlands Navy has achieved the distinction ofbecoming the world’s first Navy to install a USCG approvedballast water treatment system, fitting two Optimarin unitsonboard the Landing Platform Docking vessel Zr.Ms. Johan deWitt.
Goltens Green Technologies completed the installation at theNavy Yard in Den Helder last month.
The project is part of a ten-vessel agreement between Goltensand the Navy, which will see turnkey installations of theOptimarin Ballast System (OBS) across a selection of advanced,specialist ships. OBS became the first BWMS to achieve full USCGapproval in December last year.
“This was both a complex and landmark project for us andour partners,” said Maarten Romijn, Project Manager, Goltens.“Space on this vessel was at a premium, so, after thorough 3Dscanning, we exploited the modular nature of the Optimarinsystem to plan for an optimal installation, before starting pre-fabrication of the piping and electrical components.
“We then made a large transport opening in the ship’s hull tomove the system and all related parts into the pump room. Assuch the project wasn’t straightforward, but by drawing on ourexpertise, and working in close collaboration with the Navy andOptimarin, it was completed within the maintenance period of the vessel.
“We’re now looking ahead to the next conversions, and building our strong working relationship withOptimarin.”
Roy van Kruisbergen, Project Manager, Royal Netherlands Navy, added: “We’re focused on optimising boththe flexibility of our fleet and their environmental performance. We now have a BWT system that meets theRoyal Netherlands Navy demands. We look forward to emulating the success of this project on upcominginstallations.”
Goltens fitted two OBS units on the 28,395gt, 176m long vessel, with one 1500m³/h system and one500m³/h unit. Boasting a combination of automatic back flushing, self-cleaning filters (Boll & Kirch) andpowerful 35kW UV lamps, the systems have the capacity to neutralise all potentially invasive species in ballastwater.
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FIRST ASIAN BMWS SUPPLIER GETS USCG APPROVAL
The Chinese manufacturer SunRui is now the fourth manufacturer of ballast water treatment systems (BWTS)to obtain type approval from the US Coast Guard (USCG), following the successful completion of tests on itsBalClor system.
The company is the first Asian manufacturer to be awarded the USCG type approval certificate."We would like to thank DNV GL for its continuous support and assistance. Obtaining the type approval has
been a long and rigorous process and we appreciate DNV GL’s professionalism and precision during thisproject," said Fu Hongtian, General Manager of SunRui.
"After winning the IMO type approval issued by DNV GL and the USCG type approval, we will continue toinvest in developing equipment for preventing marine and air pollution, with DNV GL as our classificationpartner. At the beginning of this year, we already applied for the type approval of a selective catalytic reductionsystem (SCR) to remove nitrogen oxide emissions (NOx), and we will invite DNV GL to witness emission testssoon. Meanwhile, we are also working on a scrubber to clean sulphur oxide emissions (SOx) from shipemissions and we will apply for DNV GL approval for this project in the near future.”
Vincent Li Ping Kwong, Business Development Manager Greater China at DNV GL, said. “The [approval]process has taken around three years and during this time, we were very impressed with SunRui’s commitmentto making sure that their ballast water treatment system complied with the highest safety and qualitystandards. This was a great collaboration and we look forward to continuing this productive relationship withSunRui.”
DNV GL and its associated sub-laboratories DHI Denmark, NIVA (Norway), Golden Bear Facility (USA) andDHI Singapore have gained considerable experience in what is practical and possible to achieve in complyingwith the regulation.
Martin Olofsson, Senior Principal Engineer, Environmental Protection at DNV GL Maritime, said: “There arenow five ‘Independent Laboratory’ accreditations for BWTS. Of 45 BWTS manufacturers who have signed aletter of intent for having their systems approved by the USCG, DNV GL is currently handling 25, making it thelargest independent provider of laboratory services.”
Ballast water treatment systems must pass through an extremely stringent testing regime in order to obtainUSCG type approval, including function tests, environmental tests, and land-based and shipboard testing. Theentire process can take more than two years to complete.
ALFA LAVAL SIGNS BWMS FLEET RETROFIT AGREEMENTSAlfa Laval has signed frame agreements with two different shipowners for the supply of its PureBallast system.The systems will be delivered during a three-yearperiod and retrofitted on tankers and bulk carriers.
The fleet orders were received from a tankeroperator in the Middle East and a bulk carrier operatorin Europe, who will time the booking of individualPureBallast orders with the scheduled dry docking oftheir vessels. Alfa Laval will make the first of itsPureBallast system deliveries to the shipowners duringthe latter part of 2017.
“The Ballast Water Management Convention entersinto force on 8 September of this year, and these frameagreements are a clear sign that the ballast water treatment market is moving forward,” said Kristina Effler, Manager Global BusinessManagement, Alfa Laval PureBallast. “Shipowners are beginning to look beyondindividual installations towards long-term solutions that will ensure compliancefor their entire fleet.”
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The framework agreements cover 45 systems and 8 systems respectively, many of which will handle asignificant ballast water flow. The first order includes 22 systems with capacities of 2000m3/h or 3000m3/h,while the second order comprises four systems of 1500m3/h and an additional four of 3000 m3/h.
“Low power consumption, a small footprint and high installation flexibility make PureBallast competitive forlarger flows as well as smaller ones,” said Effler. “Flow rates of up to 3000m3/h can be handled with a single,easily retrofitted PureBallast system. The signing of major orders involving so many large PureBallast systemsshows that PureBallast is attractive across its capacity range.”
EMISSIONSD’AMICO GROUP VERIFIED AS FIRST MRV COMPLIANT FLEETRINA Services has verified that the entire fleet of the d’Amico Group has met the Monitoring, Reporting andVerification of CO2 emissions Regulation (MRV) requirements according to EU 2015/757 Regulation. The fleetcomprises 36 vessels which are managed by d’Amico Società di Navigazione and 35 vessels managed by itssubsidiary Ishima Pte. Ltd.
This new regulation was developed in response to the challenge of reducing greenhouse gases in Europeanterritories to the 2050 targets set by EU. By 2030 GHG must be reduced at least by 40% below 1990 levels. TheEU Commission strategy suggests that the CO2 emissions from maritime transport should be cut by at least40% from 2005 levels by 2050.
MRV is compulsory and is applicable to ships greater than 5000 GT, which undertake one or morecommercial voyages (cargo or passengers) into, or out of, EU ports.
By August 2017, shipowners must submit to their verifier the CO2 Monitoring Plan of each ship of their fleetand, from 2018 onwards, they will have to monitor the emissions, fuel consumption and other parameters,which will have to be yearly reported and verified.
“We created the Fleet Performance Monitoring department more than five years ago. We were among thefirst ones in Europe to do so and this allowed us to gain a significant competitive advantage on MRVcompliance. We recognised the environmental and commercial benefits of meeting the new regulations and weare pleased to have worked with RINA on this initiative” said Salvatore d’Amico, Fleet Director of d’AmicoGroup.
d’Amico’s Monitoring Plan consists of a complete and transparent documentation of the monitoringmethods, contains all the ships’ relevant information and a description of the procedures, systems used fordetermining, recording and storing all measurements required by the Regulation.
“We are particularly pleased to have worked with d’Amico on this task. They are the first company to havethe entire fleet MRV verified by RINA. We have been accredited by ACCREDIA for this activity and we are also adesignated operational entity (DOE) accredited by UNFCCC (United Nations Framework Convention on ClimateChange) for the validation and verification of CDM projects. We have all the credentials and the experience toassist the maritime industry in contributing to the global greenhouse gas emissions reduction” said PaoloMoretti, CCO Marine & Transport, RINA Services.
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GE POWER AND FINCANTIERI CO-OP ON POLLUTION SOLUTIONGE Power and Fincantieri have entered into a collaboration agreement to jointly develop a new emission controlsolution. Dubbed the Shipboard Pollutant Removal System, the new pollution solution will help facilitateemissions control compliance according to MARPOL’s stringent emissions limits directive that will be effectiveby 2020. The agreement follows a previous memorandum of understanding between the two companies fromlast September.
Giuseppe Bono, CEO of Fincantieri, stated: “We are proud to announce this one-of-a-kind agreement. In fact,no shipbuilder before had ever established a partnership to reduce emissions with a system manufacturer, thatis one of among the leaders in the area in which it operates. This strategy, having cutting-edge research andinnovation at the forefront, will allow us to furthermore raise the bar of technology to the benefit of the cruisemarket, in a sector, as the one of minimization of environmental impact, which is so significant for ourcustomers.”
“This agreement builds on GE’s and Fincantieri’s long-term relationship and we are proud to develop such aninnovative solution with one of the main shipbuilders in the world,” said GE’s Sandro De Poli. “To develop theShipboard Pollutant Removal System, we will combine Fincantieri expertise and GE’s deep domain experience inair quality technologies for the reduction of pollutants in different fields, such as power, aluminium, iron andsteel and waste to energy”.
According to the agreement, Fincantieri will define the necessary technical requirements to design anemission control system for a vessel, including constrains and improvements to develop a competitive product.GE Power, with one of the most comprehensive portfolio to treat all main industrial pollutants for power andindustry applications and 80 years’ experience in environmental control solutions, will define the features thatare necessary for an emission control system, to help meet the target performances.
The new product to control SOx and particulates emissions is developed for cruise vessels but can beinstalled on all vessels using heavy fuel. In addition, it will help ship owners reduce operational costs
GLOBAL INDUSTRY ALLIANCE LAUNCHED TO SUPPORT LOW CARBON SHIPPING
The GIA partners will collectively identify and develop innovative solutions to address common barriers to theuptake and implementation of energy efficiency technologies and operational measures.
Leading shipowners and operators, classification societies, engine and technology builders and suppliers, bigdata providers, and oil companies have signed up to a new Global Industry Alliance (GIA) to supporttransitioning shipping and its related industries towards a low carbon future.
Thirteen companies have signed up to launch the GIA, under the auspices of the GloMEEP Project, a GlobalEnvironment Facility (GEF)-United Nations Development Program (UNDP)-International Maritime Organization(IMO) project aimed at supporting developing countries in the implementation of energy efficiency measures forshipping. (Click for photos.)
Together, the GIA partners will collectively identify and develop innovative solutions to address commonbarriers to the uptake and implementation of energy efficiency technologies and operational measures. Focusingon a number of priority areas including energy efficiency technologies and operational best practices,alternative fuels, and digitalization, activities likely to be undertaken or promoted by the Alliance will include,inter alia: research and development; showcasing of advances in technology development and positiveinitiatives by the maritime sector; industry fora to encourage a global industry dialogue; and theimplementation of capacity building and information exchange activities.
The GIA was officially inaugurated late last month at a ceremony held at the headquarters of the IMO, inLondon., where IMO Secretary-General Kitack Lim said the new alliance would help shipping to make its
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contribution towards greenhouse gas reduction and the mitigation of climate change, a key target for theUnited Nations under its Sustainable Development Goals (SDGs).
“What we are witnessing today is the formal start of a tried and tested partnership concept which has thepotential to boost still further our efforts to kick-start the change that society demands and create a firm,tangible basis to transform the shipping sector for the better,” Lim said.
“Under this new public-private partnership initiative, these 'industry champions', which come from differentsectors of the industry and may have different business strategies within the same sector, are coming togetherto contribute to tackling the challenges of decarbonizing the shipping sector.”
Following the announcement by the GloMEEP Project of its intention to establish the GIA, thirteencompanies have agreed to become the founding members of the GIA, although it is expected that morecompanies will join the GIA even. The thirteen members that have formally committed to joining the allianceare: ABB Engineering (Shanghai) Ltd.; DNV GL SE; Lloyd's Register EMEA; Marine Traffic; MSC MediterraneanShipping Company S.A.; Ricardo UK Ltd; Royal Caribbean Cruises Ltd.; Shell International Trading and ShippingCompany Limited; Silverstream Technologies; Stena AB; Total Marine Fuels Pte Ltd; Wärtsilä Corporation; andWinterthur Gas & Diesel Ltd.
These companies are supporting the overall goals of the GIA by providing their expertise and know-how inmaritime fuel efficiency, as well as contributing financially towards the GIA Fund from which GIA activities willbe funded.
LNG FUELUS LNG BUNKERING STRUCTURE DEVELOPMENTExxonMobil, Eagle LNG Partners LLC (Eagle LNG Partners) and Crowley have signed an agreement tocollaborate on the development of LNG as a marine fuel. The goal is to establish the storage and technicalsupport necessary to provide safe, reliable LNG delivery for vessel operators bunkering in North America.
The three companies will initially focus their efforts in Florida before expanding to other North Americanmarkets.
ExxonMobil will provide its technical support and expertise to help the parties carry out safe bunkeringoperations and sell LNG bunker fuel to vessel operators. Eagle LNG Partners will supply the LNG and willdesign, build and operate small-scale production and storage facilities as well as coordinate land-based LNGtransportation. Crowley will provide bunker logistics and ensure safe and reliable operations.
“The Memorandum of Understanding is another major step forward in developing LNG as a marine fuel. Itwill leverage the specialist knowledge and expertise of ExxonMobil, Eagle LNG Partners and Crowley to thebenefit of vessel operators bunkering in North America,” said Luca Volta, LNG Venture Manager at ExxonMobil.“This agreement provides additional opportunities for vessel operators looking to adopt LNG as a marine fuel.”
DECK EQUIPMENTMACGREGOR SECURES ORDER FOR NEW RESEARCH VESSELMacGregor has signed a contract to supply oceanographic winches and Triplex deck handling systems to aground-breaking new research vessel being built by the Fassmer shipyard in Berne, Germany.
The new 74m dual-fuel vessel, Atair II, destined for the German Federal Maritime and Hydrographic Agency(BSH), will operate in the North Sea and the Baltic Sea, conducting hydrographic surveys and wreck searchoperations in addition to marine environmental monitoring. It will have a 200m2 working deck that featureslaboratories and an air pollution measurement station.
"To develop the most value-adding solution for this state-of-the-art research vessel, MacGregor has workedclosely with the shipyard," said Esko Karvonen, VP Smart Ocean Technology, MacGregor. "This cooperation notonly means that our systems meet the needs of the operator, but ensures its safe and reliable operation.”
MARINE COATINGSONE PACK PRIMER FOR AL SUBSTRATESAkzoNobel has extended its Interstores marine coatings product range with the launch of a new multi-purposeone pack primer.
Interstores Alkyd Primer is the latest addition to the Interstores range and is compatible with mostAkzoNobel marine coatings topcoat options. Specifically created with the needs of crew in mind, it is speciallyformulated for brush and roller application and is suitable for all substrates above the waterline. Commentingon the new product, Oscar Wezenbeek, Managing Director at AkzoNobel’s Marine Coatings business, said:“Delivering globally accessible and easy-to-use onboard primers and top coats is essential for productiveonboard maintenance, especially in an industry where seafarers face increasing time and cost pressures.” “Withthe addition of Interstores Alkyd Primer, the Interstores range is now fully equipped to meet the full spectrumof onboard maintenance requirements. Combined with carefully selected global port availability, we can
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effectively support ship operators to pick up the products in the most cost-effective locations with minimal leadtime.” Compatible with all existing coatings systems and formulated for ease of application, the Interstoresrange has been sold to more than 3,000 vessels since launch. The range consists of Interstores Alkyd (top coat),Interstores Polyurethane (top coat), Interstores Epoxy Primer, and now Interstores Alkyd Primer, affordingusers a complete suite of options. A vital part of effective onboard maintenance is ensuring that products areavailable when and where they are needed. Interstores is part of AkzoNobel’s streamlined “port and productoffer”, which ensures Interstores is available in the world's major ports, with minimal lead time.
SHIP DESIGNROLLS-ROYCE TO DESIGN NEW STERN TRAWLER FOR HB GRANDI
Rolls-Royce has won a contract to design and equip a new Rolls-Royce NVC 375 WP Stern Trawler for Icelandicfishing company HB Grandi.
The 82m vessel will process various filet products and has a freezing capacity of 100t/24h. It has anapproximately 1600m3 cargo hold capacity with an additional approximately 700m3 meal hold. The holds areconstructed for palletized cargo.
The trawler has a fuel-efficient Wave Piercing hull. The main equipment will also include a B33:45 dieselengine together with Promas integrated rudder and propeller system and a Hybrid Shaft Generator (HSG)system providing the most fuel-efficient propulsion system available. The trawler will be equipped with electricdriven winches including permanent magnet (PM) driven electric trawl winches.
Signing the contract with Armon, Vilhjálmur Vilhjálmsson, HB Grandi, CEO, said: “We have been consideringbuilding a freezer trawler for some time and after discussions lasting more than a year we decided to work withArmon and Rolls-Royce as we concluded that their design and experience would meet our need best.”
"We have worked closely with HB Grandi to design a trawler which will optimise fuel-economy,environmental considerations, comfort, safety and performance at sea with a high level of flexibility,redundancy and efficiency in all operational modes. It will be one of the most effective and modern fishingvessels in the world,” said Monrad Hide, Rolls-Royce, Vice President Sales – Marine.
The vessel will be built at the Armon shipyard in Gijón, Spain and is due for delivery in the middle of 2019.This is the second fishing contract signed with the yard for a Rolls-Royce designed vessel. It follows a
contract for a NVC 372 design Stern Trawler for the Norwegian fishing company Ramoen.
SIMULATION PLATFORM FOR FUTURE SHIPS UNDER DEVELOPMENTRolls-Royce, The Norwegian University of Technology Science (NTNU), research organisation SINTEF Ocean,and classification society DNV GL have signed a memorandum of understanding (MoU) with the aim of creatingan open source digital platform for use in the development of new ships.
The platform would allow the creation of so called “digital twins”. A digital twin is a digital copy of a realship, including its systems, that synthesises the information available about the ship in a digital world. This
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allows any aspect of an asset to be explored through a digital interface, creating a virtual test bench to assessthe safety and performance of a vessel and its systems, both before its construction and through its lifecycle.
Asbjørn Skaro, Director Digital & Systems, Rolls-Royce – Marine said: “The platform will enable us to builddigital twins of real ships, which in turn will form the basis for novel ways of designing, constructing, verifyingand operating new maritime concepts and technology.”
Remi Eriksen, Group President and CEO, DNV GL said: “We are entering a new era with the accelerateduptake of more IT-technology in shipping. Digitalization of information flows will have a positive impact onsafety and environmental performance. By creating ships and ship technology in a virtual environment newideas and technology can be realized and tested in a shorter time frame. A platform like this could form thebasis for future class services.”
Hans Petter Hildre, Professor and Chairman, NTNU said: “A simulation-based way of working lets us easilytest multiple concepts before a final solution is selected. In addition, re-using digital models along the entirevalue chain will contribute to reducing costs.”
Henning Borgen, President, SINTEF Ocean said: “This is a very concrete example of how digitalization cancontribute in making our most important ocean space industries more efficient. I believe we have theknowledge and data needed to contribute to this industrial revolution and look forward to be part of this.”
The project partners intend to open the platform for use by other parties, with some core aspects built on anopen source framework – enabling designers, equipment and system manufacturers, yards, ship owners,operators, research institutes and academia to work together to co-create and innovate together. The platform
is also designed to serve as a modellibrary for different ship concepts,where concepts can be made generallyavailable or kept part of projects withlimited access. Following the signing ofthe MoU, the project partners are nowworking to form a steering group thatwill define and govern the developmentof the core platform system and itsdeployment.
DELTAMARIN TO ENGINEERVIKING LINE ROPAXDeltamarin Ltd has signed contractswith Xiamen Shipbuilding Industry Co(XSI for the provision of engineeringand construction support services for aLNG-fuelled ropax vessel newbuildingfor the Viking Line account.
Deltamarin has developed the newvessel concept together with VikingLine, and delivered assistance in thetender and contract phases for theowner.
Deltamarin’s sales manager NinaSavijoki commented: “We are veryhappy about the constructivecooperation with Viking Line. From anaval architectural point of view, theypresented us with every conceptdeveloper’s dream challenge: to comeup with a concept that is even moreenergy efficient in relation to cargocapacity than their MS Viking Grace,one of the most energy-efficient andsophisticated ferries on the market.”
Kari Granberg, NB manager atViking Line, said: “We have receivedgood support from Deltamarin duringthe concept development and theworldwide yard selection phase, and
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look forward to continuing the work together with them and Xiamen Shipyard during the vessel construction.”Special focus in the concept development was put on hull form development, weight control, energy
efficiency (including waste heat recovery) and improvement of the General Arrangement. Deltamarinsucceeded in making the new concept 10% more energy efficient than Viking Grace.
Now that the Viking Line ship contract with XSI has been confirmed, Deltamarin will continue with the basicand detail design of all disciplines for the yard. Deltamarin will also support the yard in project management aswell as passenger vessel building process requirementsand provide supervision services during the productionof the newbuilding project.
When delivered in 2020, the new ropax vessel willoperate on the Finland – Sweden route, connectingTurku, Åland Islands, and Stockholm, as part of theEuropean Union’s Motorways of the Seas project. Thevessel will have a 2800 passenger capacity and 1500lane metres. In addition to running on liquefied naturalgas (LNG), the vessel will have two 24m-high rotor sailsinstalled.
AUTONOMOUS SHIPSMSC TO ASSESS SAFETY OF AUTONOMOUS SHIPS
The International Maritime Organisations Maritime Safety Committee has agreed to include the issue ofmarine autonomous surface ships on its agenda. This will be in the form of a scoping exercise to determine howthe safe, secure and environmentally sound operation of Maritime Autonomous Surface Ships (MASS) may beintroduced in IMO instruments.
The MSC recognised that IMO should take a proactive and leading role, given the rapid technologicaldevelopments relating to the introduction of commercially operated ships in autonomous/unmanned mode.The scoping exercise is seen as a starting point and is expected to touch on an extensive range of issues,including the human element, safety, security, interactions with ports, pilotage, responses to incidents andprotection of the marine environment.
The exercise might include identifying IMO regulations which, as currently drafted, precludeautonomous/unmanned operations and should address different levels of automation, including semi-autonomous and unmanned ships. A key aspect of the exercise will be to provide definition of what is meant byan "autonomous ship".
Delegations suggested the exercise should include scoping of the full range of human element factors withindifferent levels of autonomy for both shipboard and shore-based personnel; scoping of the reliability,robustness, resiliency and redundancy of the underlying technical, communications, software and engineeringsystems; and consideration of conducting a Formal Safety Assessment or gap analysis as to the safety, technical,human element and operational aspects of autonomous remotely controlled or unmanned ships.
The MSC also agreed that proper consideration should be given to legal aspects, including where theresponsibility would lie in case of an accident involving a MASS, its consequences to the cargo, and also theimplications to the shoreside.
It is anticipated that the work would take place over four MSC sessions, through to mid-2020.
CYBER SECURITYCYBER RISK MANAGEMENT RESOLUTION ADOPTEDThe International Maritime Organisations Maritime Safety Committee (MSC) adopted a resolution on Maritimecyber risk management in safety management systems. The resolution reminds stakeholders that themandatory International Safety Management (ISM) Code includes a requirement for all identified risks to ships,personnel and the environment to be assessed and for appropriate safeguards to be established.
The resolution encourages Administrations to ensure that cyber risks are appropriately addressed in safetymanagement systems no later than the first annual verification of the company's Document of Compliance after1 January 2021.
The MSC also approved the joint MSC-FAL circular on Guidelines on maritime cyber risk management, basedon the interim guidelines on guidelines on maritime cyber risk management (MSC.1/Circ.1526), following therecent approval of the circular by the Facilitation Committee. The Circular provides high-levelrecommendations for maritime cyber risk management, which refers to a measure of the extent to which atechnology asset is threatened by a potential circumstance or event, which may result in shipping-relatedoperational, safety or security failures as a consequence of information or systems being corrupted, lost orcompromised. The guidelines include background information, functional elements and best practices foreffective cyber risk management.
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SOFTWAREPRIMESHIP-HULL FOR BOX SHIPS RELEASEDClassNK has released the latest version of its structural design support software for container carriers.
PrimeShip-HULL for Container Carriers consists of prescriptive calculation software and direct strengthassessment software and offers improvements in the quality and efficiency of ship design.
It includes a prescriptive calculation element that enables designers to perform assessments for structuralstrength requirements such as yield strength and fatigue strength assessments as specified in ClassNK’s Rulesfor the Survey and Construction of Steel Ships, in addition to longitudinal strength requirements specified inIACS Unified Requirements S11A. It also features a function to create a model of transverse members as well aslongitudinal members, and a function to assess outside the cylindrical part of hull structure including the foreand aft part.
A direct strength assessment feature includes a function for the torsional strength assessment of the hull.The updated software, in response to latest rules, enables designers to perform torsional strength
assessments by superimposing stress components generated by working hull girder load on an FE model of anentire ship.
ClassNK’s Dr. Toshiro Arima, Director of Rule Development Division, said: “To promote container carriersafety, ClassNK released amendments to its Rules and Guidance for the Survey and Construction of Steel Shipson 1 June 2017. In a further demonstration of its unwavering commitment to safety, ClassNK updatedPrimeShip-HULL for Container Carriers to incorporate these latest rule amendments. The software update alsoincluding various improvements based upon users’ feedback will further increase the efficiency and quality ofcontainer carrier structural design.”
RULES & REGULATIONSNEW BV RULES SUPPORT HYBRID POWER TAKE-UPFrench classification society Bureau Veritas has issued a new chapter to rules for electric and hybrid powersolutions.
The new notations power management (PM), power back-up (PB) and zero emission (ZE) standards areaimed at encouraging the wider uptake of energy storage systems (ESS).
"Industry uptake of hybrid and battery technology has been driven by environmental regulation. But ownersare also finding performance benefits and, for some operations, significant financial benefits seem likely –particularly as the availability of renewable energy increases,” said Martial Claudepierre, Bureau VeritasBusiness Development Manager.
Innovation has been led by the cruise and ferry sector. However, Claudepierre believes wider adoption isbeing anticipated.
Electric power provided by an ESS can be used to reduce local air emissions when in proximity to centres ofpopulation. It can also be used when a ship is in port, during manoeuvring or alongside or in emission control
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areas (ECAs). Importantly, ESS can provide peak shaving, power smoothing and power for DP (dynamicpositioning) operations. This gives operators the flexibility and efficiency needed to meet operationalrequirements.
"Obvious candidates for ESS are cruise ships with high hotel loads when in port, ferries with regular portvisits and tugs with heavy peak load requirements. Ships with relatively short voyages making regular portcalls could plug into local power enabling access to electricity from renewable energy sources as well."
Seaspan's two new ferries delivered this year also broke new ground by combining LNG propulsion withESS.
"We will see more of these hybrid solutions ordered and our new rules and notations will help ensure thatthese systems can be designed and operated safely and efficiently, he said.
COMPANY NEWSDAMEN FINALISES KEPPEL VEROLME TAKEOVERDamen Shiprepair & Conversion (DSC), a part of Damen Shipyards Group, announced the acquisition of theKeppel Verolme shipyard from Keppel Offshore & Marine.
DSC’s acquisition of the yard follows an initial agreement made between the two parties in April of this year.From 1 July, the Keppel Verolme shipyard, including its 250 staff members, will continue operations under theDamen flag.
“We look forward to joining forces with the Verolme yard and its people. The facilities and personnel arecomplementary to our existing organisation. This acquisition will enable us to serve our existing clients evenbetter while opening up new opportunities,” said Durk-Jan Nederlof, Managing Director of Damen Shiprepair &Conversion.
With three dry docks – the largest of which measures 405 x 90m – and almost 2km of quay capacity, theVerolme yard, located in Rotterdam’s Botlek harbour, will significantly expand DSC’s portfolio. DSC alreadyoperates eight repair and conversion yards in the Netherlands and another eight abroad.
METALOCK DENMARK BECOMES MAN PRIMESERV ON-SITE RECOVERYMetalock Denmark, a specialist in field-machining within the marine, wind and industry segments, has changedits name to MAN PrimeServ On-site Recovery, becoming a full member of MAN PrimeServ, MAN Diesel &Turbo’s after-sales division. MAN Diesel & Turbo took over Metalock in 2008, since when it has continued toprovide in-situ machining services globally from its base in Copenhagen.
Per Rud, Head of PrimeServ Diesel, said: “This is a strategic move on our part. We have long felt that therewere advantages to bringing MAN PrimeServ On-site Recovery – with its unique capabilities – into thePrimeServ fold, essentially eliminating any gap between its customers and the PrimeServ organisation. Iwelcome MAN PrimeServ On-site Recovery and am confident that this move will be beneficial for the now-expanded PrimeServ family and customers alike”
Stig Holm, Head of MAN PrimeServ On-site Recovery, said: “Our integration into the MAN family offers agreater synergy to our customers with the easier access to global on-site support that belonging to thePrimeServ network entails. With this move, MAN PrimeServ now supports all customers looking for partnersthat offer all-in-one support for in-situ machining within our key segments with an increased focus on themarine segment and up-tower repair for the wind industry. Essentially, MAN PrimeServ On-site Recovery’smission remains the same as always: to minimise the downtime of our customers’ equipment.”
FINANCIAL SUSTAINABILITY A RISK FOR IMARESTFinancial sustainability has been identified as a key risk to the Institute of Marine Engineering, Science &Technology (IMarEST), as the organisation battles on to reduce a year-on-year operating deficit of more than£1M.
In its Financial Statement for YE 2016, published by the UK’s Charity Commission this month and which canbe downloaded here, the IMarEST reports incoming resources of £2.85M against expenditure of £3.94M. The£1.1M deficit is a slight improvement on the £1.2M loss reported the previous year.
Despite a £240,000 contribution to its pension recovery plan, an increase to the pension deficit of £2.5M to£4.2M was the primary factor affecting the YE 2016 Balance Sheet. Pension scheme liabilities were valued at£15.8M at year end, an increase of £3.9M compared to an increase of £1.4M in the value of the schemes assets,valued at £11.7M.
Total IMarEST funds being carried forward into the 2016-2017 financial year was £10.3M, a decrease ofabout £2.7M on the 2015-2016 figure.
The report stated that one of the key objectives in the Corporate Plan (2012-2017) and related Delivery Planfor Financial Year 2015/16 of the Institute is addressing financial sustainability, the key risk to the Institute.
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“This requires that the operating deficit to be progressively reduced to the point at which it is covered by aprudent level of drawdown on the investments. The Board of Trustees believes that it is essential for theInstitute to follow this strategy in the best interests of continued delivery of Institute activities carried out forthe public benefit in accordance with its charitable purposes, whilst following Charity Commission guidance.”
EVAC AND DEERBERG MERGE GERMAN OPERATIONSEvac Germany GmbH and Deerberg-Systems GmbH have merged to form Evac Germany GmbH. Operations atthe company’s two locations will remain unchanged, with the Oldenburg office continuing to focus on dry andwet waste treatment systems and the Rellingen office on fresh water generation systems and retrofit projects,as well as on the execution of Evac Complete Cleantech Solution with German shipyards.
Evac originally acquired Deerberg-Systems GmbH in February 2015.“The integration of the company has proceeded well. The merger of the two German offices was a natural
step in the integration process as we wanted to simplify our organizational structure and make internal co-operation easier. Of course, we also expect that these changes will help us improve both our customer serviceand the efficiency of our operations,” said Tomi Gardemeister, President and CEO of Evac Group.
One of the key driving forces behind Evac’s strong growth record is the Evac Complete Cleantech Solution,which meets all the waste, wastewater, and water management system needs of customers in the marineindustry.
“The acquisition of Deerberg-Systems strengthened our offering and naturally also increased our marketshare in the cruise industry,” added Ljubo Jurisevic, President of the Evac Cruise Business Area. “Theacquisition also strengthened our role as a provider of waste solutions for cruise vessels at a time when thetrend is towards recycling rather than incinerating the waste generated on board.”
SKF BEARING TEST CENTRE OPENS IN GERMANYSKF has inaugurated its newly-built Sven Wingquist Test Centre in Schweinfurt, Germany, an investmenttotalling €40M. The centre is claimed to be the first in the world capable of testing large-size bearings underactual operating conditions. This allows for a more efficient development process for customers, as well asimproved bearing performance and increased service life.
The Sven Wingquist Test Centre has two testing rigs. One rig is designed for the testing of wind turbine mainshaft arrangements. The second rig will be used for testing bearings used in other industrial sectors, includingmining, construction, steel manufacturing and marine transport.
Combined with SKF’s continued development of diagnostics, condition monitoring and simulation methods,these rigs will contribute to reduced testing and product development lead-times and provide deeper insightsinto bearing performance.
Victoria Van Camp, CTO and President, Innovation and Business Development, said: “No other test centre iscapable of testing large-size bearings this accurately, under actual operating conditions, giving us and ourcustomers a significant strategic advantage. The technologies being used here in the Sven Wingquist TestCentre will help save our customers time and resources, whilst supporting their ambitions of increasedreliability and service life.”
The test centre has received funding from the Bavarian Ministry of Economic Affairs, Media, Energy andTechnology and the German Federal Ministry for the Environment, Nature Conservation, Construction andReactor Safety.
MEM Marine Engineers MessengerEditor Patrik WheaterContributions: Charlie BartlettPublisher: Seaborne Communications LtdEmail: [email protected]: www.seabornecomms.com
The information published in MEM does notnecessarily represent the views of SeaborneCommunications Ltd. The publisher makes norepresentation or warranty as to the accuracy orcorrectness of the information or acceptsresponsibility for any loss, damage or other liabilitypertaining to the information published in thisnewsletter.©2017 Seaborne Communications Ltd
