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contentsApril/May 2016volume 38 issue 2

For more articles visit www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | April/May 2016

Regulars5 COMMENT6 BEST OF THE WEB 10 ON THE AGENDA14 BRIEFING93 BUNKER BULLETIN95 ON THE HORIZON96 POWERTALK

Gas carriers17 LNG carrier market faces end of order boom

Environment20 Permanent magnet shaft generator ordered for LNG carrier

Yard profile23 Scientific approach pays off for SHI

Repair & Maintenance24 Wärtsilä brings Genius to bear for Bonny Gas Transport

Cryogenics27 US researchers assess LNG bunkering methane-leak risk

Enginebuilder profile31 Chinese builder offers growing portfolio

Two-stroke engines32 MAN delivers first IMO certified two-stroke engine with Tier III NOx control EGR system; First Wärtsilä X62DF engine ready for large LNG carrier

Four-stroke engines35 New addition to ‘clean, green fleet’ features Cat Tier 4 final engines; Cummins QSK95 displayed for first time in Asia36 MAN and JFE conclude co-operation agreement

Area Report: Greece38 Tankers provide sole relief from Greek drama41 Posidonia 2016 on course to be biggest ever

Gas turbines44 Gas turbines see resurgence in popularity for cruise vessel propulsion45 MT30 gas turbines power naval vessels around the world46 GE turbine power selected for military and LNG carrier applications

17

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

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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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April/May 2016volume 38 issue 2

Editor: Paul Fanningt: +44 20 8370 1737e: [email protected]

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Marine Propulsion & Auxiliary Machinery | April/May 2016 For more articles visit www.mpropulsion.com

Steam turbines48 Is there still a commercial future for marine steam turbines? 49 Steam turbines improve economy of hybrid propulsion systems

Generators & Switchgear 51 Saft and Rolls-Royce to deliver hybrid power system; Power and drive systems from Siemens enable reliable operation

Heat Exchangers55 New box coolers offer best of both worlds56 Bowman cooler meets needs of Portuguese river cruiser

Thrusters60 Wärtsilä launches new high-power level transverse thruster; Brunvoll receives visit from Norwegian PM; Veth range extends beyond standard tunnel thrusters

Waterjets67 Defence and passenger applications for waterjets65 Doen Pacific announces distributor agreement

Emissions control73 Fuel monitoring offers emissions benefits77 New advanced data gathering system for ECA compliance; Jotun’s HPS shows fuel and emission savings

LNG Propulsion79 LNG-powered container ships make increasing headway80 Rolls-Royce to supply LNG propulsion package for fish food carrier

Electric Propulsion82 Why the most advanced vessels in the world are using electric propulsion

CIMAC Preview86 CIMAC Congress to focus on users and system integration

Fuels & Lubes89 DNV GL launches LNG intelligence portal90 Blending-on-board lube is OK for new engines

Next issueShip type: OSVsMain features include: Compressors; automation/control systems; dynamic positioning; steering gear and rudders; filters and separators; ballast water retrofitting; deck machinery; naval propulsion; Marine Engineering awards showcase; area reports: China & Japan

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to analyse data from dozens of disparate sources has also had a powerful impact. It is now possible to harmonise data sets and provide real-time insights, accelerating data analysis that used to take analysts working from spreadsheets weeks or months.

Cheaper, faster data transfers from ship to shore have also enabled larger amounts of data to transfer in real time. This means that real-time analysis of data is now possible, meaning potential problems can be predicted before they arise. This will allow operators to fix or replace components in advance of failure, leading to reduced downtime. Moreover, it will also allow the industry to shift from prescriptive to predictive maintenance, reducing the amount of maintenance required.

This is the reality that underpins the ‘digital revolution.’ – saving money. And, crucially, it is a reality that is available now rather than in some far-off, imagined future.

No-one should underestimate the significance of ‘Big Data’. It represents a paradigm shift in marine operations. However, there is a long journey ahead for the industry and the first step is to understand why it’s worth making in the first place.

T he use of data in making shipping more efficient is currently being touted as the biggest and most disruptive

technology to hit shipping in decades – possibly in centuries. Predictions of where this revolution could take the industry abound, with no shortage of futuristic visions on offer.

However, there is a danger that some of these wilder predictions do the realities of the technology a disservice by suggesting that this is something for the future rather than the present. To some degree, this may be due to the fact that there is uncertainty in some quarters about what so-called ‘Big Data’ actually is.

Data has been available to companies since the beginning of the computing age. However, this is what is now referred to as ‘dumb’ data. Up until now, the marine industry has generally used such data for post-incident analysis, offering retrospective insights and solutions to problems once they have occurred, merely providing post-mortem analysis.

What is new, however, is the ability to analyse and use it effectively has improved dramatically in the last half decade. Not only has computing power expanded, but the ability of software

Paul Fanning, Editor

Demystifying ‘Big Data’

COMMENT | 5

What do shipowners think of IMO?By their nature, organisations tasked with the job of regulating industries are never likely to be popular. However justified and necessary it may be, regulation nonetheless represents a problem – and usually a cost - to those it affects. Being the body responsible for framing and implementing it is therefore unlikely to win you many friends.

The International Maritime Organization – or IMO as it is universally known in the industry it serves – holds this unenviable role in the shipping industry and it is often the target of criticism. In part this is because it has had to deal with a huge amount of new legislation in recent years, which it has done with sometimes mixed results.

The long-running saga of the Ballast Water Convention and the uncertainty over its coming into force is one such example. Here, the industry has been left in limbo by discrepancies that exist between IMO’s standards and those developed by the USCG and thus either unable to invest in treatment technology or in danger of having already

invested in technology that could be non-compliant. And this is far from being the only area in which

the IMO is subject to criticism. Last year, Jens Maul Jørgensen, chairman of the International Bunker Industry Association, IBIA, sharply criticised the organization as placing political considerations above practical ones and not appreciating the position of owners and operators. He said: "There is no understanding at the IMO about what goes on in the market on the owner and operator side."

This sort of dissent is far from uncommon, which is why, in our recent Marine Propulsion Industry Survey (conducted in association with ExxonMobil), we included the question ‘How well do you believe the IMO represents the interests of shipoweners?’ The results showed that only 19 per cent of respondents felt positively in this regard, while more than 40 per cent felt negatively.

The question this begs, therefore, is: ‘If so many shipowners feel the IMO does not represent their interests, who is there to speak for them? MP


BEST OF THE WEB mpropulsion.com

6 | BEST OF THE WEB

Heated marine engineering debate demystifies the 'green haze'

Delegates at this year's European Marine Engineering Conference in Amsterdam heard that they were being held to ransom by "green zealots" enveloped in a "green haze" who were imposing meaningless regulation on the industry with no sense of cost.

http://bit.ly/MP-emeconf

Emissions, fuels and regulation dominate European Marine Engineering Conference

Day one of the European Marine Engineering Conference reflected growing focus on the importance of regulations and new fuel types in the marine industry.

The event, which took place in Amsterdam on 13-14 April, began with an overview by Marine Propulsion editor Paul Fanning of the 2016 Marine Propulsion Industry Survey. Sponsored by ExxonMobil, this asked a range of questions on a number of topics designed to gauge the confidence and concerns of the industry.

http:// bit.ly/MP-day1

World’s first methanol-fuelled ships about to enter service

The world’s first ocean-going ships capable of operating on methanol are about to be delivered to operator Waterfront Shipping Co. In a groundbreaking event, three methanol-propelled tankers are due to be delivered this month from South Korean and Japanese shipyards. Another four methanol-burning ships are scheduled to

enter service in October this year.The seven 50,000 dwt product tankers

will be used to replace older vessels and expand Waterfront’s fleet of methanol carriers. The new ships each have MAN B&W’s dual-fuel, two-stroke engines ME-LGI, which can run on methanol, fuel oil, marine diesel oil or gasoil. Two of the vessels will be owned by Westfal-Larsen Management (WL), three by Mitsui OSK Lines (MOL) and the other two by a joint venture between Marinvest and Skagerack Invest and Waterfront. The ships are constructed by Hyundai Mipo Dockyard and Minaminippon Shipbuilding Co.

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Innovators honoured by European Marine Engineering Awards

Six products, two individuals and a ship were all honoured at the European Marine Engineering Awards dinner. Trophies supported by Marine Propulsion magazine recognised innovation across a range of technologies, and were presented to winners at the event which took place in Amsterdam at the end of the first day of the European Marine Engineering conference.

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Equipment BEST OF THE WEB | 9

BEST OF THE WEB mpropulsion.com

Wärtsilä wins prestigious award at European Marine Engineering Conference

Wärtsilä Corp has won the Marine Engines Award at Riviera Maritime Media’s European Marine Engineering Conference in Amsterdam. The award was for the Wärtsilä 31 engine, which has been recognised as the world’s most efficient four-stroke diesel engine. The winning entry is an innovative and original development that demonstrates an engineering innovation that is seen as a step-change in engine technology.

http://bit.ly/31award

DNV GL updates design calculation software

Classification society DNV GL has updated its Nauticus Hull and Sesam GeniE software with the latest common structural rules (CSR) for bulk carriers and tankers. It said the latest release of these integrated calculation tools offer designers and shipyards increased calculation speed and efficiency in design. It should also reduce the time to gain approval from DNV GL for new ship designs.

http://bit.ly/dnvdesign

Saga LNG vessel fits permanent magnet shaft generator from The Switch

Helsinki-based equipment manufacturer The Switch is to deliver a permanent magnet (PM) shaft generator to improve efficiency across all speeds for a 45,000m³ LNG carrier that China Merchants Heavy Industry is building for Saga LNG Shipping.

The order, plus one option, is part of a complete energy-efficiency system that Finland-based WE Tech Solutions will deliver to the vessel, starting in October.

http://bit.ly/sagalng

MAN delivers first IMO-certified two-stroke engine with Tier III NOx control EGR systems

Hyundai’s Ship Building Division (HHI-SBD) has finalised a contract for two Suezmax tankers for Turkish shipowner Ditas Shipping. The 158,000m3 crude oil tankers will each be powered by individual MAN B&W 6G70ME-C9.5 two-stroke main-engines that feature integrated exhaust gas recirculation (EGR) systems. While there are already IMO Tier III-compliant vessels with EGR systems in service, the Suezmax newbuildings will be the first vessels with keel-laying after 1 January, 2016 to be officially certified as complying with Tier III emission restrictions within existing North American NOx Emission Control Areas (NECAs) and the United States Caribbean Sea NECA.

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10 | ON THE AGENDA

Tonnage percentage falls for BWMC

ICS makes submissions to MEPC meeting

For the first time, the percentage of the world fleet covered by flag states that have ratified the Ballast Water Management Convention (BWMC) has fallen. Based on end-March data, the figure is now 34.79 per cent, down from 34.82 per cent a month earlier.

The figure was revealed on 13 April) by Markus Helavuori, a technical officer in IMO’s secretariat, during a presentation to a seminar organised by the UK Chamber of Shipping. He confirmed that this reflected fluctuations in tonnage as a result of IMO’s policy from the start of this year to recalculate tonnage allocations at the end of each month, rather than at the end of the year.

Remarks made by delegates at the event suggested that some flag states – specifically Japan and South Korea – may be encouraging their national shipowners to reflag away from Panama in a bid to influence the percentage figure and bring the convention into force. BWTT has not been able to confirm these reports. Asked during the discussion whether IMO had seen any indication that shipowners were acting in the opposite direction, and reflagging away from states that had already ratified the convention, Mr Helavuori said he had not seen that but he had not been looking for such a trend. “It’s possible, I guess,” he added.

Asked if any flag states were planning to ratify BWMC during the Marine Environment Protection Committee (which took place after this issue went to press), he said that he was not expecting any to do so. “We have not been informed of anything like that,” he said. Finland has been working towards ratification for some time, he told the gathering, but “today, parliament will discuss it and they are expected to approve ratification,” he said. But it could be a few weeks or months before it finally goes to the president for signature. “They are close, but not quite there,” he said. Finland would add 0.14 per cent to the global total, he said.

The International Chamber of Shipping (ICS) has made a number of submissions to a critical meeting of the IMO Marine Environment Committee (MEPC) which begins in London next week after this magazine will have gone to press. These address further measures to reduce the sector’s CO2 emissions, outstanding problems with the implementation of the IMO Ballast Water Management Convention, and the need for an immediate IMO decision on whether or not ships will have to use 0.5 per cent sulphur fuel in 2020.

ICS says its immediate

priority is to help ensure that the new global CO2 data collection system is adopted by IMO as soon as possible. This will then facilitate the possible development of additional CO2 reduction measures.

In a separate submission to the meeting, ICS has responded to the Paris Agreement on climate change with a radical proposal that IMO should develop an Intended IMO Determined Contribution for CO2 reduction on behalf of the sector. This would mirror the commitments or Intended National Determined Contributions (INDCs) which governments

have made for their national economies, but from which international transport is currently excluded.

ICS is also hoping that the MEPC meeting will make progress towards addressing a number of outstanding implementation issues. This includes finalising the revision of the IMO type-approval guidelines for the expensive new treatment systems that shipowners will be required to install, in order to make them more robust so that shipowners will have confidence that the equipment will actually work to the satisfaction of Port State Control authorities.

ICS will also be explaining

to governments the problems created by the different approval regime that has been adopted by the United States and the need, so far as possible, to make the IMO Guidelines compatible with the U.S. approach, especially with respect to defining what is a ‘non-viable’ marine organism and the test methods used for approving ultra-violet systems.

In a further submission (made with Intertanko) ICS has requested IMO Member States to make a clear decision about whether or not the global sulphur cap will be implemented in 2020, at its next session in October 2016. MP

The meeting of the IMO’s MEPC (Marine Environment Protection Committee) took place in London 18-22 April

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RISK MITIGATION | 13

Reducing risks on bunker quality

F indings from the recent Marine Propulsion Industry Survey 2016 indicated that 50 per cent of

respondents believed off-spec fuel deliveries to be a common bunker practice, 39 per cent believed short deliveries to be common, while 24 per cent believed adulteration was widespread.

In the face of these figures, it is as well to be prepared to prevent and deal with these possibilities, as well as to know how to behave should they occur.

Speaking recently at the European Marine Engineering Conference in Amsterdam, Duncan Tanner of the Brookes Bell Group offered some advice on cutting down such risks.

First, he advised, the contract and supplier’s terms of sale are often in conflict or significantly different. Even if they are in agreement it is important that the fuel purchased is suitable for the machinery on board. It is crucial to ensure the appropriate type of fuel is ordered with reference to ISO 8217. E.g. ISO 8217:2010 RMG 380 and to remember that the quality requirements of auxiliary engines may differ considerably from those of the main engine.

Before taking delivery of fuel, it is imperative to check the quantity and grades to be supplied with the barge crew, as well as recording the contents of all barge tanks before and after the delivery. If there is an apparent shortage investigate and issue a letter of protest. Terms and conditions usually state that the supplier must be informed at the time of delivery. Complaints made later will not be accepted.In partiucularl, of course, it is crucial to ook out for the ‘Cappuccino’ effect, whereby air is introduced into the fuel in such a way that it froths up, giving the appearance of a greater volume of fuel being present in the

tank than is acrtually present.Avoid, where possible mixing new fuel

with previous supplies to avoid compatibility issues and contamination of previous stocks if the new fuel is of poor quality.

In terms of onboard treatment, first check laboratory test results and immediately inform the supplier and charterer of any quality deviation from the specification. Remember that terms and conditions of sale may have a very short time bar (12 days or even less) for reporting quality deviation. Decide if the fuel can be used or if the quality is too poor then segregate and do not use.

Make sure that you have set up the centrifuges properly. This means: a) Gravity disc correct size for fuel density b) Depending on fuel quality use purifier followed by clarifier or two purifiers in parallel c) minimum flow rate for best separation d) fuel inlet temperature 98oC for residual fuels. Also allow the service tank to overflow back to settling tank for repeat purification.

It is also necessary to check the drains of the settling and service tanks daily and remove any free water. If the free water appears excessive, then investigate and take necessary action. Leaking heating coils or incorrect operation of separators can introduce water. Ensure that the correct fuel temperature/viscosity is maintained for fuel injection.

Periodically take samples before and after the purifiers and send them for testing to check the performance of the purifiers with respect to removal of water and particulate matter, in particular catalytic fines. A well maintained and

properly operated centrifuge system should be around 80 per cent efficient.

To avoid undue engine wear (fuel pumps, piston rings and liners) the fuel at engine inlet should not have aluminium plus silicon above 15mg/kg.

Engine performance monitoring is also crucial. Monitor engine temperatures and pressures to look for early signs of problems. This would include checking the exhaust for high temperatures as well as for any deviations between cylinders), charge air pressure, fuel rack setting, and scavenge temperature

Carry out engine performance tests and record results at least monthly. If running at low load then periodically increase to full power.

Ensure that the lubricant TBN is correct for the sulphur content of the fuel and that feed rate is correct. Regularly sample and test scrape down oil to check for wear metals and regularly inspect via scavenge ports – rings and liners.

Finally, sample and test the system lubricating oil at least every three months and investigate any increase in lubricating oil consumption. MP

Best practice for avoiding or dealing with potential problems with bunker fuel

RISK MITIGATION CHECKLIST1. Ensure fuel ordered is suitable for ship’s machinery and meets contract requirements (Charter Party).2. Ensure representative samples are taken before fuel is used.3. Look after fuel when on board i.e. segregate and optimise purifier efficiency.4. In the event that things start to go wrong, obtain expert and legal advice as soon as possible - before evidence disappears or extent of damage increases


14 | BRIEFING

Watching your wasteSustainable slops disposal can benefit the environment and the bottom line. Vincent Favier, chief executive of Ecoslops, explains how

What are the challenges posed by slops disposal?The current economic climate presents numerous challenges to shipowners, with financial and regulatory pressures rising just as the demand to improve operational, environmental and cost efficiencies increases. Although the impending global 0.5 per cent sulphur cap and reduction of greenhouse gas emissions are high on the news agenda, there are other issues the industry needs to be aware of. One of these is the sustainable disposal of marine oil residues, or slops. This is not only a challenge for shipowners, it is also an issue that affects port authorities and the traditional slops collectors. Indeed, the European Sea Ports Organisation (ESPO)

has recently made ship and port waste a top ten environmental priority for European ports in 2016.

Slops are a mixture of water, hydrocarbons, sediments and pollutants, and are generated whenever a vessel is running its engine. The vast size of the commercial global fleet means that nearly 100 million tonnes of slops are produced every year. Shipowners and operators are required by law to dispose of slops within ports before they depart, in accordance with Marpol 73/78 regulation and European Union law (EU Directive 59/2000). Unfortunately, due to the challenges of disposing of slops, the 2009 incident involving Trafigura highlighted the fact that a number of vessels do not comply with regulations, threatening the social and environmental well-being of local communities and the wider oceanic ecosystem.

How has this traditionally been achieved?The traditional method of slops disposal is being threatened by recent market changes. Slops collectors would take the waste from the vessels and sell it to companies within the building and construction markets. However, the recent shift in the price of crude oil has encouraged

these buyers to purchase purer, virgin products. As a result, slops collectors are finding it difficult to find a commercially viable market for the slops, shipowners are struggling to dispose of their slops, and the tanks in ports are becoming physically full. Although the issue may not make the headlines, the current situation is threatening to interrupt shipping operations, causing down-time and creating environmental and sustainability issues within port communities.

What is the story behind Ecoslops?It was in answer to this problem that Ecoslops developed its oil waste processing plant (OW2P), part of a micro-refining process to treat slops sustainably and transform them into high value marine fuels. The micro refinery combines an innovative petroleum refining process and a clean water regeneration scheme in one small treatment unit.

What benefits does this offer?Treating slops sustainably stands to benefit all stakeholders in the supply chain. For shipowners, it gives peace of mind that their waste is being treated appropriately and cost-effectively. It allows them to improve their brand by committing to a sustainability cycle and

reusing the marine fuel that is generated from their waste. Port authorities reduce the current pressure on storage capacity and limit the burning of slops, which has a negative environmental impact on local port communities. They can also increase their competitive position by improving the sustainability reputation of their brand. Fuel suppliers are provided with a new kind of ‘eco-bunker’ that can be reintroduced into the fuel supply chain in compliance with ISO 8217:2016 standards. And traditional slops collectors can sell their pre-treated slops at a fair price.

Has the process been tested?This process has been proven by Ecoslops’ first refinery within the Port of Sines in Portugal. The refinery commenced industrial operation in 2015, and has since imported several thousand tonnes of slops from Northern Europe, as well as collecting the slops from the port oil terminal and from the leading global container shipping company, Mediterranean Shipping Co, at the container terminal. Following the refinery process, 98 per cent of these slops were regenerated into fuel oil (marine diesel oil and intermediate fuel oil) and sold for commercial use in the marine market, as well as heavy oil into the building and construction market. MP

Vincent Favier chief executive of Ecoslops

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GAS CARRIERS | 17

LNG carrier market faces end of order boomThe signals point to the once-booming gas carrier market slowing down

by Barry Luthwaite

With shipbuilders globally struggling for business they

will not welcome what looks to be the end of the LNG order boom. The last twelve months have been dominated by the consolidation of Japanese majors ordering very large gas carriers (VLGCs) in significant numbers mainly from home yards.

Certain factors have produced a cooling of interest. The dramatic fall in oil prices is badly affecting crude oil and refining projects which in turn is considerably hurting cash flow of the energy majors. While LNG offshore fields are unaffected there is evidence of slow down and owners deferring newbuilding

deliveries in order not to be forced to trade vessels on the spot market until original charter employment can be taken up. The orderbook is still very healthy pointing to 171 units on order which will eventually commission 24,281,394m³ on to the global market between now and as far ahead as 2023. If not requesting deferrals some owners are seriously contemplating switching untouched construction into floating storage and regasification units (FSRUs) for which there is steady demand especially from third world countries. A year ago the order backlog stood at 180 units, aggregating 26,505,746m3 capacity.

South Korea dominates the scene with 107 vessels on order, but with the global slump in dry trades Korean builders are in big trouble financially, with talk of more mergers and consolidation moves. China also has its problems but is second to South Korea in construction with 31 vessels followed by Japan with 27 units. The ‘white list’ crackdown on the financial health and viability of Chinese yards showed its teeth by cancelling a contract at Xiamen Shipbuilding for one plus optional one 45,000m3 LNG carriers.

To date only Hudong Zhonghua has broken through the VLGC barrier. The ‘white list’ investigation simply deemed it too high a risk for Xiamen to tackle any LNG construction as it hitherto had no experience of doing so and that cost overruns and vessel delays were therefore inevitable. Market observers will say that maybe China is paying more attention to sorting its economic problems out at last in shipbuilding. The vessels were since allocated to China Merchants Heavy Industries for ownership by Saga LNG Shipping. Both will incorporate IMO Type-A tanks mounted within an insulated hold space.

In a changing scene, Japan stands out as the best performer – largely due to the renaissance of its major owners answering calls to serve long term COA’s from LNG suppliers. Japan is much more dependent on imports of LNG after the Fukushima nuclear accident.More striking is that its order backlog of 27 vessels

A landmark was recently achieved by Daewoo with delivery of the 173,400m³ Creole Spirit to Teekay Shipping

18 | GAS CARRIERS

will commission 4,580,100m3 capacity into service with long-term requirements, stretching order commitments into 2023.

With clean energy and emission controls dominating the green agenda it is refreshing to see China realising that air pollution in their country needs to

be tackled urgently. China continues to break new ground in building up a cabotage LNG carrier fleet serving its vast hinterland. Several orders have now transpired for vessels in to the 15-30,000m3 range the first of which will begin entering service soon. These smaller sizes have proved no

barrier to being awarded to medium sized builders.

With VLGC orders drying up all attention has now turned to new technology driven vessel designs. A landmark was recently achieved by Daewoo with delivery of the 173,400m3

Creole Spirit to Teekay

Shipping. Forward-thinking Teekay ordered the vessel in 2012 as one of a series of eight breaking the grip of Wärtsilä by specifying gas injection five-cylinder MAN G70ME-C9-GI as main propulsion manufactured by Doosan. The new delivery is claimed to be the world’s first natural gas-fuelled VLGC.

It is estimated 30 per cent in fuel expenditure will be saved annually. Daewoo will seek more orders for high efficiency gas fuelled LNG carriers as it seeks to preserve its leading position in construction of such types. Gaztransport et Technigaz SA (GTT) monopolises the LNG technology market including storage tanks in South Korea resulting in owners having little choice but to order LNG tonnage in the country at Daewoo, Hyundai and Samsung accounting for 70 per cent of the global market. The one project which could produce more VLGC orders is India’s GAIL project, but the government prefers home construction at Cochin which has reduced interested bidders dissuaded by tortuous Indian bureaucracy. On a brighter note, Qatar is expected to tender soon for more vessels having been pioneers in early VLGC tonnage and still owning the largest at 250,000m3 capacity.

In its Five Year Plan, China is determined to increase its commitment to clean air and will adopt a programme to transform its coastal infrastructure. LNG as a fuel is steadily gaining more ground as tighter regulations on emission controls kick in. The country also has an eye in new coastal LNG business from neighbouring countries such as Indonesia and Malaysia. LNG carriers are expensive to build and finance is tight. China Shipbuilding Industry Corporation (CSIC) will launch a new financial

GAS CARRIERS | 19

leasing subsidiary to increase its global share of orders. This is becoming an increasing feature of Chinese business in difficult times and is a powerful inducement to order ships on a lease basis.

Within China, plans to introduce around 135 LNG-powered inland waterway vessels is in operation under the new FYP. Only 35 are currently in operation. New rules will be introduced to establish strict emission control areas with owners required to comply by 2020. Failure to comply will result in withdrawal of vessels from coastal and inland river ports. With China’s shipbuilding capacity being slashed to the bone in testing times, the plan will give a much needed boost to local construction in river/sea yards. In LNG coastal infrastructure China leads the way globally.

Energy group China LNG has already signed agreements with nine smaller builders to build coastal LNG vessels. Finance and leasing services will be provided and China LNG will be the preferred supplier to LNG bunkering stations in coastal ports. The group of nine companies teaming up with China LNG are Jiangsu Qinfeng Shipbuilding, Dongfang Ship Repairing & Building, Sujang Shipping, Jiangsu Dajin Heavy Industries, Jiangsu An Shun Shipbuilding, Jiangsu Jiangbei Ship Industry, Wuhu Hongri Shipping Company, Honghua Marine Oil and Gas Equipment and Jiangsu Hehai Shipping.

One interesting aspect of the move towards coastal LNG in the form of vessels and infrastructure is the possible elevation of Singapore to gas carrier construction. The nation is well-versed in conversion business and will now compete for newbuildings. Indonesia is a strong target under a

current tender by state owned Perusahaan Listrik Negara covering supply of LNG to 32 Indonesian locations including Kalimantan, Sulawesi and Java. Among eleven companies seeking breakthrough here are Shell, Mitsubishi and Gas Natural Fenosa with China and Singapore approached for

potential tenders. Indonesia will require strong financial assistance which will possibly favour China with its leasing offers. This also opens up more possibilities for employment of FSRUs, in which Singapore has conversion experience. Keppel Offshore & Marine and Sembcorp Marine

are the two key Singapore builders likely to gain new business. Already Keppel has confirmed enquiry for FSRU’s up to 60,000m3 on both a newbuilding and conversion basis. Small-scale LNG is also likely to impact on the Philippines and Caribbean in the next few years. MP


20 | ENVIRONMENT

PERMANENT MAGNET SHAFT GENERATOR ORDERED FOR LNG CARRIER

H elsinki-based equipment manufacturer The Switch is to deliver a permanent magnet (PM) shaft generator to

improve efficiency across all speeds for a 45,000m³ LNG carrier that China Merchants Heavy Industry (Shenzhen) Co is building for Saga LNG Shipping.

The order is part of a complete energy efficiency system being delivered by WE Tech Solutions of Finland. Delivery of the PM shaft generator order, which has an option for one more, is scheduled for October 2016.

“The optimised PM shaft generator system using WE Drive allows unprecedented levels of energy efficiency in the marine industry,” says Mika Koli, business development manager for The Switch. WE Drive is WE Tech’s variable frequency drive for shaft generator applications.

Using the active front-end low harmonic drive technology of WE Drive, The Switch’s PM shaft generator can operate over the full main engine speed range while generating electricity for the vessel’s electrical network with high efficiency. This feature is particularly advantageous in electrical part loads, which is the normal electrical load condition in any ship.

Along with The Switch PM shaft generator and WE Drive, WE Tech will also deliver its efficient power distribution solution that provides the vessel’s electrical network with up to 1,200kW of electrical power in power take out (PTO) mode. The delivery also features the power take in (PTI) mode for Take Me Home, whereby the WE Drive is used as an auxiliary propulsion drive when the main engine is not in operation. The solution also utilises the common DC link in the WE Drive to enable energy efficient DC power distribution for the bow thruster.

The high speed PMM 500 marine shaft generator will be connected to the PTO shaft of the reduction gear in the propulsion line. The Switch offers PMM 500 shaft generators in various power ranges from 0.5MW to 4MW at speeds of up to 2,000 rpm to best adapt to various requirements.

“Over the past few years, we have been developing our solution together with The Switch and other close suppliers,” says Mårten

Storbacka, managing director of WE Tech Solutions. “The main advantage of PM technology is that it significantly increases energy efficiency. Depending on how you calculate it, fuel savings are approximately 20-30 per cent. Since this technology lowers the need for installed power on a ship, energy generation and weight are reduced significantly, thereby lowering fuel consumption and the need for maintenance.”

During the past two years alone, The Switch has received numerous orders from WE Tech for which its PM shaft generator will be used in WE Tech’s energy efficient solutions. These include a delivery for four newbuild vessels owned by Wallenius Lines of Sweden to China’s Tianjin Xingang Shipbuilding Heavy Industry Co shipyard, four newbuild vessels owned by Terntank Rederi of Denmark to China’s Avic Dingheng Shipbuilding Co, two newbuild vessels owned by Transport Desgagnés of Canada to Turkey’s Beşiktaş Shipyard, two newbuild vessels owned by Vulica Shipping Co of the USA to China’s Jiangsu Hantong Ship Heavy Industry Co, and two newbuild vessels owned by Tarbit Shipping of Sweden to Turkey’s RMK Marine. MP

ABOVE: The Switch PM shaft generator has been ordered for a Saga LNG Shipping newbuild

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97%UPTIME IS NOT ENOUGH

To most people – even those in marine propulsion – 97% soundspretty good. We’re not most people. At Louisiana Cat, we expect more. For our propellers and for our customers that use them to drive their business safely andprofitably. We believe a ship’s propulsion system can work allthe time – and we’re already 99% of the way there.

Caterpillar Propulsion has a simple dimensioning principle to ensure maximum uptime: We use more material.

Our propellers are built to last, holding against stress and fatigue even in the most extreme conditions. And with costly, unplanned stops kept to a minimum. Lighter propellers and smaller shafts would be cheaper to manufacture but we will not pass on the far larger cost to the customer of standstills and lost revenue.

866-843-7440www.LouisianaCat.com/Marine

© 2016 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, BUILT FOR IT, their respective logos, “Caterpillar Yellow,” the “Power Edge” trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.


YARD PROFILE | 23

Geoje Shipyard can claim the world’s greatest dock turnover rateSCIENTIFIC

APPROACH PAYS OFF FOR SHISamsung Heavy Industries takes a highly sophisticated approach to building LNG carriers

Samsung Heavy Industries’ (SHI’s) Geoje Shipyard can claim the world’s greatest dock turnover rate – the number of ships that a dock can launch. Dock turnover rate is a

reliable yardstick for measuring a shipyard’s technical capacity and production efficiency.

The largest dock at the yard, Dock No 3, is 640m long, 97.5m wide and 13m deep. Ships built at this dock are mostly ultra-large vessels, including liquefied natural gas (LNG) carriers, ultra-large container ships and LNG floating production, storage and offloading vessels. The dock has the world’s greatest production efficiency, with a yearly dock turnover rate of 10.

This turnover rate of 10 has been achieved through SHI’s scientific approach to building. This includes making large-sized ship blocks, shortening the main engine loading period and utilising facility space efficiently by using ultra large-sized cranes.

SHI is a leader in the high technology, high added value ship market. It has built the world’s largest LNG carrier, at 266,000m3 and has secured orders for the world’s first ever very large ethane carrier and the world’s largest, 21,100 teu, container ship.

Through the development in 2011 of a membrane type LNG carrier cargo hold design, the first of its kind in the domestic industry, the company has further enhanced its competence in LNG carrier building.

SHI has developed a number of ground-breaking technologies in this area, including its pipe inspection and automatic cleaning robot for LNG carriers. An LNG carrier has a long pipeline which extends to almost 2km. After the welding process to connect the pipes has been completed, cleaning is carried out if necessary to remove undesired substances. As the interior of the pipe is dark and narrow, working inside it is regarded as very difficult. Moreover, the possibility of the presence of poisonous gases used during welding makes the job very dangerous.

To make the working environment more secure and to

increase working speed, SHI developed a robot system that conducts inspection and cleaning at the same time. It inspects the inside of the pipe using a camera system, and cleans the inspected space using a brush and suction system. Two cameras are located on the robot’s front and rear sides, and one camera is attached on the robotic arm which has a 360 degree rotating range. When the robot detects undesired substances, it uses the robotic arm to remove the substance. Thanks to this robot, the quality of pipe inspection has improved. The system contributes to cost reduction and reduces the risks of working in hazardous conditions.

Recently, together with France’s Total and class society Bureau Veritas (BV), SHI has developed a concept for a highly efficient LNG carrier. The design is optimised to deliver high energy efficiency to suit future LNG trading patterns and routes and to comply with tougher environmental regulations. It optimises the hullform, propulsion and power-generation systems for conditions including a full voyage with loading and unloading, manoeuvring, a canal passage, and laden and ballast passages.

BV subsidiary HydrOcean optimised the hull lines, using state-of-the-art Navier-Stokes computational fluid dynamics tools for calm water performance and behaviour with waves. BV used its ship energy efficiency calculation and analysis tool SEECAT software to quantify the performance of several dual-fuel propulsion and power-generation systems, using a holistic energy model of the ship.

The team also developed a boil-off gas model, predicting the boil-off gas rate and lower heating value for the simulations. It also used key performance indicators, including capital expenditure and operating expenditure costs, to compare and select the optimal design, taking account of predicted gas and fuel consumption, forced boil-off gas quantity and the mass of cargo gas burned per voyage.

SHI is building two of these 180,000m3 vessels under BV class for delivery in 2017 to SK Shipping Co, for charter to Total. MP

97%UPTIME IS NOT ENOUGH

To most people – even those in marine propulsion – 97% soundspretty good. We’re not most people. At Louisiana Cat, we expect more. For our propellers and for our customers that use them to drive their business safely andprofitably. We believe a ship’s propulsion system can work allthe time – and we’re already 99% of the way there.

Caterpillar Propulsion has a simple dimensioning principle to ensure maximum uptime: We use more material.

Our propellers are built to last, holding against stress and fatigue even in the most extreme conditions. And with costly, unplanned stops kept to a minimum. Lighter propellers and smaller shafts would be cheaper to manufacture but we will not pass on the far larger cost to the customer of standstills and lost revenue.

866-843-7440www.LouisianaCat.com/Marine

© 2016 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, BUILT FOR IT, their respective logos, “Caterpillar Yellow,” the “Power Edge” trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.


24 | REPAIR AND MAINTENANCE

Wärtsilä brings Genius to bear for Bonny Gas Transport

W ärtsilä has signed a five-year maintenance agreement with the Nigerian gas transportation company Bonny Gas Transport (BGT), a subsidiary

of Nigeria LNG. Wärtsilä will monitor and service the engines on board BGT’s six new liquefied natural gas (LNG) carriers and deliver spare parts, as well as providing expertise for inspections and major service overhauls. The contract marks the beginning of a new era of co-operation between Wärtsilä and BGT, and is the first of its kind for Wärtsilä in Africa.

Nigeria LNG exports most of its cargo to the European and Asian markets. The six LNG carriers are each equipped with five Wärtsilä 50DF engines and operate primarily on gas.

Wärtsilä’s dynamic maintenance planning concept utilising condition based monitoring (CBM) will determine actual engine maintenance needs. BGT will also have around the clock access to online operational and technical support.

“We are very excited about this opportunity to provide superior maintenance services to BGT. In addition to increasing engine up-time, BGT wanted to improve maintenance planning and operative cost control and this is something Wärtsilä can offer. With the continuous remote monitoring of the equipment and the dynamic maintenance planning concept, we can ensure optimal availability while minimising the risk of disruptions to operations,” says Simon Auseth, Wärtsilä’s marine agreements general manager for business development.

The agreement is the first to apply Wärtsilä’s data acquisition system, part of Wärtsilä Genius which helps customers optimise their operations and seize the opportunities offered by digitalisation. The system provides real-time access to and analysis of data and enables automated measuring and a guarantee of power availability.

CBM undertaken through the use of data analytics is becoming established. Indeed, if the activity of many leading manufacturers in the shipping sphere is anything to go by, the use of data for more efficient operation may have reached an important tipping point.

The principle of CBM is that through the use of real-time data analysis it becomes possible to perform maintenance when it is needed, rather than at regular intervals when it may not be necessary and might even be detrimental to the effective running of a vessel and its equipment. CBM is only made possible by the immediate feedback of data from a piece of onboard equipment to its manufacturer, who is able to spot any possible problem before it becomes critical.

Wärtsilä Genius is a new service portfolio designed to help the company’s customers. The three Wärtsilä Genius product families – Optimise, Predict and Solve – enable the optimisation of customers’ assets in real-time, improve predictability, and

help to solve problems by deploying digital solutions. Using real-time and historical equipment data Wärtsilä

Genius services are designed to optimise everything from a single installation’s energy efficiency right up to the management of an entire fleet. The latter is achieved by integrating advanced dynamic voyage planning, ship efficiency advisory services, and energy analysis, as well as extensive condition monitoring of the main equipment, into one consolidated solution.

Solutions and services within Optimise are tailored to increase the competitiveness and efficiency of a customer’s operations. Optimise solutions will, for example, enable fuel consumption to be followed in real-time, adjusting the ship’s position to optimal with the help of trim advice.

Predict will improve the customer’s asset and business availability and predictability through lifecycle maintenance. For the customer this means a clearer picture of forthcoming maintenance needs, which in turn means that maintenance can be performed based on actual condition and not according to a predefined schedule. More efficient usage of assets throughout their lifetime helps to increase the owner’s revenue.

Solve will ensure the safety of the customer’s operations and allow them to get instant support whenever and wherever they need it. As part of Solve services, the customer can share their computer screen with Wärtsilä experts on shore. MP

LNG Finima II, one of Bonny Gas Transport’s six new LNG carriers covered by a new maintenance agreement, is equipped with five Wärtsilä 50DF engines

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CRYOGENICS | 27

US RESEARCHERS ASSESS LNG BUNKERING METHANE-LEAK RISK

The issue of methane slip is getting a great deal of attention from regulators at the moment

The battle to reduce greenhouse gas (GHG) emissions from ships is

heating up – as the workload of IMO’s Marine Environment Protection Committee’s indicates – and LNG-powered vessels can be a powerful tool in the maritime community’s drive to comply with tightening international regulation of ship atmospheric pollution.

Combustion of natural gas produces lower carbon dioxide (CO2), sulphur oxides (SOx), nitrogen oxides (NOx) and particulate matter than burning the same amount of oil fuel on an energy-equivalency basis.

In fact, the emissions signature of LNG meets all current, pending and proposed standards laid down for controlling ship air pollution. However, LNG has a potential environmental downside.

LNG processed for carriage by sea and use as bunker fuel is, typically, 95 per cent methane, a potent greenhouse gas due to its ability to trap radiation and, hence, promote global warming.

On a volume basis CO2 accounts for about 82 per cent of all greenhouse gas emissions from human activities in the US, whereas methane is responsible for 9 per cent. However, in a tonne-for-tonne comparison, methane has an impact on climate change 25 times greater than CO2.

Although methane emissions volumes are relatively small, escapes of natural gas have a disproportionately high global warming potential (GWP) quotient.

In recent years scientists have been trying to better understand the sources and

volumes of methane emissions, including those across the oil and gas supply chain. In 2015 the US recognised the potential detrimental impact and introduced the first legislation to control methane escape.

Work has expanded to encompass the risks that LNG-powered ships present, namely methane leakage during LNG-bunkering and the passage of unburned methane through gas-burning engines, a process called slip.

Researchers in the US have just completed a study to determine the net effect of methane leakage and slip on LNG-fuelled ships’ GHG impact. Their work at the University of Delaware and the Rochester Institute of

Technology adopted a total-fuel-cycle approach in an analysis on behalf of the US Maritime Administration (MARAD).

Bunkering ships that are not LNG carriers is comparatively new but will grow, not least in the US. It can take various forms, including truck-to-ship, ship-to-ship and terminal-to-ship operations, and using interchangeable portable tank containers as LNG bunker units.

Opportunities exist for methane leaks from various elements of the bunkering system. In its own investigative work, ABS has adopted a risk-assessment framework in considering LNG leakage during bunkering, which the MARAD study embraced.

ABS has identified four

“MARAD’s study found that reducing leakage in frequently recurring bunkering processes has substantial benefits on total-fuel-cycle GHG impacts”

LNG processed for carriage by sea and use as bunker fuel is, typically, 95 per cent methane


28 | CRYOGENICS

initiating events that can give rise to methane emissions: leaks from LNG pumps, pipes, hoses and tanks; inadvertent disconnection of hoses; overfilling or over-pressuring vessel fuel tanks; and external impact.

ABS also outlines 22 prevention and mitigation safeguards that minimise the frequency and volume of bunkering leaks.

But when it comes to the process of burning LNG to provide propulsion, various factors cause unburned hydrocarbon to pass through an engine and into the atmosphere.

Slip emissions occur because of poor combustion of the gas under very lean methane/air mixtures, variations in flame propagation dynamics and the blow-by of unburned methane during cylinder valve operations. But not all engines are equal when it comes to the amount of hydrocarbon they allow to pass through them untouched.

The three most popular engines found on LNG-powered ships are:(a) lean-burn, spark-ignited engines operating on the Otto cycle(b) diesel dual-fuel (DDF) compression-ignited engines, that operate like lean-burn types on the Otto cycle but with diesel cycle injection to ignite the methane/air mixture

(c) diesel-injected, compression-ignited engines that operate with natural gas on the diesel cycle.

Rolls-Royce and Mitsubishi make the first type, which can produce lower downstream CO2 emissions than DDF engines at similar air-fuel ratios. Lean-burn units can also operate on a much thinner fuel-air mixture and at higher compression ratios using advanced spark timing but are also more prone to slip than compression-ignition engines.

DDF engines typically use a port-injected, air/methane mixture, ignited by diesel cycle injection and show a flame propagation like that in Otto cycle combustion. These engines, including Wärtsilä’s four and two-stroke units, produce lower methane slip than lean-burn gas equivalents.

Combustion in high-pressure, gas-injection diesel cycle engines on the other hand uses diffusion-controlled pilot fuel ignition, as in conventional diesel engines. MAN’s ME-GI units are examples of these two-stroke engines, which provide high reliability, high thermal efficiency, good fuel flexibility and a level of methane slip that can be negligible.

However, high-pressure gas-injection engines fail to reduce NOx emissions to meet IMO Tier III demands. That means

they require an exhaust-gas recirculation (EGR) scrubber system or a selective catalytic reduction system, sometimes both, to comply.

As a general rule, methane slip occurs only in the Otto cycle mode, including in dual-fuel engines, but not in the diesel cycle mode. Methane slip tends to be greater at lower engine loads and depends on the composition of the gas and the engine speed.

All makers of gas-burning engines are working to minimise methane slip.

Manufacturers are developing combustion-chamber technologies to improve the combustion process, using catalysts to oxidise unburned methane and optimising turbocharging arrangements. One area of investigation is the use catalysts in after-treatment systems to oxidise methane, but this technology needs further development.

The MARAD study highlights the need to consider more than just the combustion engine to minimise methane emissions. An examination of the full LNG-bunkering supply chain is vital.

Two key findings emerged from the research.

First, methane slip is a key factor in determining whether an LNG propulsion system will improve or worsen GHG emissions compared with the burning of conventional fuels. Ships using compression-ignited LNG systems – whose methane slip is low – produce low GHG emissions

compared with vessels burning conventional fuels, even allowing for a certain amount of methane leakage during routine bunkering.

However, spark-ignited LNG engines cause more methane slip and can negate the recognised environmental advantages of the LNG system. MARAD’s second important finding is how routine bunkering leakages can have a disproportionate impact on overall GHG emissions due to the high volume of natural gas throughput and methane’s high GWP.

For example, a 1 per cent methane leakage during bunkering operations leads to a 10 per cent increase in net GHG emissions. For a compression ignition engine a 1 per cent bunkering leakage cut the net GHG emissions advantages of LNG from a benefit of 14.9 per cent to 6.7 per cent compared with low-sulphur diesel fuel.

MARAD’s study found that reducing leakage in frequently recurring bunkering processes has substantial benefits on total-fuel-cycle GHG impacts. Researchers identified several stages in the bunkering process where leakage can be reduced and they recommended further investigation on these.

Low natural gas prices mean the economic value of this methane loss may not be significant. However, the environmental opportunity costs are important. MP

* This article first appeared in LNG World Shippingare

“Slip emissions occur because of poor combustion of the gas under very lean methane/air mixtures, variations in flame propagation dynamics and the blow-by of unburned methane during cylinder valve operations”

All makers of gas-burning engines are working to minimise methane slip

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ENGINEBUILDER PROFILE | 31

Chinese builder offers growing portfolioAs well as its role building MAN engines under licence, Chinese enginebuilder Weichai has an impressive track record of innovation in its own right

P art of the Weichai Group and headquartered in Shandong, China, Weichai Heavy Machinery

Co covers the product platform of large, medium and small series of marine power and power generation equipment.

In April 2008, Weichai signed a production agreement with MAN for the production of L27/38 and L32/40 marine diesel engines. These two series, designed by MAN, are the latest generation of high power, medium speed marine diesel engines.

With the adoption of advanced technologies such as a modular design and a separated cylinder unit, these engines deliver excellent characteristics including high efficiency and reliability. They start up and stop using heavy fuel oil (HFO) and are widely used as main power for vessels and offshore platforms. In late 2012, Weichai successfully obtained permission for the production of L16/24 and L21/31 series engines from MAN, which marked its entry into the high end auxiliary engine market.

The company is more than just a licensee, having an extensive marine engine portfolio of its own. Its high speed engines, such as the WP4, WP6, WD10, WD12, WP12 and M26, are mainly used on high speed boats and

yachts, passenger ships, fishing boats and as main engines for patrol boars, or as auxiliary engines in the offshore market.

Medium speed engines 160 and 170 are mainly used on carriers, engineering vessels, and passenger ships as main engines or auxiliary engines. Medium speed engines CW200 and 250 are generally used on vessels, passenger ships, fishing boats and bulk carriers as either main engines or auxiliary engines. The MAN engines L16/24, L21/31, L27/38, L32/40 and V32/40 are mainly used on bulk carriers, engineering vessels, multipurpose vessels and marine traffic control ships as either main engines, electric propulsion engines or auxiliary engines.

In December last year, Weichai’s latest marine high speed natural gas engine was tested successfully at Weichai Westport New Energy Co in the USA. This marked the successful end of the project’s design and development work and the beginning of the next stage – performance optimisation and application-supporting development.

This technology has been widely praised within the industry. The director of the Wuhan Specification Institute, part of China Classification Society, said

that the high quality of this technology would help promote the upgrading of domestic marine gas engine technology. The deputy dean of the School of Energy and Power Engineering at Shandong University said that the use of high pressure direct injection technology allowed the engine power and efficiency to match those of a diesel engine. This is a first in the field of domestic Chinese marine engines, and would lead to energy saving technologies, particularly in upgrading marine engines in the country.

In January 2016 at a conference held for Weichai’s marine genset segment, the company’s 2015 operations were reviewed and a general strategy was set for 2016. The company’s overall view was that the new engine technology would constitute the cornerstone of its enterprise development and growth.

At the meeting, Weichai recommended a variety of marine genset products. After years of developing marine gas engines, WHM160/170 engines and other products, the company has a full range of marine genset products to meet all of today’s emissions standards. It considers the WHM6160 to be the most impressive of these. MP

LEFT: WHM160/170 engines and other products have given Weichai a full range of marine genset products to meet all emissions standards


32 | TWO-STROKE ENGINES

MAN delivers first IMO certified two-stroke engine with Tier III NOx control EGR system

First Wärtsilä X62DF engine ready for large LNG carrier

Hyundai Heavy Industries’ shipbuilding division has finalised a contract for two Suezmax tankers for Turkish shipowner DİTAŞ (Deniz İşletmeciliği ve Tankerciliği). The 158,000m3 crude oil tankers will each be powered by individual MAN B&W 6G70ME-C9.5 two-stroke main engines that feature integrated exhaust gas recirculation (EGR) systems.

While there are already IMO Tier III compliant vessels with EGR systems in service, the Suezmax newbuildings will be the first vessels with keel-laying after 1 January 2016 to be officially certified as complying with Tier III emissions restrictions within existing North American NOx emission control areas (ECAs) and the United States Caribbean Sea ECA.

EGR is a NOx emissions control technology that works by recirculating a

portion of an engine’s exhaust gas back to the engine cylinders. MAN Diesel & Turbo developed, designed and manufactured the first EGR system for a two-stroke marine diesel engine for operation on a container vessel in service in 2010.

A part of the exhaust gas is drawn through a scrubber, cooler, and water mist catcher by suction

created from an electrically driven, specially designed blower. The blower raises the

pressure of the exhaust gas, which is then mixed with the charge air via a unique

charge air pipe, before entering the main engine coolers.

Within the scrubber, the exhaust gas is washed with water, which becomes acidic as a result of the sulphur from the fuel in the exhaust gas dissolving in it. Sodium hydroxide dosing is required to neutralise the acidic scrubber water. The scrubber

also washes out particulate matter (PM) that becomes suspended in the scrubber

water. It is therefore necessary to have a water treatment system to remove PM from the scrubber water and discharge it as concentrated sludge into the sludge tank on the vessel.

Winterthur Gas & Diesel (WinGD), together with Doosan Engine Co, has demonstrated the first low speed, low pressure Wärtsilä 6-cylinder X62DF (W6X62DF) engine for a commercial application.

The W6X62DF dual-fuel engine is also the first X-DF engine sold for the new generation of very large liquefied natural gas

(LNG) carriers. It is currently under test by Doosan before delivery and is one of a pair that will power the first of two 180,000m3 LNG carriers being built by Samsung Heavy Industries Co in South Korea for SK Shipping Co and Marubeni Corp. The vessels are due to operate on long-term charter to Total of France.

In addition to witnessing the W6X62DF running under a number of load and fuelling conditions, visitors to the demonstration saw validation of its engine control features, tuning, economy and emissions. Key aspects that were confirmed included the engine’s design fuel consumption, its IMO Tier III NOx emissions compliance in gas mode without any additional exhaust treatment, and its capability to run in a stable manner in a wide operating window.

At a technical seminar following the demonstration, WinGD and Doosan stressed the cost benefits of X-DF technology with low pressure gas admission. Reductions in capital expenditure of 15 to 20 per cent are possible compared to other low speed dual-fuel engine technology, as validated on the new LNG carriers. This results from the substantially simpler and lower cost LNG fuel gas handling system needed for gas admission at pressure below 16 bar. On the operating expenditure side gains are expected, especially for LNG carriers, as no high pressure gas compression system external to the engine is needed to enable the use of natural boil-off gas. MP

Wärtsilä’s W6X62DF engine is the first X-DF engine sold for the new generation of very large LNG carriers

LEFT: The tankers for DİTAŞ will each be powered by individual MAN B&W

6G70ME-C9.5 two-stroke main engines

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FOUR-STROKE ENGINES | 35

Cummins QSK95 displayed for first time in AsiaCummins recently unveiled the QSK95 at Asia Pacific Maritime – the first time Cummins’ largest diesel engine has been displayed for the Asian maritime market.

The launch of the QSK95 – Cummins’ newest, largest and

most powerful engine to date – will increase the company’s marine power range by 50 per cent. This makes the QSK95 an ideal solution for hard working vessels such as tugs, inland waterway towboats, offshore support vessels and crew boats, passenger ferries, patrol vessels and superyachts.

With engineering work now complete on the marine configuration, Cummins can release more details about the features that distinguish the QSK95 from other engines offering similar power output. This engine offers the benefits of smaller size, lower weight and better transient response while delivering a new level of serviceability.

With ratings from 2,386kW to 3,132kW (3,200-4,200hp), the QSK95 achieves a power output that was previously only available from larger medium speed marine engines, while bringing the advantages of a lower capital cost and a more compact installation. The engine provides 95l of displacement in a 78l package. Nested cylinders and a 60 degree V enable a short, narrow engine block compared with other engines of comparable displacement.

Despite its compact size, the QSK95 provides best-in-class power density. In addition, it weighs just over 13,000kg. This is between 25 per cent and 70 per cent less than medium >>>

When Seattle, USA-based Harley Marine Services decided to build a new line haul boat, Earl W Redd, for towing up and down the US Pacific Coast, the company wanted a reliable power platform that would address changing emissions requirements. Over the years, Harley Marine has successfully operated numerous line haul tugs powered by Cat 3500 Tier 1 and Tier 2 propulsion engines. For Earl W Redd it chose two 3516E engines – a flexible power solution that addressed both the vessel’s need for power and the upcoming United States Environmental Protection Agency Tier 4 Final regulations.

Each of the two continuous duty 3516E engines – individually rated with a 10 per cent increase in horsepower of 2,682hp at 1,600 rpm – is paired with a selective catalytic reduction (SCR) after-treatment system. SCR uses a urea-based solution to reduce the NOx contained in diesel exhaust down to two elements – nitrogen and water vapour.

“Harley Marine should save over US$1 million across a 15-year lifecycle on total fluid consumption [diesel plus diesel exhaust

fluid – the solution of urea in de-mineralised water that is used in SCR] for this newbuild compared to an equivalent Tier 2 powered vessel. They are able to deliver an increased level of performance

due to the higher power rating with increased efficiency,” said Ryan Darnell of Caterpillar’s Large Power

Systems division. “That is a direct result of engine fuel efficiency improvements that our SCR technology allows us to make by reducing NOx downstream of the engine combustion process.”

While that was a major reason why Harley

Marine chose Caterpillar for the Tier 4 Final engine solution, there were

other reasons, too. The company has a long-standing

relationship with Caterpillar Marine, including parts and service

support from dealers across the USA, while Cat Financial has provided

construction and ownership financing for many Harley Marine vessels, including Earl W Redd.

New addition to ‘clean, green fleet’ features Cat Tier 4 final engines

The QSK95 is Cummins’ newest, largest and most powerful engine to date

ABOVE: The engines are paired with a selective catalytic reduction (SCR) after-treatment system


36 | FOUR-STROKE ENGINES

>>> speed platforms of similar power output. As operators continue to seek better vessel

manoeuvrability, the QSK95 delivers faster transient response through a unique turbo arrangement and a dry system. By using one turbo per four cylinders, the engine is able to utilise a small turbo model. The dry turbo housings and dry exhaust manifold maximise the available energy to the turbos, enabling them to spool up quickly and resulting in fast engine response.

Cummins’ design, validation and service teams dedicated

themselves to ensuring that the QSK95 sets industry serviceability standards. From the early phases of the engine’s design, qualified technicians participated in service tool and procedure validation, evaluating safety, ergonomics, durability, reliability and repair quality robustness, and the reduction of cost and time taken for repairs. Design concepts were also evaluated for progressive damage prevention.

Initial feedback from technicians servicing QSK95 engines in the field has confirmed that the focus on serviceability will provide considerable pay-back over the life of the engines.

MAN and JFE conclude co-operation agreementJapanese engine manufacturer JFE Engineering Corp has entered a new co-operation agreement with MAN Diesel & Turbo for MAN’s 32/44CR, 35/44DF, 48/60CR and 51/60DF modern four-stroke engine types. The agreement applies to marine newbuild projects for ships to be deployed on Japanese domestic trade routes, and where the shipyards and shipowners involved are located in Japan. JFE has produced and supplied medium speed diesel engines since 1964 under the SEMT Pielstick licence, which was acquired by the MAN Group in 2006.

The MAN Diesel & Turbo common rail engines cover a power range of 3,600kW to 21,600kW. Their tried and tested, state-of-the-art, fully electronically controlled, common rail injection system is suitable for both heavy fuel oil (HFO) and distillate fuels. This technology, developed in house by MAN Diesel & Turbo and fully optimised for its engines, provides superior performance in terms of fuel consumption and smoke emissions, especially at part load, compared to the same engines’ IMO Tier II versions that feature a conventional injection system.

The common rail engines can be provided with ECOMAP capability, an innovative feature for the

MAN 32/44CR and 48/60CR engines. The flexibility of the common rail system permits the engine to be programmed to follow different specific fuel oil consumption and power characteristics, each having an optimal efficiency at different load points. This gives customers the potential to realise better fuel economy by changing the engine’s operating profile. On vessels with multi-engine installations in particular, the combination of common rail engines of this kind with an intelligent

power management system enables the engines’ flexibility potential to be fully realised.

The dual-fuel engines covering the power range 3,180kW to 18,000kW can be operated in the Otto (gas mode) or diesel (diesel mode) cycles from liquefied natural gas (LNG) in the former to more traditional HFO, marine diesel oil (MDO) or marine gas oil (MGO) in the latter mode.

Importantly, the dual-fuel engines can switch between these fuels at any engine load between 15 per cent to 100

per cent maximum continuous rating without disruption to the power supply. Highly environmentally friendly operation is achieved in gas mode when using LNG as fuel with negligible SOx and particle emissions, while CO2 and NOx emissions are reduced by 20 per cent and 85 per cent respectively, compared to diesel mode. This means that running the engines in gas mode complies with the stringent IMO Tier III levels without the need for any exhaust gas after-treatment. MP

The MAN Diesel & Turbo common rail engines cover a power range of 3,600kW to 21,600kW

With our A200-L latest generation single-stage turbochargers for low-speed two-stroke engines, we’ve created a product with a better compressor stage that increases volume flow and pressure ratio. The compact, efficient design of the A200-L allows a smaller turbocharger to be used on a wide range of two-stroke engines, which means a potential saving of 25% on service costs. This generation is just as reliable as previous generations. Add to these immediate savings more long-term benefits, such as greater savings on fuel and total cost of ownership, and you have the kind of cutting-edge turbocharger that you as ABB customers have come to expect. To find out more, visit us at Posidonia 2016. www.abb.com/turbocharging

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38 | AREA REPORT Greece

Tankers provide sole relief from Greek dramaExtremely tough times are afflicting Greek shipowners across the board – with one exception

I f you are not in tankers, these are tough times for Greek domiciled and related shipowners. Already under threat from the EU to accept new taxes on their earnings and

profits owners are now faced with a collapse of the dry bulk and containership markets. In recent months up to 50 bulk carriers have entered various forms of lay up in Elefsis and this market is at a critical stage where a quick upturn in spot rates is hoped for.

Shipping is a volatile business, but it seems a forlorn hope that a formidable recovery will occur in 2016. Shipbuilding itself is in crisis and with the Greeks second only to China in terms of huge investment in newbuildings the portals are not good. Bulk carrier owners simply cannot run ships on earnings as low as US$3,500 to US$6,500 daily. The cape and handymax markets have been particularly hard hit due to heavily reduced demand for commodities such as grain, ore and coal. Greeks are well versed in meeting challenges head on and enjoy a deserved reputation for surviving crises in the markets. On this occasion, however, a number of adverse factors in the global economy have combined to provide the ‘perfect storm’.

The one exception is in tankers, where Greek owners go from strength to strength. All trading sectors here will enjoy another good year of earnings, despite declining demand through increased charter earnings from longer tonnes per mile voyages brought about by closure of much shore-based capacity especially in Europe. Prospects here have induced Greek owners to order a plethora of tankers in order to capture more business. Some

recent VLCC newbuilding business has already secured COA agreements over a period for Iranian crude loadings. The Iranians will step up production but does not have enough vessels to cover and too many older vessels in its fleet.

A check on buoyant wet trades business shows that Greek domiciled owners will commission 218 tankers of all types into the mercantile marine between now and the end of 2018 adding almost 29 million dwt to the fleet. This will place them in a very competitive position as demand for oil and related products will increase over the current low level. Almost half of the newbuilding commitments were added in fiscal 2015 and it is noticeable that all are for handysize and above. The cabotage industry in Greece is neglected.

There is a marked increase in containership acquisitions. Owners have fully exploited the acquisition of modern vessels at auction or “give away” prices as banks are just happy to rid themselves of bad debt. There is also a steady expansion in newbuilding investment in partnership with small private equity stakes. The latter is now proving problematical as investors fight shy of committing more funds to shipping companies.

Some argue that today’s long dark tunnel of uncertainty has persuaded potential investors that shipping is no longer the safe haven it has always been in their minds. Although the box markets are suffering Greeks have been very astute in concentrating on mid size 11,000 teu newbuildings and feeder ranges up to 5,000 teu. The latter have recently been earning higher freight rates than counterparts double their size because of demand for feeder services as the majors cut back. MP

CURRENT ORDERBOOK FOR GREEK OWNERSCATEGORY TOTAL FEB-16 2017 2018 2019

no dwt no dwt no dwt no dwt no dwt

Bulk Carrier 174 16,686,225 146 14,451,525 21 1,715,500 7 519,200

Container 40 3,331,553 22 1,481,585 14 1,479,968 4 370,000

Dry Cargo 1 8,000 1 8,000

Tanker 217 28,733,704 60 8,980,297 105 14,108,235 52 5,645,172

Other 71 3,913,492 28 1,652,677 28 1,195,215 6 314,600 9 751,000

Grand Total 503 52,672,974 257 26,574,084 168 18,498,918 69 6,848,972 9 751,000

Source: BRL

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POSIDONIA | 41

Posidonia 2016 on course to be biggest ever

International shipping exhibition Posidonia 2016 will be held from 6-10

June at the Metropolitan Expo exhibition centre in Athens, Greece. It looks set to be the biggest ever, despite unfavourable market conditions such as plummeting oil prices and slowing economic growth in key economies such as China.

The event is organised under the auspices of the Greek shipping community and the five major associations representing Greek shipping interests. These are the

Ministry of Maritime Affairs & Insular Policy, the Municipality of Piraeus, the Hellenic Chamber of Shipping, the Union of Greek Shipowners, the Greek Shipping Co-operation Committee, the Hellenic Shortsea Shipowners Association and the Association of Passenger Shipping Companies.

With demand for floor space at unprecedented levels, the organisers of this important shipping trade event expect to break the previous records set during Posidonia 2014 which was attended by more than 1,840 exhibitors and 19,000 visitors.

“Despite a negative global shipping sector outlook for

2016, Posidonia constantly enhances its appeal as the must-attend international shipping event due to its unique legacy and long heritage as the event which creates new business opportunities in tough markets,” said Theodore Vokos, executive director of Posidonia Exhibitions, the event’s organiser. “The Greek shipping community is famous for its business acumen and excellent sense of timing when it comes to investing in difficult times, and we are currently seeing many shipowners investing in both newbuildings and the sale

Despite difficulties in the world of shipping this year’s Posidonia exhibition is showing resilience


42 | POSIDONIA

and purchase market.”Increased demand is driven

by the major shipbuilding nations and other traditional Posidonia participants from all over the world who have already confirmed their presence at this year’s event, in addition to many first-time exhibitors representing some sectors that are new to Posidonia.

Leading the way in terms of floor space is China, which will once again feature the strongest participation at the event with its shipyards, equipment manufacturers, shipping services and financial centre providers. The strong Chinese presence at Posidonia together with the recently announced acquisition of Piraeus port by COSCO underline the strong friendship and maritime business relationship between the two nations.

The presence of Far Eastern nations is traditionally a major highlight at Posidonia and this year is no different. South Korea and Japan are again fielding impressive national stands featuring their powerful shipbuilding and equipment manufacturing industries, as competition with China intensifies against a backdrop of sinking demand for new orders.

An important new feature of this year’s Posidonia will be the strong participation of old and new maritime centres, as global competition in this sector has also intensified. Traditional maritime centres Singapore, Hong Kong, Cyprus and Malta will again participate with national pavilions, with a highly diverse display of shipping products and services. But Posidonia will also welcome niche newcomer Luxembourg which is making its Posidonia debut with a national pavilion featuring Cluster Maritime Luxembourgeois. Other maritime services centres at this year’s event include Dubai Maritime

Show time for Greek innovationTNL Group, a Greek maritime navigation and satellite communications expertise group of companies, is using its third Posidonia participation to demonstrate a new charting Pay as You Sail solution. It signals the arrival on the global market of the only Pay as you Sail solution made in Greece. “Our solution delivers and secures safety and peace of mind on board the vessels, and operational efficiency with a variety of live data and information to the fleet operators on land,” said chief executive Evangelos Andriotis. He added: “Posidonia is one of the greatest events and meeting points of the international maritime community and TNL Greece sees it not only as a chance to present our dynamic product mix, but also as a significant opportunity to meet our friends, partners and customers in a business environment secured by an exhibition of global calibre.”

Lubes in the limelight at Posidonia 2016Publicity, brand awareness and recognition as well as product promotion are some of the benefits which marine lubricants provider Elinoil has reaped from its continuous presence at the previous six Posidonia exhibitions, and the company aims to keep building on its participation at this important shipping event. “The exhibition provides us with an excellent opportunity to promote our company’s products, meet customers and enhance our relationship with them, and further improve our business network. It is a highly significant international exhibition which offers an interactive platform to exhibitors and visitors alike,” said Odysseas Dimopoulos, Elinoil's marine lubricants sales manager.

City from the United Arab Emirates, Canada’s Vancouver International Maritime Centre and Shanghai’s Maritime and Finance Excellence Center.

Banking is back this year with the National Bank of Greece, Saxo Bank and Deltec Bank among the financial institutions returning to Posidonia following the sector’s lengthy absence.

The travel industry is also very well represented with more than 12 travel agents and Lufthansa, Turkish Airlines, China Southern Airlines, and Aegean Airlines together with a strong contingent of Gulf carriers all presenting their services at the show in their effort to capture a bigger slice of the industry’s growing travel budgets. The growing importance of seafarers’ tickets revenues for airlines is also reflected in Lufthansa’s decision to become the official airline for Posidonia 2016.

And while the floor plan of the Athens Metropolitan Expo is filling up with exhibitors, Posidonia organisers are also finalising the most comprehensive conference and seminar programme in the exhibition’s history with over 30 confirmed presentations covering most aspects of the industry’s diverse spectrum. To meet demand for seminar rooms, the organisers had to set up an additional seminar room, with the sponsorship of the United Kingdom Hydrographic Office.

The conference programme is spearheaded by the pivotal Shipowners Forum which will tackle a wide range of topics including the major issues of oil prices and the Middle East, the ‘China effect’ and ship supply.

The Japan Ship Exporters’ Association will again present cutting edge technological solutions, in a seminar where all major Japanese shipyards will try to woo Greek shipping companies for new orders, as

they benefit from the weak yen which makes Japanese shipyards affordable.

The hottest issue in the maritime industry is currently ballast water treatment. With the Ballast Water Management Convention expected to come into force in 2016 and system manufacturers applying for United States Coast Guard type approval, more than 15 ballast water management system manufacturers have already confirmed their participation at the exhibition. Posidonia will also host the Ballast Water Management Summit, organised by Newsfront Naftiliaki under the auspices of Greece’s Marine Technical Managers Association (Martecma), followed by an Argo Navis Marine Consulting & Engineering workshop on the retrofit engineering studies and installation planning of ballast water management systems.

Doing business and keeping up with the industry’s trends are two of the reasons Posidonia is in the diary of thousands of exhibitors and visitors from almost 100 countries who visit the biannual event. Networking is the third component, as a busy calendar of sporting events known as the Posidonia Games provides many networking opportunities. The Posidonia Games start in the first week of June featuring sailing, football, golf and running. The latter is making its debut this year and is expected to bring together 1,000 runners from all over the world on the streets of Piraeus.

In total, over 2,500 shipping professionals are expected to participate in the Posidonia Games, a concept which has helped prolong hotel night stays for many Posidonia exhibitors and visitors, boosting revenues for Athens’ hospitality sector and further fuelling spending across the city’s transportation, catering and entertainment sectors. MP

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44 | GAS TURBINES

GAS TURBINES SEE RESURGENCE IN POPULARITY FOR CRUISE VESSEL PROPULSION

When Finnjet entered service in 1977, operating

between Germany and Finland, the ferry was the first to be powered by gas turbine technology. Although achieving multiple world records, the operation economics of the cruise-ferry suffered due to steep rises in oil prices during the 1970s and, as a result, it was converted to combined diesel-electric and gas turbine propulsion in 1981. This allowed the ship to cruise more economically at lower speeds, where the gas turbine engines would otherwise be operating at low efficiency.

In subsequent years, the popularity of gas turbine drives for commercial vessels did not increase as was once anticipated, but in 1998, GE announced that its LM2500+ gas turbines were to be installed on what would be the world’s first gas turbine powered cruise ships. The three vessels, built for Royal Caribbean International and Celebrity Cruises, were each equipped with two LM2500+ gas turbines in an integrated gas turbine and steam turbine powered electric drive system. The LM2500+ turbines were rated at 39,000 bhp and were capable of achieving a simple cycle thermal efficiency of 39 per cent under ISO conditions. With combined cycle steam turbines added, the plant could achieve efficiencies figures into the 45 to 50

percent range, depending on load requirements and the amount of steam needed for on-board services.

GE has continued to promote the benefits of its gas turbine products for ship propulsion and, in March, showcased its latest marine technologies at Seatrade Cruise Global 2016. These include the company’s latest COGES system (COmbined Gas, Electricity and Steam) using electric motor propulsion with primary power delivered by gas and steam turbine generators. This system offers low emissions and high reliability, with improved overall efficiencies compared with earlier gas turbine products. Alongside COGES, GE is also promoting the benefits of its digital SeaStream Insight product which will assist operators in maximising vessel efficiency and also provides facilities for predictive maintenance.

In the view of GE, gas turbines are back in the spotlight, with the increased interest supported by the need for continuous reductions in emissions levels demanded by environmental legislation. GE marine gas turbines are currently operating in a range of configurations powering 17 cruise ships and the COGES system enables vessels to meet IMO Tier III and United States EPA Tier 4 limits without the need for additional exhaust gas after-treatment. The small footprint required for equipment also

means that a COGES-powered ship is able to provide maximum space for passengers or cargo and thus benefitting operational revenues. Although most commonly operating on marine gas oil, the GE gas turbines are capable of using other fuels such as liquefied natural gas, biodiesel, bio-synthetic paraffinic kerosene

blends and natural gas. No liquid pilot fuel is necessary and the engines can respond rapidly and smoothly to changes in load demand.

GE is keen to point out that its digital technologies can help cruise ship operators to make better-informed decisions on both operation and maintenance that help

GE’s LM Series gas Turbines have been a popular choice for both military and commercial applications


GAS TURBINES | 45

to increase vessel operating efficiency and availability. For some cruise vessels, fuel accounts for up to 40 per cent of total operational cost and efficient propulsion systems, along with up-to-date analytical software tools can help to optimise fuel usage. GE’s SeaStream Insight system can also predict the potential for failure of parts and provide the operator with information to allow mitigating or corrective actions to be taken. It further assists operators in moving from planned to condition-based maintenance activities, which can help in the extension of maintenance cycles and reduce interruptions to journeys for cruise passengers.

At Seatrade Cruise Global 2016, Tim Schweikert, president & CEO, GE’s Marine Solutions, said: “GE is dedicated to delivering innovative technical solutions to drive the cruise industry forward. Our long track record with major cruise lines underlines our strong position as a strategic partner for our customers. We understand the importance of providing fast support to our customers whenever and wherever needed. With more than 200 service engineers, we continue to strengthen our global service network and infrastructure to ensure cruise passengers have an uninterrupted and pleasant journey.”

MT30 gas turbines power naval vessels around the worldUK manufacturer Rolls-Royce has recently announced the successful completion of factory acceptance test for the first MT30 Gas Turbine to be installed in the UK Royal Navy’s new Type 26 Global Combat Ships. The contract covers the supply of MT30 gas turbines for the first three vessels and the company

has also signed Design Development Agreements (DDAs) with BAE Systems for other shipboard equipment, including steering gear, stabilisers, handling equipment and diesel generator sets to power the ship’s electric drive system.

At the time of the announcement, Philip Dunne MP, UK Minister for Defence Procurement, said “I am very pleased to welcome the delivery of the first Type 26 Global Combat Ship MT30 Gas Turbine engine, which will be a key long lead item for the programme. The Type 26 will be a multi-mission warship with capability to meet the future demands of the maritime environment, including complex combat operations, counter piracy, humanitarian and disaster relief work.”

The Type 26 will be a key vessel in the UK’s surface defense fleet and the engine is of critical importance to the vessels’ role. Commenting on the milestone, Don Roussinos, Rolls-Royce, president – naval,

said “Successful completion of the factory acceptance test is a significant achievement for everyone involved in the Type 26 Programme. Producing 36 to 40MW, the MT30 gas turbine is the world’s most powerful in-service marine gas turbine with the highest power density and will deliver a high power output in a compact space – an essential factor for naval propulsion.”

The MT30 has been developed from Rolls-Royce Trent flight engine technology and has the support of over 45 million hours of reliable operating experience since the introduction of the Trent series in 1996. Designed with 50 to 60 per cent fewer parts than other aero-derivatives, it carries type approval from both the American Bureau of Shipping and Lloyds Register. The MT30 first saw service in 2008, providing power for the US Navy’s first littoral combat ship, USS Freedom. This application featured twin MT30 engines alongside two diesel engines, driving waterjets in a combined diesel

and gas turbine mechanical configuration and capable of propelling the ship at speeds in excess of 40 knots.

Current power rating of the MT30 is 36MW but a maximum power output of 40MW is available, with the unit flat-rated to 38°C ambient. There is no power loss between overhauls and thermal efficiency is quoted at 40 per cent, with operating efficiency maintained at loads down to 25MW. The engine can also be configured for mechanical or electrical drive. The core design is based on a twin-spool arrangement, with a high-pressure ratio gas generator and a four-stage free power turbine. The intermediate pressure compressor has eight stages of variable geometry and the high-pressure compressor contains a further six stages. Three stages of variable vanes and blow off valves are included for compressor handling purposes and a feed of intermediate pressure air is used for bearing sealing

State of the art blade

The US Navy’s first littoral combat ship, USS Freedom, was the first to be powered by twin

Rolls-Royce MT30 engines (credit: US Navy)


GE turbine power selected for military and LNG carrier applications

GE hybrid electric propulsion systems have been selected to power the Italian Navy’s new Pattugliatori Polivalenti d’Altura (PPA) multipurpose offshore patrol ships. Featuring the company’s LM2500+G4 gas turbines, the system will also incorporate GE’s shock-proof MV3000 electrical power converter drives to control the network of propulsion motors.

The PPA ships will be built by Fincantieri at its Integrated Shipyard of Riva Trigoso and Muggiano. Avio Aero, a GE Aviation business headquartered in Italy, will carry the design responsibility for the gas turbine propulsion packages. Fincantieri’s announcement on the project indicated that the PPA patrol ships would be multi-functional, serving on sea patrol and rescue duties and in civil protection operations. With first deliveries scheduled for 2020, the vessels will be 133m long and typically carry 90 crew members.

“We are excited to be part of a project that will continue to modernize and strengthen the Italian Navy’s surface fleet,” said Tim Schweikert, president and CEO of GE Marine Solutions. “Our contract includes an order for seven LM2500+G4 gas turbines. The ship’s flexible and unique hybrid propulsion plant will feature small gearbox mounted-motors for low-speed operations, two propulsion diesels for mid-speed service and the gas turbine to reach more than 32 knots. We will also be responsible for the electrical system integration of the hybrid system”.

The diesel engines each drive through individual gearboxes to port and starboard propeller lines and are also linked to the centrally-located gas turbine and main drive gearbox. The system gives maximum flexibility in use of the power equipment and also maximizes redundancy, such that ship propulsion and power can be maintained even if the power plants or sections of the system suffer failure or damage.

The MV3000 converter is used to feed the electric motors to rotate the propellers for low speed operation and the hybrid motor and drive also operates as the generator to power equipment onboard the vessel, including weapons and sensors. A further feature is the system’s ability to deliver up to 2MW of electrical power to the shore, should this be needed for assistance to disaster recovery operations or for shore power support. The converter drives are able to deliver power at either 50 or 60 hertz, allowing compatibility with shore frequencies whatever the location.

GE has also received a boost for its potential business in China with GE Marine and the Dalian Shipbuilding Industry Company, Ltd. (DSIC) having received Approval in Principle (AiP) from Lloyd’s Register for a gas turbine-powered LNG carrier design. China is an important player in the shipbuilding market and its recent expansion in LNG carrier production has been rapid.

Current oil price levels and the turndown in the marine industry has meant that China’s shipbuilders have come under increasing cost pressure in both CAPEX and ship operation. The gas turbine systems have lighter weights and smaller footprints than low-speed diesel engines and the new compact LNG carrier design allows room for more cargo with approximately 4,000m3 of additional space being available within the same size hull. The power plants will also have the ability to run on either LNG or liquid fuel.

Having secured the Lloyds AiP, GE Marine and DSIC believe that customers will feel highly confident about investing in gas turbine-powered LNG carriers and that the product will help China’s shipyards to remain in a competitive position for production of these vessels. The innovative design has a carriage capacity of 179,400m³ and power will be provided by a GE COGES system based around a 25MW aero derivative marine gas turbine. MP

cooling technology is included to ensure metal temperatures are held within required limits and, for marine service, key components have protective coating applied to ensure long service lives in these aggressive environments. The

core gas turbine unit, which would be changed out at major maintenance points, weighs only 6,500kg including its power turbine. The total weight of the complete gas turbine module, including its enclosure and ancillaries, is

approximately of 30,000kg, offering a high power-to-weight ratio. The MT30 also meets all anticipated legislation on emissions.

In addition to the Type 26 applications, the MT30 has also been selected to power

the latest FFX frigate for the Republic of Korea Navy and MT30 alternator packages will power both the UK Royal Navy’s Queen Elizabeth Class aircraft carriers and the US Navy’s DDG 1000 advanced destroyers.

Serenade of the Seas was one of the earlier cruise vessels to be powered by GE LM2500+ gas turbine generator sets

46 | GAS TURBINES

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Your choice is?A wrong system can ruin your whole ship.


48 | STEAM TURBINES

IS THERE STILL A COMMERCIAL FUTURE FOR MARINE STEAM TURBINES?

W ith the exception of some military vessels, where nuclear reactors can

provide large quantities of steam, the use of steam turbines for ship propulsion is mostly now considered to be superseded technology. There are commercial vessels still in operation but, for some operators, it has been viable to convert to diesels engines for improved economy in operation.

The most popular market for commercial steam turbines in recent decades has been for the propulsion of LNG carriers, where boil-off gas could easily be used to raise steam. This market reduced, however, as a result of the successful development of large dual fuel engines, capable of delivering high operational efficiencies running on either LNG or liquid fuels. Sources suggest that, by the end of 2013, less than 10 per cent of LNG carriers listed as on order were

specified with steam turbine propulsion.Despite this trend, Mitsubishi Heavy

Industries (MHI) of Japan continues to offer attractive propulsion steam turbine solutions for the LNG carrier market. In 2014, the company announced that it had completed t "Sayaringo STaGE" as successor to the "Sayaendo1", which has enabled carrying capacity to be raised by over 15 per cent within the same ship width.

The STaGE acronym is derived from the Steam Turbine and Gas Engine equipment that is used in this hybrid propulsion system that combines a steam turbine and engines that can be fired by gas.

The steam turbine is from MHI’s Ultra Steam Turbine plant (UST) range, which is based on a high-efficiency reheating steam cycle developed independently by the company. Operating in combination with this plant is a dual-fuel diesel engine, which can use either gas or oil

as fuel, while the ship propeller is driven by an electric motor. The efficiency of the UST plant has also been further improved through use of waste heat from the diesel engine.

The overall result is a propulsion system that can operate efficiently across the full range of vessel speeds. MHI states that the new hybrid propulsion system has increased fuel efficiency by more than 20 per cent compared to the original Sayaendo design and by more than 40 percent compared with earlier carrier designs.

MHI is already seeing orders for the new carrier, including one for delivery to joint ventures established separately between Chubu Electric Power with MOL and NYK Line. Both vessels are scheduled to be delivered in 2018 and will go into service transporting North American shale gas, mainly produced from the Freeport LNG Project1, Chubu

A total of 17 container ships being built for the United Arab Shipping Company will feature Siemens hybrid steam and gas turbine power recovery systems


STEAM TURBINES | 49

The next-generation Sayaringo STaGE carriers, will be built by Mitsubishi Heavy Industries for delivery to NYK Line in 2018

Al Zubara, stated to be the world’s greenest ultra-large container vessel, has made its first passage through the new Suez Canal

Electric Power is involved. The vessels themselves are being built

at MHI's Nagasaki Shipyard & Machinery Works and these latest two follow on from two earlier Sayaringo STaGE orders from NYK Line. These carriers will also transport shale gas, in this case taking on load their loads from the Cameron LNG Project Louisiana terminal in the United States.

STEAM TURBINES IMPROVE ECONOMY OF HYBRID PROPULSION SYSTEMSDespite the market limitations of steam turbines for propulsion purposes, the opportunities for marine applications have been extended as a result of the drive for increased energy efficiency and emissions reduction. The inclusion of waste heat recovery (WHR) systems in larger vessels is now commonplace as there is major potential for energy recovery from marine diesel engine or gas engine exhausts. The exhaust energy can be recovered as lower grade heat, offsetting the need for use of auxiliary boilers, or for steam raising. In the latter case, steam turbines can then be used to generate electrical power or to supplement other propulsion power systems.

Earlier examples of waste heat recovery systems tended to be simpler in design, with the steam turbine generator working relatively independently to generate electrical power for the vessel to support or offset the use of auxiliary generators.

As technology has advanced, however, more hybrid drive systems have been introduced, the steam turbine generators can be integrated with power systems in more complex configurations allowing greater flexibility of power use and serving to optimises overall vessel fuel economy.

MHI-MME is also active in this field

and, amongst other orders, announced last year that it had received an order to supply WHR systems for eleven 19,600 teu Maersk Line container carriers being built by Daewoo Shipbuilding & Marine Engineering Co., Ltd. (DSME) of Korea. Originally launched in 2010, the Maersk order raised MHI-MME’s total bookings for the system to 87.

The integrated system optimally controls both the exhaust gas turbines and the steam turbines themselves, thereby improving fuel efficiency through the recovery of waste heat across much of the engine load range. The WHR system is one of MHI-MME's best-selling products. Of the 87 units ordered, 64 were known to be in service before the end of 2015 and the company believes that it has captured more than 90 per cent market share for systems working on this principle.

Other major global companies, such as Siemens of Germany, also offer innovative and energy efficient hybrid marine systems incorporating steam turbines. The SISHIP SGM hybrid propulsion system, aimed primarily at cargo vessel applications, features a thermo-efficientsystem (TES) enables otherwise wasted heat energy to be recycled to the ship’s energy system, enabling propulsion performance and power generation efficiency to be significantly improved.

The company claims that a reduction of up to 12 per cent can be achieved in energy costs with associated emissions reductions and that overall maintenance requirements are reduced.

The system is also compatible with large engine manufacturers' requirements, including those of Wärtsilä Sulzer and MAN B&W. The system also has the ability to recover thermal energy from the exhausts of direct-drive, two-stroke diesel engines. It then converts this to both low and high-pressure superheated steam.

This recovered energy is then used to drive an integrated steam turbine, with a bypass-gas power also driving a generator on the same turbine shaft. Electrical power can then be fed back into the propeller shaft through a shaft generator motor (SGM) and, conversely, this can also be used to take off electrical power from the shaft if required.

The heat recovery plant is itself capable of operation at low main engine loads and the system can be run in parallel with auxiliary diesel

generating equipment. One of the largest orders for the

Siemens drive system has been for 17 container ships, built for United Arab Shipping Company (UASC) under a contract with Hyundai Heavy Industries. All 17 ships will also feature the hybrid steam and gas turbine power recovery system delivering enhanced electrical power for the vessel and the opportunity to supplement propeller shaft power through an SGM system.

The class A-14 and A-18 UASC container ships are capable of carrying 14,500 and 18,800 teu respectively and the highly-efficient hybrid drive and intelligent power management systems will significant reduce their operating costs and carbon footprints. “Together with UASC we worked as partner to adopt and comply with the very complex technical specifications from UASC.

Due to extraordinary reduction of fuel cost the total cost for container transportation will be reduced significantly. This fuel saving also results in lower CO2 emissions of the same amount," said Stefan Kraus, head of strategy, marine and shipbuilding of the Siemens Drive Technologies Division.

The vessels began to enter service during 2015 and UASC announced in January 2016 that the Al Zubara, which is claimed by the company to be the world’s greenest ultra-large container vessel, had made its first passage through the new Suez Canal.

At the time of writing, UASC had received five 18,800 teu class vessels; Barzan, Al Muraykh, Al Nefud, Al Zubara and Al Dahna, with the Al Muraykh having achieved a record breaking load of 18,601 teu in December 2015. MP

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GENERATORS & SWITCHGEAR | 51

Saft and Rolls-Royce to deliver hybrid power system

A new multi-application vessel for Kystverket, the Norwegian

Coastal Administration, will rely on Saft’s high energy air-cooled battery system to meet peak demand for propulsion during dynamic positioning operations and to support overnight hotel loads.

Saft, the world-leading designer and manufacturer of advanced technology batteries for industry, has won a major contract from Rolls-Royce Marine to supply its Seanergy specialised marine lithium-ion battery system for the innovative hybrid vessel. Seanergy modules and battery systems are based on Saft’s lithium-ion super iron phosphate technology, SLFP. According to the company, this provides maintenance-free energy storage in a reduced volume, combining high operational reliability over thousands of cycles with outstanding energy efficiency.

This is the second major contract for Saft signed at end of last year in the marine segment. The high-energy battery system on board Bøkfjord will help Kystverket meet its ambitious climate and environmental targets, reduce maintenance and make fuel savings of 25 per cent.

The multipurpose workboat is under construction at the Hvide Sande shipyard in Denmark, where it will be fitted with a Rolls-Royce hybrid power system that includes diesel gensets and an SLFP battery system integrated into the vessel’s

automation and power management system.

The battery system will play a critical role in meeting peak power demand – for example, when the vessel is using its dynamic positioning system. Not only will the battery enable the ship to operate using only one diesel engine, but by smoothing out the peaks and troughs in demand the engine will also operate at its peak efficiency point. This offers the possibility of fuel savings of up to 25 per cent, together with further operational savings resulting from the reduced requirement for maintenance of the gensets.

The Saft battery system has been sized to supply hotel loads when Bøkfjord is berthed overnight in a dock that does not have a shore-to-ship power connection.

To ensure that Bøkfjord will be completed in time for delivery in summer 2016, Saft has scheduled the battery system for delivery in May 2016, complete with certification from DNV GL. This fast delivery is within

four months of receiving the order. The air-cooled battery system will have an energy storage capacity of 857 kWh, a nominal voltage of 647V and a maximum voltage of 745V.

“Winning the contract from Rolls-Royce Marine for Bøkfjord confirms the growing reputation of Saft’s SLFP design as the battery technology of choice for critical operations in harsh maritime environments,” said Jayesh Vir, Saft’s key account manager for the marine segment. “The contract also demonstrates Saft’s capability to ensure fast-track delivery to meet a very tight ship construction schedule.”

Saft’s SLFP technology received Bureau Veritas certification in early 2015 and is on course to receive certification from Lloyds Register and DNV GL.

As a lithium-ion technology, SLFP has the advantages of high efficiency, long life, fast-charge capability and high power output. It is also modular, which means that

a battery system can be tailored to closely match the customer’s power and voltage requirements.

Compared with other lithium-ion solutions, SLFP technology is particularly well suited to civil marine applications as it delivers reliable performance over a wide temperature range, has high tolerance to electrical and mechanical abuse, and a high inherent level of safety.

ABB introduces Dynamic ACABB has launched a new Dynamic AC (DAC) concept that optimises engine speed, leading to significant fuel savings.

For a large cruise ship up to 6 per cent, or up to 2,000 tons of fuel, of annual savings can be achieved by engine speed optimisation. The concept has been created with a simple electrical system configuration using existing, proven ABB components, which ensures quality and reliability. The concept

Bøkfjord will help Kystverket meet its ambitious climate and environmental targets (credit: Kystverket)

52 | GENERATORS & SWITCHGEAR

is new to the commercial maritime industry.

“No matter what bunker costs are now, shipowners look to the long term and always want ways to maximise fuel efficiency,” says Juha Koskela, managing director of ABB’s marine and ports business. “Once again, our strong emphasis on research and development has produced a solution of great business value to our customers.”

DAC adjusts the rotational speed of the diesel gensets, allowing the system frequency to vary within the specified range. Currently, many ships run with their generators at a set speed, regardless of the power requirement, which wastes energy. The medium voltage power system in the ship is specially engineered

for variable frequency, including component design and system integration. Distribution for the auxiliary and hotel loads is provided by frequency converters or directly from the variable frequency system.

“ABB has had great success providing power and propulsion solutions to the cruise industry. DAC is another tool for cruise companies to build fleets which are more efficient and more environmentally friendly,” said Mr Koskela.

It will sit alongside the Onboard DC Grid in ABB’s portfolio of power distribution products that can increase ship fuel efficiency. Whereas the Onboard DC Grid can improve the performance of vessels with a lower power requirement, DAC is aimed at larger ships with power of 20MW or more.

Power and drive systems from Siemens enable reliable operationShanghai Zhenhua Heavy Industries Co (ZPMC) has commissioned Siemens to equip the latest diving support vessel being built for Bermuda-headquartered Toisa with complete drive and power systems. This solution is designed to improve the vessel’s reliability and manoeuvrability, as well as reducing fuel consumption, so lowering overall operating costs.

The Integrated Drive System (IDS) used in the vessel, which has a length of approximately 146m, conforms with DNV GL international certification standards. The IDS

comprises six Simotics motors and six BlueDrive frequency converters with an output of up to 3MW each, designed specifically to cope with harsh application conditions in terms of temperature, vibration and moisture. Two of the six converters feature an integrated dual in-feed function which ensures full mobility for the vessel in most exceptional circumstances by means of constant and redundant in-feed power from two independent switch panels.

This multipurpose saturated diving support offshore construction vessel will be used for offshore applications primarily in the oil and gas industry and for deepsea projects. It will be managed by Sealion Shipping,

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a shipmanagement company headquartered in the UK, which manages and operates the Toisa fleet.

To ensure it meets market demands, the diving support vessel will be built in line with DNV GL’s new dual notation standard DYNPOS AUTRO (DP3) and DYNPOS ER (Enhanced Reliability). This offers shipowners greater flexibility and reliability, and enables the implementation of more fuel-efficient application configurations such as improved operation of rotating machines like diesel generators.

All the systems and components used are part of the Siemens Siship solution platform. The IDS used as part of the Siship Drive LV solution comprises the BlueDrive frequency converters and connected Simotics motors. The main characteristic of the IDS is the optimum interaction between components, which not only speeds up response times, but also improves the drive system’s flexibility, precision and energy efficiency. The six drive trains are divided across three azimuth thrusters, two tunnel thrusters and one extendable thruster.

Two of the six BlueDrive converters are fitted with the innovative dual in-feed function. This enables in-feed from two independently operating switch panels simultaneously. The dual in-feed functionality ensures that any power failure in the main power supplies is detected within milliseconds. The affected side of the dual in-feed is separated without the need for any thruster change-over processes, avoiding a wholesale failure, fault spreading or loss of maximum drive output.

The dual in-feed function can also be used in dynamic positioning operating mode, regardless of whether the

main power network is operated with a closed or open main bus-tie. This functional feature has been proven on a number of reference vessels, where it was shown to ensure full manoeuvrability of the ship even in difficult situations.

The power supply to the ship is guaranteed using the

integrated Siship Power MV power supply system, comprising six 2.7MW generators. Two 6.6kV Nxair switchgear units ensure the most efficient power distribution.

The overall power and drive system is controlled and monitored by Siship cross-component control and safety systems such as

the Drive Control System (DCS), Power Management System (PMS), Power Plant Protection (PPP) and Generator Power Adaptation (GPA) system. Alongside normal operational control and interaction with each other, these safety systems detect and solve critical operating statuses. MP

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New box coolers offer best of both worlds

T he heat exchanger division of GEA Group is now operating under the new name of Kelvion Holding, in honour of Lord Kelvin, a pioneer of thermodynamics. The company will

continue trading in the heat exchange market. Michael Andersen, interim chief executive of Kelvion, said at

the time of the change: “The name Kelvion is new, but we continue as global experts in heat exchange with plate heat exchangers, finned tube heat exchangers, shell and tube heat exchangers, modular cooling towers and refrigeration heat exchangers.”

Among the company’s offerings are its range of Bloksma box coolers. A box cooler is a cooling system that is finding growing application for both inland waterway vessels and sea going ships. Cooling water is forced through a bundle of U tubes, which is placed in a sea chest with inlet and outlet grids. The cooling effect is achieved by means of the natural circulation of the outboard water in the sea chest, or circulation due to the speed of the vessel. The outboard water is heated and rises, thus causing natural upward circulation.

Box coolers provide a number of advantages compared with other cooling systems, such as plate heat exchangers

or conventional shell and tube coolers. These include the elimination of an outboard secondary cooling water circuit on board the vessel, so there is no need for parts that require a lot of maintenance, such as a cooling water pump, filters, valves, and pipelines. Box coolers are also much less susceptible to corrosion and fouling than other solutions.

Box coolers are virtually maintenance free, making operational costs much lower than for any other cooling system.

With Bloksma coated coolers, the sea chest is protected against galvanic corrosion by a coating covering all noble surfaces. This provides long lasting and reliable protection, because any local damage to the coating only results in minor galvanic leakage. Damage to larger surfaces can be taken care of by installing some sacrificial anodes. The solution is not effective for corrosion caused by stray currents. Impressed current cathodic protection (ICCP) and impressed current anti fouling (ICAF) systems have no influence on the box cooler.

The unique combination of support baffles and anti-vibration strips bonded by the coating has proved to be a reliable solution to this problem.

In case the coolers are uncoated, the sea chest must be protected, too. This is achieved by insulating the numerous joints between the ship and the bundle. It needs to be checked each time the set-up is dismantled and reassembled. Any fault will result in the complete failure of the protection mechanism. Sacrificial anodes can give only partial protection and may not last long before being consumed by corrosion. Stray currents may attack the bundle, causing pitting.

Corrosion also occurs when vibrations induced by the uncontrolled flow of the outboard water, or by mechanical sources, can cause the tubes to rattle in their supports. The protective oxide layer on the tube will be scuffed away and the resulting pitting corrosion will cause leakage.

Kelvion’s Bloksma FlowBox combines the features of box coolers and plate heat exchangers while adding ease of maintenance and installation. This is a fit-and-forget installation, which comes with the seawater box.

The design of this cooler features a U-shaped tube bundle, mounted with a tube sheet to guide the water flow. A sealing system prevents by-pass and optimises water flow. The FlowBox casing is attached to the hull by a mounting ring and the box itself is bolted to the mounting ring with a gasket. The cooler is bolted to the box, and the water box is fastened to the tube bundle. The design of the FlowBox makes it easy to remove the water box, the cooler or the box without docking. This design is approved by all major class societies.

The design of the box allows controlled seawater flow to increase heat transfer, enhancing performance, and optimising operational costs. Space can be allocated for an additional cooler element, to add capacity as needed. MP

Bloksma box coolers are finding growing applications for both inland waterway vessels and sea-going ships

HEAT EXCHANGERS | 55


56 | HEAT EXCHANGERS

Bowman cooler meets needs of Portuguese river cruiser

ScanTech Offshore’s new heat exchangers deliver ‘unrivalled performance’

Gasketed plate heat exchangers offer adaptability

The river Douro is one of the most beautiful and economically significant rivers in Portugal, linked for centuries with the production of fine Port wine. More recently a thriving tourist industry has developed, based on river excursions that explore the upper reaches of the Douro valley and one of the leading companies is Barcadouro, who have operated a growing fleet of river cruisers from their base in Porto for nearly 20 years.

The latest addition to the fleet, Independencia is a flagship catamaran and the first vessel of its kind to operate on the river Douro. However, in preparing the vessel for river operation, a significant problem arose in cooling the ships two on-board diesel powered generating sets. Two John Deere industrial engines were installed to drive the two generators that provide electricity for all areas of the ship. However, poor ventilation in the engine room saw ambient air temperatures rise to over 50oC when the engines were run and the excessive heat that built up in the area led to a significant loss in engine power and performance!

At this point Barcadouro called in EJ Bowman stockist Transdiesel S.L. to come up with a solution that would take some heat out of the situation!

Transdiesel’s engineers proposed a highly efficient cooling system based around a Bowman FH 200 header tank heat exchanger for cooling the engine jacket water, plus a Bowman FG 100 charge air cooler for the engine inlet air. Once installed, the new system successfully reduced engine room temperatures to just 25oC. The cooler air temperature in the engine room has restored the engines full power and torque and since commissioning, the new cooling system has proved to be extremely efficiently, enabling the new catamaran to go into full operational service on the river Douro.

Commenting on the installation, Tony Carter, sales manager for EJ Bowman said, ‘’the solution developed by Transdiesel S.L. was particularly successful in that it solved the customers immediate engine cooling problem and eliminated the possibility of having to replace the existing engines with new units, should a suitable solution not be found. The cost to replace the engines would have significantly increased the overall project budget for commissioning the ship and there was also a real concern whether there was enough space in the engine room to accommodate the larger foot print of a newer engine.’’

ScanTech Offshore can now provide the well test industry with heat exchangers that surpass anything else that is currently available. With a 125mm large bore, 10,000 psig and an ISO 668:2013 high cube frame, ScanTech Offshore’s heat exchangers are claimed by the company to be high performance units that exceed industry performance specifications. Because they have a smaller footprint than a conventional exchanger, they are more cost effective to ship and store. And although they have a smaller footprint, they have been developed with a larger coil size, which enables a higher flow rate with minimum back pressure and more heat efficiency. In combination with ScanTech Offshore’s HeaterSentry range of steam generator products, they have proved to be highly efficient and safe.

By reducing surface

tension, these large bore heat exchangers reduce foaming and assist the oil and water separation of the well effluent. They also prevent the formation of hydrates and reduce the viscosity of the oil, thereby greatly improving separation and burner efficiency.

With a heating capacity of 4.2 MMBtu per hour, steam is provided to the shell and passed around the tube bundle. Heat is transferred to the tube bundle and then in turn to the effluent.

A choke is provided

between the inlet and outlet of the steam so the effluent can be preheated before the pressure is dropped at the choke.

The heat exchanger is supported by the high cube frame with stacking facility. This enables easier, and in some cases cheaper, transit as the unit can be stacked on top of other ISO containers.

Tranter’s gasketed plate heat exchangers offer the highly efficient transfer of heat from one liquid to another or from steam to liquid. This modular exchanger combines frames, plates and connections to form a variety of configurations. By using different types of plates, with different characteristics, the exchangers can be adapted to a wide variety of applications. The exchangers can easily be dismantled for inspection, maintenance or even expansion by adding plates.

The flow turbulence created by Tranter plate heat exchangers promotes maximum heat transfer. With their high efficiency, the exchangers can handle temperature approaches of less than 1°C. The unit also offers U or K values three >>>

ABOVE: ScanTech Offshore’s heat exchangers are high performance units that exceed industry performance specifications

HELLO, HERE WE ARE! THE NEW BRAND OF HEAT EXCHANGE:KELVIONWe are Kelvion – formerly GEA Heat Exchangers – global experts in industrial heat exchange. A new name but with proven expertise, unique competence and a large product portfolio. We have the range and quality to compete for the toughest projects, in the harshest environments. But we’re not too big to care. That’s why we’re proud to represent Kelvion, the new challenger in heat exchange. www.kelvion.com

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EJ Bowman (Birmingham) Ltd Chester Street, Birmingham B6 4AP, UK

Tel: +44 (0) 121 359 5401 Fax: +44 (0) 121 359 7495 Email: [email protected] www.ejbowman.co.uk

BS EN ISO 9001-2008Reg. No. FM38224 HEAT EXCHANGER TECHNOLOGY

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HEAT EXCHANGERS | 59

>>> to six times higher than shell and tube exchangers.

Tranter is a market leader in the development of high-efficiency plate pattern designs and flow configurations. These include Ultraflex plate patterns, the company’s unique, neutral-plane gasket groove design, which means that the units can be configured in either a parallel or a diagonal flow. These options improve the utilisation of available pressure drops and increase the efficiency of the units. The diagonal flow option is especially important on larger flows and flows with low rates of heat transfer.

The plate heat exchanger is a series of gasketed, embossed metal plates arranged alternately and bolted together between end frames to form channels through which hot and cold media flow.

Because it has high efficiency, the Tranter plate heat exchanger conserves footprint and floor loading well beyond what is possible

with an identical duty shell and tube heat exchanger. It can fit into 20-50 per cent of the footprint of a shell and tube heat exchanger, including service and maintenance space. This compact footprint makes productive use of tight spaces and the heat exchanger’s lighter weight makes transportation and rigging less costly. It costs less, too.

The unit’s velocity profile and induced turbulence cause dirty product deposits to be continually removed from the heat transfer surface during operation, thereby reducing fouling. The plate turbulence also enhances the effectiveness of water back-flushing and cleaning in place procedures with less frequent need to dismantle the exchanger. Plates can be electro-polished to make cleaning easier, either manually or in place. The unit opens within its own footprint by loosening the tie-rod bolts and rolling the movable frame back to the support column.

Heat exchangers may sometimes be considered as a mature technology with little scope for novelty, but Alfa Laval is continuing to innovate. Of course, the company was one of the first to develop highly compact and energy efficient heat exchangers, and it continues to lead with new techniques, which include the use of such technologies as laser welding and 100 per cent stainless steel brazing in its plate heat exchangers.

Innovations such as these, which optimise heat transfer and minimise fouling, do more than reduce the size of the heat exchanger. In fact, by virtue of minimising losses, they also serve to maximise cooling capacity and the availability of cheap heat energy.

Over the years, Alfa Laval’s research and development work has produced major

advances in heat exchanger design. Its optimised plate heat exchanger plate patterns, including the new pattern of the T35 heat exchanger, are a good example of this.

In addition to this, by processes such as fine-tuning tube construction and placement, the company has increased the durability and flexibility of shell and tube heat exchangers, too.

It has made similar advances with its gaskets, from specialised elastomers to efficient clip-on constructions, such as its new ClipGrip system. And as time goes on, the company makes it clear that there will be more advances to come. MP

Alfa Laval maintains record of innovation

ABOVE: The new pattern of the T35 heat exchanger is typical of Alfa-Laval’s innovation

Tranter’s modular exchanger combines frames, plates and connections to form a variety of configurations (credit: Tranter)


60 | THRUSTERS

Wärtsilä launches new high-power level transverse thruster

Wärtsilä has launched the new Wärtsilä WTT-40 transverse thruster at the Seatrade Cruise Global convention in Fort Lauderdale, USA. The first WTT-40's have been ordered and are scheduled for delivery during 2016. This first variant is part of Wärtsilä's new transverse thruster series and features a 4000 kW power

level and a 3400 mm diameter controllable pitch propeller, neither of which have been available in Wärtsilä's current product range. While Wärtsilä has designed and built large, up to 5500 kW, transverse thrusters as customised versions , the WTT-40 and others in the WTT range address customer needs for

high power transverse thrusters for bow and stern applications.

Development work on the Wärtsilä WTT-40 began in 2015 in response to market demand. It is intended for various vessel types, notably cruise ships, large offshore support vessels (OSVs) and offshore construction vessels (OCVs). The high power level is particularly important for the harbour manoeuvring and docking of large ships, and for dynamic positioning of offshore vessels working in heavy sea conditions.

Because of its maximum power of 4000 kW, shipyards and cruise vessel designers can often utilise three WTT-40 thrusters instead of four smaller ones. This creates a more efficient vessel design with less space required for the transverse thrusters. It also allows them to be located closer to the bow where they are more effective. For the WTT-40 and other sizes of thruster in the WTT series, configurations with controllable pitch and fixed pitch propellers are available to fulfil a broad range of vessel design requirements. Wärtsilä's extensive experience with propeller design and tunnel optimizations using computational fluid dynamics

(CFD) analysis, ensures an optimal solution when it comes to propulsion performance, efficiency, and the minimisation of noise and vibration.

"The addition of the WTT-40 to our thruster portfolio represents an important enhancement of Wärtsilä's strong offering to the cruise and offshore sectors. Our unique position as a total solutions provider creates significant time and cost saving benefits for both ship owners and yards," says Arto Lehtinen, vice president, propulsion, Wärtsilä Marine Solutions.

The Wärtsilä WTT-40 is able to comply with the US EPA's (Environmental Protection Agency) VGP2013 regulations. These state that environmentally acceptable lubricants (EALs) must be used in all oil-to-sea interfaces, such as the propeller shaft seal of transverse thrusters, when vessels are sailing in US coastal waters.

The new thruster also features integrated hydraulics to save machinery room space and installation and commissioning time in the shipyard. For owners, the integrated hydraulics provide reliability and maintainability benefits thanks to the good lubrication, oil conditioning and easy access for maintenance.

The WTT-40 addresses market requirements for high power transverse thrusters for bow and stern applications

Brunvoll receives visit from Norwegian PM

Veth range extends beyond standard tunnel thrusters

In February 2016, Brunvoll AS received a prestigious first visit from Norwegian Prime Minister Erna Solberg, who was welcomed by Odd Tore Finnøy, Brunvoll’s President and CEO, and given a tour of the Brunvoll Production Plant at Årø. The Prime Minister spoke to the employees and acknowledged the challenges facing suppliers in the marine sector. “We know that there are going to be less offshore activity in the years to come, and in times like these it is important to place focus on innovation and rethinking solutions. Brunvoll stands out as an exciting and innovative company.”

Different vessels and operating conditions present challenges for thruster design and Veth Propulsion, based in Papendrechet in the Netherlands, has developed a range of bow thrusters and rudder-propellers to meet the varied requirements of the shipping industry. With over 3,000 units delivered to marine applications, the family company emphasises the importance of selecting the right products to meet customers’ needs.

To ensure this, it has developed products such as the Veth Jet, Steering Grid and Compact Grid, to compliment its range of conventional tunnel thrusters. The Veth Jet works on the >>>

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ZF IS PROPULSION.Fleet operators and ship owners want highly effi 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 specifi cally designed for the competitive commer-cial marine and work boat market. www.zf.com/marine

238 079 rzMarine_Propulsion_SpecialEdition_V3.indd 1 19.04.16 13:02


THRUSTERS | 63

>>> principle of a horizontal impeller, drawing water from below the vessel, thus eliminating the risk of air being drawn in when operating at shallow draft. Water is then deflected by 90 degrees into lateral channels by a deflector screen which is capable of rotation to vary the direction of thrust. Options of 2, 3 or 4 channel designs are available with the option to use 3 and 4 channel units for either emergency propulsion or as an aid to slowing the vessel.

The units can be powered by electric or hydraulic motor, or from a direct diesel engine drive. If space is restricted, motors can be mounted vertically or horizontally to suit installation needs or mounted in a custom-built gondola, including all required drive equipment, which can be built onto the vessel hull. The thrusters are provided with an integral spiral-bevel gearbox, built in-house by Veth, which provide smooth operation and emit low noise levels. Some thirteen variants of the product are available, with propeller diameters starting at 780mm and increasing to 1,800mm. Thrust capabilities are approximately 11kg per kilowatt of absorbed power with the largest unit being rated at 1,250kW.

Where hull space is further limited and vessels are operating with shallow draft, Veth offers a compact version of the Veth Jet that is fully self-contained and does not require channels to be incorporated in the vessel hull. In this product, the impeller is set at an angle of 17 degrees from the horizontal with the water flow then being then being turned and directed at a shallow angle through a hydrodynamically designed discharge channel. The unit is self-contained and can rotate through 360 degrees to provide thrust in

any direction required. Noise levels are low as the unit is installed with resilient mountings, reducing the transmission of noise and vibration to the vessels structure. The units deliver approximately 9.5kg of thrust per kilowatt with the largest unit having a 1,440mm propeller and power rating of 810kW.

Following similar principles to the Veth Jet, the Veth Grid and Compact Grid products offer simple, easy to install and robust solutions for shallow draft operation. With intake and discharge ports mounted horizontally, the units can be installed flush with the hull bottom, with no channels required to direct flow. Changing the direction of the thrust is achieved through the rotation of the horizontally mounted discharge grid, which includes cascade vanes to efficiently direct the flow. As with other products, electrical, hydraulic and diesel engine drive options are available with options on motor orientation. On some variants it is also possible to apply direct drive from the motor, avoiding the need for a gearbox. The result is a simple and low cost thruster unit, of robust construction and high reliability.

For more conventional applications, Veth tunnel thrusters are available in a range of sizes and power ratings and with propeller diameters from 50mm up to 2,200mm and maximum powers of up to 1,325kW. A number of design options are available including aluminium tunnel material for compatibility with lightweight aluminium vessels and elbow tunnel designs, with direct drive motors, suitable for smaller vessels with thruster power requirements of up to 55kW.

Reduced noise tunnels are also available, where the standard assembly is flexibly mounted inside a secondary tunnel, this reduces the transmission of noise when the thruster is running. There is also a special retractable thruster available which can act not only as a thruster but, in deeper waters can be used as a 360 degree steerable thruster for dynamic positioning or even emergency propulsion duties.

Veth Propulsion has developed a range of bow thrusters and rudder-propellers

Thrusters included in Wärtsilä scope for new vesselsThe USA based Seabourn Cruise Line has selected Wärtsilä propulsion, electrical and automation equipment for its latest cruise ships, being built by Fincantieri in Italy. The Seabourn Encore is already under construction and the Seabourn Ovation is scheduled to join the company’s fleet in 2018. Each vessel will be powered by four Wärtsilä 32 engines, operating the electrical propulsion drives. The package also includes four thrusters and their AC motor drives, along with switchboards and controls. The diesel-electric system is based on an innovative frequency converter design and includes

for redundancy to ensure safety and optimize operational flexibility. The full contract scope features the Wärtsilä Nacos Platinum solution, which integrates the operation of all ship propulsion, navigation and control systems for the vessels.

“Modern cruise vessels are highly complex with unique operational requirements and Wärtsilä has developed its technologies accordingly to meet these demanding requirements. We are, therefore, extremely pleased to have been once again chosen to provide our state-of-the-art systems for an important cruise vessel operator,” said Maik Stoevhase, >>>

ZF IS PROPULSION.Fleet operators and ship owners want highly effi 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 specifi cally designed for the competitive commer-cial marine and work boat market. www.zf.com/marine

238 079 rzMarine_Propulsion_SpecialEdition_V3.indd 1 19.04.16 13:02


64 | THRUSTERS

>>> Director, Automation, Navigation and Control, Wärtsilä Marine Solutions.

The company offers a range of thruster products including transverse, steerable a retractable designs and several thousand of its transverse products are now in service, following the delivery of the first unit over 50 years ago. Applications include the Harvey Energy and Harvey Power OSVs, which received the Workboats of the Year award for 2015, announced at the 2015 International Workboat Show in New Orleans.

The Harvey Gulf International Marine vessels are powered by LNG fuelled 6-cylinder Wärtsilä 34DF dual-fuel generator sets driving both azimuth and transverse thrusters. The azimuth thrusters provide main propulsion but each vessel also has two Wärtsilä LIPS FT225 M-D bow thrusters installed,

rated at over 1,200kW per unit. Wärtsilä transverse thrusters are designed for minimum tunnel diameter, to reduce space requirements and impact on hull efficiency, and also for maximum thrust within class requirement rules. The blades are of backward skewed design and have rounded tips, to deliver efficient thrust while maintaining good cavitation performance.

Bearings used in the thrusters are of anti-friction spherical or tapered roller design, running fully immersed in ISO 150 gear lubricating oil. Axial and radial bearings are separate to ensure each is optimally selected for it required function and Wärtsilä quotes bearing operating life as being up to 60,000 hours based on average operating conditions. The pinion shaft is fitted with a viton lip seal and the arrangement also includes a nitride hardened liner and the propeller shaft is also

fitted with lip seals.The propeller drive is

through bevel gears which are hardened prior to final finish machining and comply with Class 6 requirements of DIN 3965. To prevent deflection under varying load conditions, the gear pinion is supported on both sides by radial roller

bearings. The propeller hub and blades are cast in bronze and large blade areas are used to minimise risks of cavitation. The design also controls noise and vibration levels but delivers of the order of 0.15 kN of thrust per kW of absorbed power when installed in a standard tunnel.

Two new Seabourn Cruise Line vessels will feature a broad assortment of Wärtsilä propulsion, electrical and automation solutions (credit: Seabourn)

ABB’s Azipod D to power new generation of discovery cruiserABB’s Azipod D will power the luxurious 10-deck discovery cruiser Scenic Eclipse to some of the world’s most remote destinations. Built to Polar Class 6 the vessel will have the ability to navigate the summer waters of Polar Regions. The ship’s two 3 MW Azipod units will allow it to reach destinations previously off limits for large passenger vessels, taking advantage of the propulsion system’s track record of operating safely in every corner of the planet.

Juha Koskela, managing director of ABB’s Marine and Ports business, said: “Scenic Eclipse maintains the strong tradition of Azipod propulsion powering some of the world’s most innovative ships. With our unrivalled pedigree in the passenger and

icebreaking segments, we are able to meet the owner’s demands for a flexible and efficient propulsion system which can operate safely in all sea conditions.”

Fitted with the technology that make Azipod propulsors the leading podded propulsion system, but with less installed power than other models, the Azipod D has gained traction in the market since its launch in 2015. Orders have already been achieved in the offshore sector whilst the Scenic Eclipse will be the first passenger vessel fitted with this model.

“There is growing interesting in the Polar Regions from the passenger segment and recent orders have shown ship owners trust our solutions in these areas,” said Koskela. MP

The Scenic Eclipse will be the first passenger ship fitted with the Azipod D

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DEFENCE AND PASSENGER APPLICATIONS FOR WATERJETS

Fast ferries and coastline defence and security applications continue

to dominate the market for waterjet propulsion.

Wärtsilä announced in December that it is supplying waterjets for a fast ferry under construction in Australia. The Incat shipyard in Hobart, Tasmania has specified Wärtsilä waterjets and controls for a new fast ferry, KatExpress 3, being built for Danish operator Mols-Linien. The yard has previously specified Wärtsilä waterjets for a number of fast ferry projects. This latest order was placed in November.

The scope of supply includes four Wärtsilä LJX 1500 SRI waterjets and a Wärtsilä Lipstronic control system. The equipment is scheduled for delivery to the yard in September 2016.

“The strong relationship between Wärtsilä and the Incat yard continues, and this latest order confirms the good co-operation that the two companies enjoy. It also underlines Wärtsilä’s commitment to the Australian market. We are pleased to once again be supplying Wärtsilä waterjets, which provide reliable and efficient propulsion for fast ferry applications,” says Hans Laheij, sales director for Wärtsilä Marine Solutions.

“Incat, and our client Mols-Linien, have continued to be satisfied with the performance

of the Wärtsilä waterjets on KatExpress 1 and KatExpress 2 so it was a logical decision to select the Wärtsilä LJX 1500 SRI jets for KatExpress 3,” says Robert Clifford, Incat chairman.

KatExpress 3 is a 109m long catamaran capable of carrying around 1,000 passengers and with capacity for 411 cars or a mixture of trucks, vans and cars. The vessel has a deadweight of 1,000 tonnes. It is expected to be delivered to the owners in March 2017. The newbuilding’s near-sisterships KatExpress 1 and KatExpress 2 are both in service for Mols-Linien and

were also built by Incat.Wärtsilä offers two types

of waterjet. For ship speeds exceeding 50 knots a non-axial E-type pump design is available. Below 45 knots axial geometry pumps are preferred, while the Wärtsilä midsize waterjet is designed for ease of installation with the minimum of ship interfaces. Wärtsilä offers the midsize jet complete with intake, compact steering and reversing unit, hydraulics and thrust bearing. All hydraulic or oil-containing parts are located inboard. The midsize waterjet is available from size 510 to 810 – typically 1,000kW to 4,300kW, depending on ship speed.

Rolls-Royce also saw success in the fast ferry market in 2015, announcing at the beginning of the year that it was to supply

The new fast ferry KatExpress 3 being built for Mols-Linien will be equipped

with Wärtsilä waterjets and control systems (credit: Mols-Linien)

As ever, the latest waterjet applications are concentrated in a relatively narrow range of sectors

WATERJETS | 67


68 | WATERJETS

waterjets and high speed MTU diesel engines for two newbuild aluminium catamaran fast ferries for Chinese ferry operator Zhuhai High-Speed Passenger Ferry Co. The ferries are some of the first to feature the highly efficient Rolls-Royce Steel S71-4 waterjets, indicating the company’s growing presence in the marine market of South China.

Designed by CoCo Yachts in The Netherlands, the vessels were constructed at the AFAI Southern Shipyard and delivered in December. Each ferry is driven by an MTU 16V 4000 M70 engine delivering 2,240kW, which gives the vessels a top speed of 34 knots. The first ferry will serve routes in the Pearl River Delta, between Zhuhai, Shekou and Hong Kong.

On the defence side, one of Rolls-Royce’s contracts in 2015 involved the supply of MTU high speed engines and a suite of waterjet propulsion systems for 17 fast patrol

vessels under construction at Turkey’s Ares Shipyard for the Qatar Coast Guard.

The combination of Rolls-Royce MTU diesels and Kamewa waterjets helps the new craft to achieve optimum fuel economy at high speeds. In particular the Kamewa A3 model of waterjet offers high performance up to speeds of around 45 knots.

Speaking at the time, Don Roussinos, Rolls-Royce naval marine president, said: “The Ares Hercules series patrol

boats will be the first Qatar Coast Guard craft to feature Rolls-Royce Kamewa waterjets. This is not the first project we have worked on with Ares Shipyard, but it is the largest and most important as it gives strength to our strategic decision to enter the Turkish and Qatari markets.”

The scope of supply for Rolls-Royce is extensive, with a total of 46 engines and waterjets, across three different sizes of craft. MTU 12V 2000 M84 diesel engines and Rolls-Royce Kamewa 50A3 series waterjets will be installed on five 24m Ares 75 Hercules patrol boats and ten of the 34m Ares 110 Hercules design. The two largest craft, the 47m Ares 150 Hercules design, each feature three MTU Series 4000 diesels and twin 71S4 waterjets with B4 boosters.

With power outputs up to 2,060kW, the Kamewa A3 series deliver up to 3 per cent better energy efficiency compared to the earlier model. This, together with a reduced footprint on the vessel, lower weight and lower lifecycle costs, equates to a substantial reduction in fuel costs and CO2 emissions.

In 2016, Rolls-Royce has signed a contract with Finnish company Marine Alutech to provide 28 waterjets for 14 Watercat K13 fast interceptor craft ordered by the Royal Oman Police.

The Watercat K13 has

a wide range of operating characteristics but is especially suitable for patrolling, interception and rescue purposes in all weather conditions. Propulsion is provided via two 651kW diesel engines with twin Rolls-Royce Steel Series 32A3 waterjets. The boat has a top speed of over 50 knots and a range exceeding 200 nautical miles, fully loaded.

Niko Haro, Marine Alutech chief executive, said: “Our customers were looking for a fast, agile vessel equipped with proven technology to help in policing the Sultanate. Rolls-Royce Kamewa waterjets are such a technology; highly reliable and with an excellent service support network.”

David Kemp, Rolls-Royce vice president for naval sales, said: “Rolls-Royce Kamewa waterjets contribute significantly to the manoeuvrability, efficiency and performance of these highly capable vessels particularly at speeds in excess of 50 knots. The Kamewa A3 series is up to 3 per cent more energy efficient than earlier models and, together with a reduced footprint on the vessel, lower weight and lower lifecycle costs, can substantially reduce fuel costs and CO2 emissions, making them highly efficient as well as highly effective.”

The boats will be built at the Marine Alutech yard in Finland and are due to be

Doen Pacific announces distributor agreementDoen Pacific has announced the signing of an exclusive distributor agreement for Europe with Sea-Tek in Oslo, Norway. In turn, Sea-Tek will appoint agents in several European countries in the near future, selling and servicing waterjets under its umbrella.

Sea-Tek is a key supplier to the marine industry in Europe which is currently supplying mechanical, electronic, and hydraulic systems for controlling propulsion systems. This specialised market enables Sea-Tek to offer tailor-made propulsion packages in the form of state-of-the-art engine or waterjet packages that are fully engineered for

installation into the vessel. Doen Pacific, a designer

and manufacturer of waterjet propulsion systems for the past 48 years, is one of only five marine waterjet manufacturers in the world building waterjets to match engines to 4,000kW. It has more than 4,000 applications in operation in more than 30 countries.

A stock of waterjets and spare parts will be housed in Oslo for availability and immediate delivery to customers throughout Europe. In this way, Sea-Tek will be able to offer complete maritime solutions, simplifying installation, supply, support, and service, and reducing delivery times.

The Kamewa A3 series of waterjets is up to 3 per cent more

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70 | WATERJETS

JETanchor offers hands-free positioning

HamiltonJet has launched its latest vessel positioning system, JETanchor. The JETanchor system has been developed and extensively tested over the past 18 months in response to strong market demand for positioning systems for small vessels.

Developed from the Blue Arrow controls platform, JETanchor is the newest addition to the HamiltonJet controls product range. Aimed predominantly at pilot boats, fireboats, search and rescue, patrol and survey boats, diving support vessels and small offshore crew boats, the JETanchor system provides a cost effective ‘dynamic positioning-type’ system for smaller vessels.

HamiltonJet global marketing manager Albear Montocchio says: “The product has undergone rigorous and extensive testing on two commercial vessels – an offshore crew transfer vessel and a coastal survey vessel. This comprehensive process has enabled our designers to apply what they have learned. Doing what we do best, we have innovated and refined the JETanchor, making it easier both to manufacture and to service in the field.

“Through the development of the JETanchor we have been able to advance several market leading features of our waterjet control system, which now incorporates these advantages. This exciting product launch is one of many to come in the next three to four years as HamiltonJet has invested heavily in research and development programmes.”

The JETanchor system also continues the long tradition of HamiltonJet innovation through a number of intelligent design features.

One noteworthy feature is a new anchoring system using GPS location. It is essentially a virtual anchor mode, which allows the vessel to weathervane off a fixed GPS point under prevailing wind and sea conditions. As a result, the operator enjoys hands-free vessel positioning with comfortable vessel motion and at low engine revolutions, minimising fuel usage.

Another design feature is a station-keeping mode, which allows the vessel to automatically hold a GPS position and heading more accurately than can be done manually, allowing the operator to be hands-free for other helm operations.

In addition, the JETanchor system is set up with an autotune routine, which automatically tunes the control system to a specific vessel’s dynamics and makes it very easy to install. The JETanchor positioning system will provide commercial operators with valuable, tangible benefits resulting in a reduction in operator workload and crew fatigue especially on standby, a potential reduction in operational crew numbers, an improvement in fuel consumption and accurate positioning for survey work, remotely operated vehicle deployments, and stand-by modes. MP

delivered by the end of 2017. HamiltonJet, meanwhile,

has won the bid to supply waterjets for BAE Systems’ 60 boat Pacific 24 rigid inflatable boat (RIB) contract. This is a continuation of the company’s long and successful history with the Pacific RIB boat platform. BAE Systems will build 60 new Pacific 24 RIBs for the

UK Navy, after a £13.5 million (US$19.75 million) deal was agreed with the UK Ministry of Defence.

The Pacific 24 Mark-4 will be deployed on Royal Navy ships such as offshore patrol vessels, as well as the new Queen Elizabeth class aircraft carriers due to arrive in Portsmouth in 2017. The RIBs

can be deployed from ship or shore at speeds of up to 38 knots as rapid response craft to perform fast rescue, anti-piracy and counter-narcotics missions.

A team of 19 BAE Systems employees started work in early 2016 to build the boats over the next four years at the company’s small boats manufacturing facility at

Portsmouth Naval Base.The fourth generation

Pacific 24 RIB is a step up from its predecessors. It features a 276kW twin turbo diesel electronic engine with inbuilt self-diagnostic technology. The boats have also gained Solas accreditation, so they can be used for rescue operations.

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EMISSIONS CONTROL | 73

Fuel monitoring offers emissions benefits

Fuel monitoring systems are helping to reduce emissions across a range of ship typesT he use of fuel monitoring systems

is increasing as companies seek to reduce their consumption to help

meet emissions targets. But how much can such systems achieve?

One answer is offered by UK ferry operator Caledonian MacBrayne (CalMac), which operates services to the islands and peninsulas on the west coast of Scotland. The company has employed innovative fuel management technology as part of its Project Ecoship programme to reduce greenhouse gas emissions.

Last year the company installed advanced Royston Enginei fuel management systems across its entire fleet of large vessels – the first UK ferry company to do so. Under the scheme the company aims to reduce fleet carbon dioxide (CO2) emissions by 2 per cent, or 1,800 tonnes. This is equivalent to the annual greenhouse gas emissions of an average family car driving 4,285,714 miles, or 645 tonnes of waste sent to landfill.

The Enginei monitoring system uses

Coriolis mass flow meters and sensors to monitor the fuel being consumed by each of a vessel’s engines. This is tracked against GPS data, voyage details and operational mode. The real-time data is collected, processed and relayed to touchscreen monitors on the bridge and in the engineroom, to enable the ship’s master and chief engineer to make small adjustments, also in real-time, to reduce fuel consumption.

CalMac says that the initial results from the programme are encouraging and it is on track to meet its emissions reduction target. The engine operational adjustments have not affected journey schedules or timetables.

The data produced by the Enginei system has also encouraged closer working between the bridge and

engineering crews and has opened up collaborative dialogue across the fleet, with staff exchanging ideas and tips on engine performance and fuel optimisation.

“We are finding some encouraging results,” says Drew Collier, CalMac’s operations director. “While it is too early to reveal any kind of scientifically concrete data, the initial figures we are seeing, as well as the anecdotal feedback from the teams on board, are optimistic.

“Our target is to make a 2 per cent reduction in our release of CO2 into the atmosphere. At the moment, we are confident that we are on track to achieve this and, importantly, we now have the technology in place to make accurate measurement.

“While the effects of CO2 and other greenhouse gases and pollutants on air quality are well known, what is perhaps less known is that CO2 is linked to acidification within our seas. We are very keen to ensure that our ferries help to preserve Scotland’s marine environment as far as possible and we are determined to work towards better solutions.”

The first of CalMac’s ships to have a fuel management system fitted was Caledonian Isles and the vessel has now been operating with it for some seven months. The company considers it still to be in a bedding-in phase, with ongoing learning by the crew and system software updates.

If, as it expects, CalMac meets its emissions targets, the installation costs of the ten Enginei systems fitted to fleet vessels will pay for themselves within 12 months.

This example is far from unique, however. The Enginei integrated fuel

The fuel consumption data recorded by the Enginei system is not only presented on board but also sent from ship to shore


74 | EMISSIONS CONTROL

management system is compatible with all marine engine types and can be interfaced with newbuild engine installations or retrofitted to vessels that are already operating. Royston says that growing insistence by international oil companies that oilfield contract vessels are fitted with fuel monitoring systems has prompted an upsurge in interest in marine engine monitoring systems.

Indeed, Royston reports that it is equipping a growing number of offshore vessels with its Enginei system as the oil majors increasingly require accurate onboard fuel monitoring data as part of the support contracts awarded to shipping companies.

Around the world, Enginei is now installed on nine vessels working for Chevron Corp, two for BP, one for Addax Petroleum, four for Total, two for Conoco Phillips Co and one for Exxon Mobil Corp.

In Nigeria alone, over the last two years Royston has fitted more than 30 vessels with the Enginei system, for monitoring bunkering and fuel consumption data. Enginei-equipped vessels are also operating in Asia, Egypt, Mexico and Brazil. In the North Sea, Royston also recently installed a fuel monitoring system in a vessel operated by GulfMark Offshore for a Shell contract.

Despite today’s low oil prices, it appears that access to accurate and reliable fuel consumption data is taking on even greater importance for a wide range of fleet management issues.

Damian McCann, product manager for Enginei at Royston, explains: “Over the last two years a number of factors have come together as part of a definite trend that has seen the international oil companies requiring the provision of fuel monitoring data in offshore support contracts. These factors include better visibility of operational costs and contract cost reductions, encouraging improved vessel handling and working efficiencies, and closer attention to emissions control, as well as fuel security issues.

“Although the trend started with high fuel prices around two years ago, there is no doubt that it is here to stay and even in the current low oil price scenario we are still undertaking new installations. In the North Sea, for example, both GulfMark and Shell have said they are extremely happy with the range of data they are seeing from

the onboard and remote monitoring. We are also aware of clients who are intending to highlight the inclusion of Enginei in future contract tenders, such are the fuel management advantages it provides.”

The fuel consumption data that is recorded by the Enginei system is not only presented on board but also sent from ship to shore, where it can be accessed through a simple web dashboard with computer generated graphs and Google mapping to show an operational profile of a vessel. Shore staff can then access live and historical data in order to analyse the performance of their vessels.

Specific fuel burn data can be provided for different vessel operational modes, as well as consumption measurements per passage and by different captains. This increased scope means that the onboard monitoring system can be configured to meet precise operator requirements.

The system permits daily logs from the vessel to be imported into the Enginei server so that the charterer or vessel owner can see all of the vessel’s fuel data and activity from one online dashboard and without the need to install flow meters or hardware.

With the growth in interest, Enginei is now installed on offshore support vessels of all types, including anchor handlers, jack ups, platform support vessels and

crew boats. Typical system requirements are the measurement of individual engines and fuel bunker activity.

Mr McCann continued: “The monitoring need is essentially being driven by the international oil companies trying to reduce the burn of fuel that they pay for. However, it is interesting to hear that Pemex has apparently changed this strategy and will no longer pay for the fuel in all future oilfield service contracts. If so, this means that the vessel operator will have to manage fuel a lot more closely than is currently the case.

“From a fuel monitoring perspective, this would be a big sea change in the offshore support vessel market. Whether other majors follow is yet to be seen, but whatever the situation, any future recovery in the oil price would lead to even greater importance being placed on effective fuel management.”

At the moment, the requirement for fuel monitoring systems to be installed is only being applied to longer-term contracts of over one year. In most cases vessel operators are paying for the systems to be installed and the monitoring instrumentation will stay in place after contracts have ended. However, there are already examples of operators removing them at the end of contracts for re-fitting onto other vessels, depending on contract arrangements. MP

The fuel consumption data recorded by the Enginei system is not only presented on board but also sent from ship to shore (credit: Royston)

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EMISSIONS CONTROL | 77

New advanced data gathering system for ECA compliance

Parker Kittiwake Procal has launched the new Procal 1200M data gathering system and control unit, specifically designed for maritime use by marine engineers.

In addition to collecting and processing data from Parker Kittiwake Procal’s marine emissions analysers, the Procal 12000M is capable of sending and receiving data from devices which monitor exhaust gas scrubbing systems. This enables the collation and accurate reporting of data from various parameters, including SO2, CO2, NOx, PH, sea water temperature, turbidity, polyaromatichydrocarbon equivalents, and wash water flow rate.

The analysers communicate via a serial data link to the Procal 1200M, which can be located up to 1200m from the exhaust mounted CEMS, and data from up to sixteen channels per exhaust gas scrubbing systems can be presented on an individual front panel. Sealed to IP65 standards and specifically designed to be located in harsh marine environments, the Procal 1200M control unit has the ability to generate detailed and accurate reports, aiding operators in meeting the stringent reporting requirements of today’s environmental regulations. With three levels of password protection, the unit is also compliant with the security requirements of MARPOL Annex VI.

Spot sampling is becoming increasingly common in the Baltic and North Sea ECAs, and from January 1, 2016 the European Union requires member states to carry out sulphur tests on the marine fuel being used onboard many of the ships calling at their ports. Where mariners are unable to rapidly and effectively demonstrate compliance, even compliant vessels could incur delays.

Chris Daw, business development manager, Parker Kittiwake Procal, commented: “As environmental legislation continues to evolve in parallel with ecological awareness, the policing of compliance is becoming gradually more uniform and effective. Indeed, many Port State Controls, especially those in Europe and the US, are cracking down hard. With the potential for fines and delays, accurately demonstrating compliance is becoming a bottom line issue.”

He continued: “An easy-to-use hub for all scrubber and CEMS related data, the Procal 1200M unit not only provides the crew with essential information, it also aids operators in collating detailed and accurate data for regulators to prove compliance.”

This development follows the recent appointment of Score Subsea and Wellhead Ltd as an official systems integrator. The contract allows Procal to expand upon its existing international distribution and service capability, underpinning both companies’ commitment to support global emissions reduction and improve air quality both at sea and on land.

The Procal 12000M is capable of sending and receiving data from devices which monitor exhaust gas scrubbing systems

Jotun’s HPS shows fuel and emission savingsJotun has analysed the first ever five year drydocking of a vessel treated with its Hull Performance Solutions (HPS) system. The data revealed that Gearbulk’s Penguin Arrow, coated with Jotun’s SeaQuantum X200 in September 2010, recorded an estimated fuel saving and CO2 emission reduction of US$1.5million and 12,055 tonnes respectively, across the 60 month period.

According to Jotun’s global sales director HPS, Stein Kjolberg, the HPS system findings exceeded expectations. “As the first vessel to be coated with SeaQuantum X200, we were excited to see data on how Penguin Arrow’s hull performed over five years. “The results were even better than we hoped for, and we

now have clear evidence that SeaQuantum X200’s silyl methacrylate coating technology delivers clean hulls, saving money for owners.”

Mr Kjolberg said that in addition to saving on fuel costs, the solution helped cut corresponding emissions. “Jotun has long argued that the right marine coatings represent one of the most cost effective ways for owners to reduce emissions. We expect these findings will attract significant attention not only from owners, but other industry stakeholders seeking a more sustainable industry.”

Jotun met with Gearbulk regularly over the five year period to monitor the system and had full access to the vessel’s historical performance data stretching back to January 2000, allowing for a

full comparative analysis. As a result of using HPS, speed loss was restricted to just 0.5 per cent over the measured period which enabled the customer to achieve excellent fuel efficiency. This compares to a market average speed loss estimated at 5.9 per cent, and a historical speed loss of 6.4 per cent for Penguin Arrow.

Penguin Arrow’s drydocking

was completed in November 2015. Despite undergoing less operational activity than expected and at lower speeds that would usually encourage fouling the HPS system exceeded expectations. The initial visual inspection of the vessel’s hull showed it to be completely fouling free aside from the usual areas of mechanical damage. MP

Penguin Arrow’s drydocking showed the benefits of HPS

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LNG PROPULSION | 79

LNG-POWERED CONTAINER SHIPS MAKE INCREASING HEADWAY

The first LNG-powered container ship was delivered last year and seems to have been the beginning of a trend

Last year saw the delivery of Isla Bella, the world’s first liquefied natural gas (LNG) powered container ship, to TOTE Maritime by General Dynamics NASSCO.

The Marlin class vessel is the largest dry cargo ship powered by LNG and is claimed to be the cleanest cargo-carrying ship anywhere in the world, dramatically decreasing emissions and increasing fuel efficiency when compared to conventionally powered ships.

The trend towards LNG powered container ships continues, with General Electric (GE), Hyundai Heavy Industries (HHI) and Lloyd's Register (LR) signing up to a project to develop a gas turbine powered, electrically-driven, 14,000 teu container ship design. With LNG fuelled gas turbines and electric motors, it is intended that the design will be a clean-powered ship with maximum efficiency and operational speed flexibility.

The project represents a further development of work by HHI and LR on maximised and safe container loading, and continues

GE’s collaboration with LR on the COGES (combined gas turbine, electric and steam) propulsion and power system technology.

The joint development project was signed on 15 March in Seoul, South Korea by GE, HHI and LR, and is the latest step in the development of gas turbine powered ship designs suitable for deepsea, commercial applications.

While gas turbines are a proven technology and have been used at sea in naval ships and high speed craft as well as in passenger ships, the benefits of gas turbines have not yet been applied to mainstream cargo shipping. This project will develop a design to safely maximise the potential operational benefits of gas turbine systems.

Brian Bolsinger, GE’s vice president of marine operations, explains that COGES offers a combination of advantages. “The operational benefits of gas turbines to naval architects, owners and operators include high power in a compact package and design flexibility. The gas turbine is so lightweight – fully 80 per cent lighter and 30 per cent smaller than comparable slow speed diesel


80 | LNG PROPULSION

applications – that it can be located anywhere on the ship. “The design will enable flexible configuration and, with GE’s

portfolio of gas turbines, total installed power can easily meet today’s highest requirements. The GE gas turbines can be equipped with a GE dry low emissions or single annular combustion system, both capable of meeting IMO Tier III and United States Environmental Protection Agency Tier 4 requirements with no exhaust treatment and no methane slip. The turbines can run on diesel as well as gas, if required, providing further flexibility.”

COGES also opens the way for new thinking on the maintenance and financing of ships. With gas turbines, for example, finance could be arranged on a ‘power-by-the-hour’ basis and maintenance could see the swapping in and out of an entire gas turbine within 24 hours. These options reduce down-time and enable maintenance conditions without getting in the way of ship operations, which is ideal for the container trades.

Byeong-Rok Lee, HHI senior vice president and head of initial design office, said that he expects the technological innovation of this 14,000 teu class container ship will provide a brand new vision for future container ships, with enhanced operational efficiency and flexibility from the increased container intake and an environmentally friendly dual-fuel system provided by the COGES system.

IJin-Tae Lee, Lloyd’s Register Asia’s Korea chief representative and marine manager, emphasised the importance of technical innovation following the paradigm shift in the shipping and shipbuilding industries. He added that he expected that this kind of co-operation

would be a cornerstone which would prepare all interested stakeholders for the future upturn in business. LR has steadfastly reinforced its investment in innovation through joint development and joint industry projects with shipyards, focusing on technology enabled and agile projects, in order to take its technical leadership to the next level.

LR and GE have worked together on a number of joint development projects related to gas turbines, notably on a design for a gas turbine powered LNG carrier introduced to the market in 2013. LR Approval in Principle (AiP) was given to this in December 2015.

The 14,000 teu project will be technically led by LR’s Busan technical support office engineering experts and facilitated by Sung-Gu Park, LR’s strategic marketing manager for design innovation, based at the Global Technology Centre in Southampton, UK. He commented: “We will take this from the ground up through to hazard identification studies and a COGES operation modes evaluation. We will be looking at the design’s power station configuration, hazardous areas, structural integrity, safe separation, pipe routing and ventilation. These studies will help mature the design and minimise risk for GE’s COGES and HHI’s container ships system. We will also be able to evaluate technical risks including the gas combustion unit and compressors with the equipment makers to help ensure safety and operability.

“We are here to provide the assurance required to develop a safe, dependable, optimised capability design so that forward thinking owners are able to make the best commercial decisions based on the best technical understanding.”

Rolls-Royce to supply LNG propulsion package for fish food carrierRolls-Royce has signed a US$6.5 million contract with Tersan Shipyard in Turkey. The contract is to supply a liquefied natural gas (LNG) propulsion package for a cargo carrier designed by NSK Ship Design for Norwegian shipowner NSK Shipping. The vessel will deliver fish food on behalf of BioMar Group.

The new cargo carrier will be a slightly larger sistership to NSK Shipping’s Høydal

which was the world’s first LNG powered cargo vessel and which was delivered from Tersan Shipyard in 2012. Høydal, too, was designed by NSK Ship Design.

The 81.5m long vessel will be able to carry 2,700 tonnes of fish food to fish farms along the Norwegian coast.

Kristian Høydal, NSK Shipping’s managing director, said: “We are proud to be trusted once again by BioMar to deliver

their finished product to the fish farming industry and to be able to work with Rolls-Royce on the delivery of a more environmentally friendly and effective LNG powered vessel.”

Kjartan Karlsen, managing director of NSK Ship Design, said: “We are thrilled that our designs have contributed to the use of LNG in powering cargo vessels, so reducing carbon footprints. We commend NSK Shipping and Rolls-Royce for being at the helm of a more sustainable industry.”

Helge Gjerde, Rolls-Royce president for offshore and merchant solutions, said: “BioMar and NSK Shipping invest in modern technology that helps reduce fuel costs and environmental footprint. They are among the front-runners in the area of shortsea shipping.”

The LNG propulsion system comprises one eight cylinder Bergen C26:33 natural gas engine rated at 2,160kW, a Promas combined rudder and propeller system, one tunnel thruster in the bow and one aft, and a Rolls-Royce automation and dynamic positioning system.

The vessel is also equipped with the Rolls-Royce hybrid shaft generator (HSG) propulsion system. This means the main engine also generates electricity for the ship. The HSG will generate electrical power for the ship even if the engine power output varies, saving fuel. It can also act as a propulsion motor (power take in) providing an alternative power source should LNG become unavailable. This is a prerequisite for class approval.

The new cargo carrier is expected to be delivered from the yard in 2017. MP

The new vessel for NSK Shipping will deliver fish food on behalf of BioMar Group (credit: NSK Ship Design)

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82 | ELECTRIC PROPULSION

WHY THE MOST ADVANCED VESSELS IN THE WORLD ARE USING ELECTRIC PROPULSIONReflecting on 25 years of development for Azipod propulsion, ABB Marine and Ports’ new managing director, Juha Koskela, says the time is ripe for shipping as a whole to reap clear-cut benefits

A Korean shipyard worker stands under the gigantic hull

of the most powerful LNG carrier ever constructed. Above his head are three Azipod propulsion units capable of delivering 45MW of power, propelling the vessel through 2.5m of Siberian ice. In Italy, in the historic town of Livorno, the finishing touches are being put to a superyacht likely

to spend much of its time flitting between the exclusive ports of the Mediterranean and the Caribbean. To meet the owner’s need for comfort, peace and quiet, Azipod propulsion was the only option.

These recent, but very different, orders for Azipod units highlight the extraordinary twenty-five year journey of ABB’s flagship propulsion technology. It has become

the driving force behind an industry-wide growth in electric propulsion covering many of the most sophisticated vessels in the world.

“We point to Clarkson Research findings that the fleet of vessels using electrical propulsion has grown at three times the rate of the fleet overall during the last decade. Azipod propulsion has a growing constituency,” says Juha Koskela, the new

The three Azipod propulsion units shown here are capable of delivering 45MW of power, propelling the vessel through 2.5m of Siberian ice


ELECTRIC PROPULSION | 83

Managing Director of ABB’s marine and ports business.

The growing popularity of the Azipod propulsion has been a constant during Mr Koskela’s own rise through the ranks of ABB. Before taking up his new role at the turn of the year, he was Business Unit Manager of ABB Marine Finland and Senior Vice President of ABB’s Passenger vessel and Propulsion Products businesses.

“We have 400 Azipod units at sea and can document 12 million hours in service with a remarkable availability of 99.8 per cent,” says Mr Koskela. He believes there are clear signs that shipping is changing in a way that favours its wider adoption. “ABB is ready.”

Koskela recently oversaw an upgrade to the Helsinki production facility for larger Azipod propulsors (6MW and above), where a second production unit was installed to ease production bottlenecks. ABB constructs compact Azipod thruster units at a purpose-built facility outside Shanghai.

Mega crane vessels and the biggest cruise ships on the seas are a long way from the first, more humble vessel, which was fitted with Azipod propulsion a quarter of a century ago.

Owned by the Finnish Board of Navigation, Seili became the first vessel fitted with an Azipod unit. It heralded a new era of azimuthing propulsion. Within five years of the 1.5MW Azipod propulsion unit installation on Seili, far larger units were being installed; the technology’s ice-breaking performance also opened the minds of shipowners operating in particularly harsh conditions. The Finnish oil tankers Uikku and Lunni became the initial standard bearers for Azipod propulsion in 1993-1994, featuring 11.4 MW units.

The development of ‘pull’

Azipod thrusters, with the propeller mounted in front of the ‘pod’ instead of ‘pushing’ from the rear, brought further efficiency gains and the breakthrough as a mainstream solution for cruise operators.

Mr Koskela’s direct involvement dates to his earliest days at ABB, and the first cruise project involving Azipod propulsion. Working for ABB Drives as a Commissioning Engineer, he was responsible for programming software and the control part of frequency convertor work onboard Carnival Elation, delivered in 1998.

“It was a very exciting time,” he says now. “After the sea trials on Elation, we realised that Azipod propulsion was achieving fuel savings of 8-10 per cent against her sister vessel. We already knew that Azipod propulsion offered better manoeuvrability, more space onboard for passengers, lower noise and vibration, and easier maintenance. But, once the fuel results were in, it was only a couple of days before we were getting calls from all over the market.”

The subsequent rise of the Azipod propulsion as the leading cruise ship propulsion solution is also a matter for the history books. References include the majority of the main cruise ships built since 2000, with the giant cruise ships of today featuring Azipod propulsion units of more than 20MW.

In the time since these initial installations, continuous improvements have been made to the Azipod propulsion solution. Today, Koskela is focusing on cultivating the widest possible uptake.

“Combining propulsion and steering using an externally mounted pod was radical,” he observes. “However, the results were there for all to see, which is why we have always kept an open mind on

“We have 400 Azipod units at sea and can document 12 million hours in service with a remarkable availability of 99.8 per cent” – Juha Koskela

enhancing the technology to facilitate wider consideration.”

In the early 2000s, ABB reaped the hydrodynamic benefits of installing a fin under the unit, refined strut designs, then introduced the contra-rotating Azipod propulsion system. Then came the Compact Azipod thruster, which introduced permanent magnet synchronous motors and further efficiency gains of 2-10 per cetn. Azipod propulsion units subsequently made inroads in the offshore market.

A three-year redesign programme followed 2005-2008, resulting in the arrival of a new generation of Azipod propulsion units, including the Azipod XO, in 2008. The propeller hub and motor module diameters were reduced and the unit’s hull optimised with the help of CFD and model testing. Overall, the Azipod XO improved by 9% when compared to the Elation results.

“A lot of work was done to make the Azipod propulsion more hydro-dynamically efficient,” says Mr Koskela. “However, at the time, the primary target was to enhance reliability and to focus on ways to reduce the lifecycle costs by avoiding drydocking.” First orders came in 2010, with the cruise sector again proving fertile ground.

Then, last year, along came the smaller Azipod D, adopting the best technical features from existing Azipod thrusters but including a new air and water cooling system to reduce weight and direct more power toward propulsion. The solution offers higher propulsion efficiency, both at higher speeds and during dynamic positioning, where varying power is especially prized.

“Once more, we also made gains in reducing lifecycle


84 | ELECTRIC PROPULSION

and maintenance costs,” says Mr Koskela. “In addition, we focused on lowering upfront investment costs.”

Even when oil prices are so low, Azipod D’s 25% less installed power requirement than propulsors of equivalent performance made the unit very competitive in power ranges between 1.6-7 MW per unit. Koskela says Azipod D “took 20-30% out of the cost”.

“Our engineers continue to innovate, like they did 25 years ago, to ensure Azipod propulsion meets the demands from a diverse range of ship owners,” he says.

In the 25th year since first installation, there is clear evidence that continuous innovation continues to pay off. For example, Azipod propulsion units are being installed on the world’s most advanced port icebreaker, to be built by Vyborg shipyard, and will feature on the Carnival project to build the world’s first

LNG-powered cruise ships. Latest orders for Azipod

propulsion units include the world’s largest capacity cruise ships (6,600 passengers), one of the largest mega crane vessels in Asia, and a 105m luxury superyacht.

Perhaps more significantly, in January 2016 the first ice-class LNG carrier for Yamal LNG was launched by Daewoo Shipbuilding and Marine Engineering (DSME). The vessel will feature three ice-class Azipod propulsion units and is the first of 15 specially-designed 170,000m3 vessels that will be the most powerful icebreaking LNG carriers in the world. The Yamal project is also the largest single contract ever placed by value for Azipod propulsion technology.

“With Yamal, we will be establishing Azipod propulsion in the LNG carrier market, which is significant in itself, and we are delighted that the technology will be proving itself once more in

harsh, icy waters,” says Koskela. “We are also encouraged by the discussions this has opened with the main South Korean shipbuilders on the application of Azipod propulsion for open water LNG carriers.”

Again, building momentum for cruise ships to be constructed in China would be of major significance to ABB, he observes.

Mr Koskela adds that the way shipping contracts are set up is changing in a way that makes the fuel saving Azipod propulsion confers more compelling. “In general the charterer pays the fuel bill rather than the operator, so part of the market has not seen the efficiency imperative.

However, this has come under more scrutiny, with charters including clauses on fuel consumption. The fall in oil prices may mean that the significance of these arrangements is not so obvious, but the point is that

the precedent has been set.” Koskela says he has been

consistently reminded over the past 25 years that continuous development has made Azipod propulsion a technology which, in terms of efficiency gains, keeps on giving.

“We are always studying new improvements and before the year is out, we hope to have another surprise for the market that will bring a 5-7 per cent performance improvement in Azipod propulsion,” he says. “Recent experience has shown that the merchant market is ready to accept the propulsion principle that makes these efficiency gains possible as never before." MP

BELOW: The Azipod XO’s propeller hub and motor module diameters were reduced and the unit’s hull optimised

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86 | CIMAC

CIMAC Congress to focus on users and system integration

The triennial CIMAC Congress is one of the most important international events in the field of large diesel and gas engines. It will take place in Helsinki, Finland this year from 6-10 June

The World Congress that is held every three years under the auspices of the international council on combustion engines, CIMAC, is one of the largest events of its kind in the world.

This year the programme is bigger than ever before and, for the first time, will include a platform for users of large diesel and gas engines to present, discuss and deliberate on emerging issues.

“The Users Day is a new concept that we are introducing at the Congress this year. The idea is to bring the different engine users and engine developers together under one roof to discuss developments, solutions and a future of co-operation and mutual support. It will be interesting to see the outcome,” said Paolo Tonon, head of Maersk Maritime Technology and the CIMAC executive board’s technical programme vice president.

The platform is intended to help shipowners to meet engine manufacturers, engineers, researchers and scientists in the field, to fill in the kinds of gaps that occur when an engine concept progresses from its developers to the end user. It will also be a chance for engine developers to hear what users have to say. Four technical sessions are scheduled, with presentations on marine and

land-based applications covering maintenance and monitoring from the user’s point of view. They will look at technical solutions in depth, again from the user’s viewpoint.

The Users Day will also feature the keynote speech sponsored by the Collin Trust and delivered by Harry Robertsson, technical director at Stena Rederei. This will focus on sustainable and realistic solutions for future shipping from the shipowner’s perspective. And at the end of the day, the Users Reception will round off the collaborative efforts of all the participants with food and drink and informal and enjoyable networking.

The Congress will kick off with a technical session on high speed engines. Product development will be the focal point. “The technical programme will elaborate on the scientific research that creates the foundation for the next generation of engines, and address the needs of the markets,” said CIMAC president Christoph Teetz, vice president at Rolls-Royce Power Systems.

The product development sphere will encompass a variety of other topics related to medium and low speed diesel, gas and dual-fuel engines, with high quality technical sessions involving some of the most prominent developers in the industry. Topics will include new high speed and medium speed engine concepts, improved power generation efficiency and heat recovery concepts, methanol operated engine concepts, two-stroke dual-fuel technology and dual-fuel engines optimised for marine applications. These and other thought-provoking presentations will be delivered by some of the finest engineers and researchers from around the globe.

New board to be unveiled at CIMAC World CongressThe new CIMAC executive board will come into force at the conclusion of the CIMAC World Congress in Helsinki, Finland in June 2016, for the customary three-year tenure (2016-2019). The new board will include Klaus Heim, chief technical officer of OMT, who will become CIMAC president. Ilari Kallio, vice president for research and development at Wärtsilä, is a newcomer to the board. He will be taking up the position of technical programme vice president, joining Marko Dekena, AVL LIST executive vice president, in this role.

Jin Donghan, president of Shanghai University, will be the new vice president for the working groups, joining Christian Poensgen,

The 28th CIMAC World Congress will take place in Helsinki, Finland

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MAN Diesel & Turbo senior vice president of engineering, who will continue in this capacity. Paolo Tonon, head of Maersk Maritime Technology, will be the new users vice president and Axel Kettmann, senior vice president at ABB Turbocharging, will continue in his role as vice president for communications.

Yasuyuki Takahata, chief manager of the development department at Yanmar Co, will take office as the new global integration vice president and Peter Müller-Baum, managing director of VDMA Engines and Systems, will remain as secretary general of CIMAC for the term. Last but not least, the new Congress president will be Timothy Callahan, development engineer at the Southwest Research Institute in the USA. The CIMAC World Congress will move to Vancouver, Canada in 2019.

As in previous years, the new executive board will embark on new initiatives, with a clear vision of what they wish to achieve before the next Congress. CIMAC is driven by the new challenges that are faced by the industry, across a wide technological spectrum. With considerable technical expertise and years of experience under their belts, the members of the new board are expected to rise to these, and future, challenges, as well as enabling interesting and thought provoking discussion in CIMAC’s working groups and at the events that are planned for the next three-year term.

System integration to feature strongly at CIMAC CongressOne of the most compelling topics to be discussed during the CIMAC World Congress in Helsinki, Finland in June will be system integration. This requires all the relevant stakeholders, including engine developers, component suppliers, research organisations, system integrators, classification societies and engine users, to come together with the common aim of optimising the overall efficiency and performance of ships and other large engine applications.

The integration of propulsion systems from the point of view of efficiency optimisation, the optimisation of engines to achieve lower operating costs, after-treatment concepts and waste heat recovery solutions for marine applications, energy saving technologies, and new analysis methods in cargo ship machinery design are just a few of the topics that will be presented by leading experts and developers from the industry. They are sure to stir up some engaging views and discussions during the sessions. MP

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FUELS & LUBES | 89

DNV GL LAUNCHES LNG INTELLIGENCE PORTAL

Classification society DNV GL has launched a liquefied natural

gas (LNG) intelligence portal and has signed up Shell, the marine division of Rolls-Royce and MAN among its first subscribers. LNGi will bring together LNG stakeholders to share market intelligence and contribute to the uptake of LNG as ship fuel.

The portal allows subscribers to assess the availability of LNG fuel for specific trade routes and newbuild projects. It also provides information about current market developments, as well as status updates for other alternative fuels and emissions reduction technologies across every vessel segment.

“The LNG industry has been growing rapidly over the past few years – so much so, that it has become increasingly challenging to keep track of all the latest developments,” explained Gerd Michael Würsig, business director for LNG fuelled ships at DNV GL Maritime. “This is especially true for shipowners who are considering the option of using LNG in their vessels and want to ensure they have considered all the relevant factors.” LNGi combines market intelligence provided by LNG suppliers and infrastructure owners and DNV GL to create a comprehensive platform for the industry.

Lauran Wetemans, Shell’s general manager for LNG business development, said: “LNGi keeps us in touch with new developments around port infrastructure and additions

to the LNG world fleet. This information helps us anticipate the needs of our customers and identify new opportunities.”

“Such a comprehensive overview would be difficult for any single company to obtain on its own. LNGi offers shared business intelligence on a much broader scale than previously available and helps give shipowners who are new to the LNG industry the confidence they need to move forward with their business plans in this field,” added Ole Skeltved, head of the marine installation department at MAN Diesel & Turbo.

The portal’s interactive map provides information about LNG bunkering opportunities around the world and also includes data on existing and planned infrastructure such as

truck loading facilities, tank to ship bunkering options and LNG bunker vessels, as well as detailed information about the various port and infrastructure projects. Statistics and further information about alternative fuels and emissions solutions, such as the uptake of scrubbers, gives a broader overview of the most popular options for achieving compliance with environmental regulations.

The Society for Gas as a Marine Fuel (SGMF) will support LNGi by reviewing the data published in the portal and providing information about LNG bunkering projects. “It is important that we all refer to a trusted data set as the industry develops. LNGi offers just that. Benchmark information is critical in

a complex and sometimes confusing market and this data set will play an important role, accelerating developments in this field,” said Mark Bell, general manager at SGMF.

Future LNGi features will include segment specific studies, the option for shipowners to indicate their interest in bunkering in certain locations, improved automatic identification system (AIS) features for identifying LNG vessels, and more details about infrastructure projects and individual LNG fuelled ships – for example, information about LNG specific and supply relevant features, such as required LNG tank size and ports of call. The members will also have their say on which features they want to see developed. MP

Gerd Michael Würsig (DNV GL Maritime): pulling together LNG market intelligence


90 | FUELS & LUBES

MAN Diesel & Turbo does not object to lube oil produced

by Maersk Fluid Technology’s blending-on-board (BOB) process being used in its newer Mark 8 and Mark 9 engine models, Henrik Rolsted, senior research engineer in MAN Diesel & Turbo’s operation department for two-stroke engines, told a seminar last autumn organised by Chevron Marine Lubricants.

But he identified viscosity as a key parameter for that approval, telling Marine Propulsion that the cylinder oil had to meet SAE50 requirements. Marine Propulsion had earlier reported (see the December/January issue) that the enginebuilder had concerns about BOB’s use on its newer models, but Mr Rolsted explained the importance of meeting the viscosity requirement, saying that the company’s designers calculate oil film thickness and piston ring dimensions to suit that specification. “If it is not

SAE50, we get a different oil film thickness and increase the risk on modern engines,” he said.

Maersk Line is the biggest user of BOB. It has been using the technology across its fleet for eight years on ships powered by earlier models of MAN Diesel & Turbo engines and by engines supplied by Wärtsilä, which has already approved BOB across its engine range. But the ship operator also has a number of vessels fitted with more recent MAN Diesel & Turbo engine models and this acknowledgement opens the possibility for them, too, to benefit from BOB use.

The lube oil is produced on board by blending recycled used system oil with a high base number (BN) cylinder oil to produce “fit for purpose” cylinder oil, Maersk Fluid Technology’s managing director, Jens Byrgesen said in a presentation to Marine Propulsion’s European Marine Engineering Conference (EMEC) in April.

This allows cylinder oil to be provided across a range of BNs, he said, which gives an alternative approach to dealing with high-sulphur fuel oils to the common approach of increasing the lube oil feed rate to match high sulphur fuels.

Based on its experience so far with over 200 ships, Maersk Fluid Technology has found that increasing the feed rate does not increase its effectiveness proportionally, since much of the additional oil is immediately scraped off by the piston rings. When using BOB lubrication, the feed rate is kept constant but the oil’s BN is controlled.

“We can blend any BN,” Mr Byrgesen told Marine Propulsion, but for practical purposes would not blend to below 70BN to comply with SAE50, he added. Mr Rolsted had mentioned the same limitation but said that lower BNs also decrease the oil’s detergency.

Mr Byrgesen’s EMEC

presentation said that using BOB reduces both system and cylinder lube oil consumption by up to 40 per cent while its effect of reducing over-lubrication improved engine performance. There were “documented fuel savings of 0.5-1.5 per cent,” as a result of using optimised system oil viscosity as a result of BOB, he told delegates. Other advantages he highlighted included enhanced system oil performance, engine cleanliness and reduced environmental footprint.

He had previously spoken about the impact of BOB on the amount of oil being discharged to the sludge tank. Running with cleaner oils when using BOB – due to the regular replenishment of system oil – reduces the amount of oil ending up in the sludge tank, he told Marine Propulsion. Sludge oil itself is not being recycled for blending, he said, correcting a statement in Marine Propulsion’s December/January article, because it contains a mix of different waste oils. MP

BLENDING-ON-BOARD LUBE IS OK FOR NEWER ENGINES

MAN Diesel & Turbo has confirmed that blending-on-board lubrication is acceptable on its current engine models if the viscosity is right

Jens Byrgesen (Maersk Fluid Technology):

Blending-on-board can save fuel (credit: MFT)

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BUNKER BULLETIN | 93

World bunker prices (Bunker price indications – Monday 11 April 2016)

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 and 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.

Parker Kittiwake has voiced its concerns about the proposed amendments to the ISO 8217 quality standard for marine fuels, stating that the changes could have a significant impact on fuel quality and vessel performance.

The company says that, should the changes take effect,

the new standard will result in a higher tolerance level for the concentration of harmful and abrasive particles such as cat fines, leading to a significantly higher likelihood of failures and breakdowns. The new draft also lends further protection to bunker suppliers from claims relating to

the quality of the fuel supplied.Earlier this year the draft ISO

8217:2016 fuel quality standard was released, requesting feedback from the industry ahead of a deciding vote between participating national standard bodies in early April. The proposed amendments

to paragraphs five and six in particular have the potential to significantly impact bunker quality and increase the likelihood of impaired propulsion resulting from contaminants such as cat fines in the fuel. Additionally, this will further increase the time and resources required to carry out effective fuel management to prevent damage.

Larry Rumbol, Parker Kittiwake’s marine condition monitoring market development manager, said: “We would caution that some of the proposed amendments to the ISO 8217 fuel quality standard would be unfavourable to shipowners and operators, most significantly because they would offer far less protection to the fuel buyer against damage caused by lower quality fuel oil. For example, as recently stated by leading expert Dr Ram Vis, the new draft would allow the fuel supplier to deliver a bunker that could not be considered out of specification unless it exceeded the specified cat fines limit value by more than the 95 per cent confidence level.

“This would prove perilous for vital components such as cylinder liners as it would permit the concentration level to rise from the current maximum of 60 ppm to 72 ppm, despite explicit recommendations from original equipment manufacturers such as MAN and Wärtsilä that only fuel with a concentration of no more than 15 ppm should be used.”

Mr Rumbol concluded: “Damage caused by the ingress of cat fines can incur significant expense, with the cost of replacing a single liner estimated at US$65,000 for parts alone. This can rapidly escalate to more than US$1 million when the parts, labour and the accompanying expenses of down-time, repair and off hire are also considered, as well as the likely event that multiple cylinders are affected. Cat fines are already presenting a significant headache for shipowners and operators, and the proposed changes to ISO 8217 will only amplify this.” MP

Questions raised about fuel quality standard

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ON THE HORIZON | 95

Rolls-Royce unveils a vision of the futureT he Rolls-Royce led Advanced Autonomous Waterborne

Applications Initiative has unveiled a vision of how remote controlled and autonomous shipping will become a reality,

changing the nature of the shipping industry. Mikael Makinen, president of Rolls-Royce Marine, said:

“Autonomous shipping is the future of the maritime industry. As disruptive as the smart phone, the smart ship will revolutionise the landscape of ship design and operations.”

Jouni Saarni, development manager at the Centre for Collaborative Research at the Turku School of Economics, part of Finland’s University of Turku, said: “Remote and autonomous ships have the potential to redefine the maritime industry and the roles of the players in it with implications for shipping companies, shipbuilders and maritime systems providers, as well as technology companies from other sectors, especially automotive.”

Constant real-time remote monitoring of vessels worldwide will see ships become more closely integrated into logistics or supply chains, enabling global companies to focus on using a whole fleet to best effect, generating cost savings and improving revenue generation. This has the potential to create new shipping services, such as online cargo service marketplaces, more efficient pooling and leasing of assets, and new alliances. Some of these services will support existing players in the market and others will be more disruptive – allowing new players to enter and potentially capture a significant share of business in the same way as Uber, Spotify and Airbnb have done in other industries.

Jonne Poikonen, senior research fellow at the University of Turku’s Technology Research Centre, who is leading the project’s technology research with Mika Hyvönen, senior research fellow at Tampere University of Technology, said: “The technologies that are needed to make remote and autonomous ships a reality exist. The sensor technology that is needed is sound and commercially available and the algorithms that are needed for robust decision support systems – the vessel’s ‘virtual captain’ – are not far away. The challenge is to find the optimum way to combine them cost effectively in a marine environment.”

A series of tests of the sensor arrays in a range of operating

and climatic conditions will be carried out in Finland in the coming months. Those tests will be on board Finferries 65m double-ended ferry Stella, which operates between Korpo and Houtskär.

The project is also exploring how to combine existing communication technologies in an optimum way for autonomous ship control. It has created a simulated autonomous ship control system which will be connected to a satellite communications link as well as to land based systems and will allow the behaviour of the complete communication system to be explored.

To secure regulatory approval and the support of shipowners, operators and seafarers, as well as wider public acceptance, the operation of remote controlled and autonomous ships will need to be at least as safe as existing vessels. Risto Jalonen, senior research scientist at Aalto University, who is leading the project’s safety strand, said: “The marine industry has some experience of systematic and comprehensive risk assessments. However, when new or emerging technology is involved a wider and deeper understanding of a new and changed risk portfolio – with a variety of known and unknown hazards – is needed. The Advanced Autonomous Waterborne Applications Initiative is identifying and exploring these hazards and developing approaches to tackle them.”

Cyber security will also be critical to the safe and successful operation of remote and autonomous vessels. The project is identifying and adapting current best practice from a range of industries for application in the marine environment.

The results of such studies will be used to make recommendations to regulators and classification societies to support the development of standards for remote and unmanned vessel operation.

Oskar Levander, Rolls-Royce Marine’s vice president of innovation, said: “This is happening. It is not a question of if, but when. This work supports the development of remote controlled and autonomous vessels and will enable proof of concept demonstration following the completion of the project. We will see a remote controlled ship in commercial use by the end of the decade.” MP


96 | POWERTALK

R olls-Royce has long been a data-driven business. We have been conducting remote monitoring operations on our Trent series of

aircraft engines since 1995. The latest jets contain between 130 and 200 sensors, the data from which is sampled 40,000 times per second and then shipped back to our headquarters in Derby, UK where they are processed and analysed.

In other words, this technology is happening today. Our aerospace engines are assets that are worked hard like no others, so real-time health monitoring is an essential aspect of what we do in that sector. Equally, all that data, following advanced analytics, is fed through to our engine design using techniques such as computational fluid dynamics (CFD).

But we are moving into a new era. The Internet of Things means that there will be as many as 50 billion connected devices by 2020. As a company we believe this to be the case, 100 per cent. In fact, we have already started connecting any number of devices. We could connect every bolt in one of our engines if we wanted!

Of course, there are limitations. One of the biggest is the communications, which are obviously a key factor in this kind of technology. You need a very solid communications pipe for any kind of remote operation. However, these communications are improving all the time.

Inevitably, the increasing ability to perform not only monitoring but also maintenance and other tasks remotely is going to mean more automation. And, as with all forms of automation, this will inevitably mean de-manning to a greater or lesser degree. Ultimately, of course, the end result is likely to be unmanned vessels.

In certain areas, remotely-operated drones and robots are already playing a significant role. For instance, in areas such as defence

and repair work on nuclear sites, advanced robotics are playing a major role because they can do things and go to places for lengths of time that are simply impossible for humans.

So why should marine be any different? Why should vessels not be unmanned? The answer is that they will be and the simple reason is the sheer economic advantage that going unmanned can offer by eliminating the human factors.

It is my belief that the first shipping company that adopts unmanned operations on any major scale will have such a competitive advantage by doing so that it will start a snowball effect that forces its competitors to fall into line.

Mankind has always chased ever-greater productivity. I see this technology in exactly the same way and believe that if shipping can find a way to run efficiently without crews, it will. For an example, you do not need to look any further than the automotive industry, which has progressively been pushing down the number of people who are needed to manufacture each car by an order of magnitude. There is no reason to think that the marine industry will be any different in that respect.

Of course, it will not happen overnight. The journey to unmanned ships is a step-by-step one. However, we are already on our way there. MP

Mankind has always chased ever-greater productivity. I see this technology in exactly the same way

Paul Stein, research and technology director, Rolls-Royce

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