media information 2017 - marine propulsion & auxiliary ... information 2017 dedicated marine...
TRANSCRIPT
media information 2017
dedicatedMarine Propulsion & Auxiliary Machinery covers all types of ships' engineering systems on board every type of ship: commercial, naval and superyacht. The magazine’s core content is the technology used to propel ships from engine to propeller or other propulsor and above and below deck engineering systems that are maintained by shipboard engineers and overseen by superintendents and operational management. Through our team of in-house editors and journalists, Marine Propulsion offers the maritime community an independent perspective on the latest international developments and technical innovations as they arise. It also provides a valuable and complementary perspective to the information provided by class societies.
Include Marine Propulsion in your maritime marketing campaigns and reach the senior operational and engineering decision-makers you are targeting.
the global reach
Key Facts:
• First published in 1979
• 75% of the magazine circulation reaches owners/operators/managers **
• Annual Chinese language edition is distributed directly to 6,000 members of the Shanghai Society for Naval Architects & Ocean Engineers
• 29,250 copies circulated bi-monthly (15,250 print, 14,000 digital)
• 82% of the magazine circulation reaches key purchasing decision-makers. **
49%
16%
3%
5%
6%
Europe
North America
Australasia and Pacific
Central/South America
Middle East and North Africa
Africa
Discover more about the new ME-GI engine generation at dieselturbo.man.eu
Clean, effi cient gas combustion control with no gas slip – the MAN B&W dual fuel “gas injection” engines
Clean, effi cient gas combustion control
The Future is Clear
EEL1_The Future is Clear•••MarinePropulsion.indd 1 24.06.16 10:22
June/July 2016 www.mpropulsion.com
“The next generation of engines will be able to somehow assess their
own performance and maybe improve it”
Professor Nikolaos Kyrtatos, National Technical University of Athens, see page 80
3%
Reader analysis by geographical breakdown**
www.mpropulsion.com
2%
Asia
** Publisher’s statement
16%
Southeast Asiaand Pacific
owners/operators/managers75%
shipbuilding/repair/conversion
designers/architects8%
equipment/service suppliers5%
regulatory/consultants3%
100 20 30 40 50
Reader analysis by organisation **
superintendents/marine engineers
technical management
31%
30%
fleet operations29%
safety, IT, electrical, project10%
100 20 30 40 50
Reader analysis by job function **
the companies
the job roles
** Publisher’s statementwww.mpropulsion.com
Summary **
29,250 combined circulation
100 countries
75% work for owners/operators/managers
60 70 80
9%
2017 features
Issue Features Distribution Supplement/edition
www.mpropulsion.com
ship type: gas carriers
alternative & secondary propulsion – to include:• gas & steam turbines• waterjets• thrusters
electric systems – to include:• generators and
switchboards
• hybrid systems
LNG – to include:• cryogenic engineering
& equipment• fuels & bunkering
auxiliary systems – to include:• emissions control• heat exchangers
April/May • Nor-Shipping, Oslo• Electric & Hybrid
World Expo,Amsterdam
ship type: OSVs
offshore systems – to include:• deck machinery• dynamic positioning
ballast water – to include:• retrofitting• newbuilds• innovation
auxiliary systems – to include:• automation & control• compressors• steering gear & rudders• filters & separators
also:• area report: Japan• marine propulsion
awards showcase• naval propulsion
June/July
Supplement: Worldwide Turbocharger Guide
2014 • A supplement to MARINE PROPULSION & AUXILIARY MACHINERY
“Shippers are waiting until the last possible moment to gauge consumer sentiment”TSA executive administrator Brian Conrad
ship type: containercarriers
driveline – to include:• gearboxes• shafting, couplings
& dampers• seals & bearings
performance management – to include:• condition & performance
management• remote monitoring• energy management
also: propulsion packages
February/March
• Sea Asia, Singapore• European Marine
Engineering,Amsterdam
• comment• best of the web• on the agenda• briefing
• yard profile• enginebuilder profile• powertalk• 2-stroke engines
• 4-stroke engines• fuels and lubes• on the horizon• bunker bulletin
Regular features
ship type: cruise ships & ferries
water treatment – to include:• ballast water treatment• waste water treatment
auxiliary machinery – to include:• HVAC• stabilisers• boilers
also:• training & simulation
December/January
• Asian Marine Engineering Conference, Singapore
• Marintec, Shanghai• Europort, Rotterdam• International Workboat
Show, New Orleans
ship type: tugs &workboats
engines & propulsion systems – to include:• high speed engines• dual fuel & gas• turbochargers• thrusters• propellers
design & software – to include:
• CAD/CAM• FEA
auxiliary machinery – to include:• engineroom pumps• cargo handling machinery
also:• coatings• area report: USA
October/November
The new VGP regulations which came into effect in December 2013 effectively put the USA off-limits to any vessel whose lubricants do not comply with current EAL standards.
But rest assured, whether it’s stern tubes, controllable pitch props, thrusters, rudder bearings or wire cables, our comprehensive range of EAL oils and greases will ensure it’s business as usual for your fleet.
Exactly what you’d expect from the pioneers in marine biolubrication – have a nice day.
Those new VGP regulations for lubricants – did you see them coming?
20637 Lubmarine Bio Ad 210x214.indd 1 30/07/2014 10:40
fuels, lubes & emissions technology
2014 • A supplement to Marine Propulsion & Auxiliary Machinery • Planning for the future
“How do I test my scrubber when I can’t use my fuel unless I take it out of the Emission Control Area?”Don Gregory, director, Exhaust Gas Cleaning Systems Association (EGCSA)
Supplement: Fuels, Lubes & Emissions Technology
ship type: tankers &bulkers
fuels – to include:• treatments & additives• fuels systems• alternative fuels
electrical systems – to include:• power plant & gensets
• drives• hybrid systems
driveline – to include:• transmission• noise & vibration
also:• engineroom safety• spares supply• area report: China
• IMPA, London• Kormaine, Busan
August/September
Chinese language edition
www.mpropulsion.com
Issue Features Distribution Supplement/edition
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www.mpropulsion.com
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Front cover £4,300
Inside front cover £2,900
Back cover £3,300
digital optionsDigital editions offer an advertiser a host of additional options through which to deliver their marketing message. Each paid advertiser’s marketing material is published in both the printed and digital version of the magazine. However, the content in the digital edition of the magazine can differ from the printed version and it can also include interactive content to further engage the audience. There are various options listed below which can all be tailored and/or combined to suit your campaign. Speak with your sales representative about these and anything you or your creative agency may wish to run digitally to enhance your message, reach your audience and drive traffic to your website.
Sponsorship
Sponsoring the digital edition of a magazine offers great exposure for your product or brand. Your logo will be prominently displayed on the email sent to readers as the digital edition sponsor and a landing page will be set up where an introduction to your product or brand can be presented.
Price per digital edition: £1,000
Sponsored keywords within the digital version are a great way to drive traffic to your own company website and engage with the audience interactively. Any word may be sponsored exclusively, be it a product name, a company name or a ship name.
Price per keyword: £200 per digital edition
contents
Total average net circulation: 15,250Period: January-December 2015
A member of:
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.
Subscribe from just £299Subscribe now and receive six issues of Marine Propulsion & Auxiliary Machinery every year and get even more:• supplements: Worldwide Turbocharger Guide, Fuels, Lubes and Emissions Technology and Ballast Water Treatment Technology• access the latest edition content via your digital device• free industry yearplanner including key dates• access to www.mpropulsion.com and its searchable archive.Subscribe online: www.mpropulsion.com
Marine Propulsion & Auxiliary Machinery | June/July 2016 www.mpropulsion.com
June/July 2016volume 38 issue 3
Editor: Paul Fanningt: +44 20 8370 1737e: [email protected]
Sales Manager: Rob Gore t: +44 20 8370 7007e: [email protected]
Sales: Paul Dowling t: +44 20 8370 7014e: [email protected]
Sales: Jo Lewis t: +44 20 8370 7793e: [email protected]
Head of Sales - Asia: Kym Tan t: +65 9456 3165e: [email protected]
Production Manager: Richard Neighbourt: +44 20 8370 7013e: [email protected]
Korean Representative: Chang Hwa ParkFar East Marketing Inct: +82 2730 1234e: [email protected]
Japanese Representative: Shigeo FujiiShinano Co., Ltd.t: +81 335 846 420e: [email protected]
Chairman: John LabdonManaging Director: Steve LabdonFinance Director: Cathy LabdonOperations Director: Graham HarmanEditorial Director: Steve MatthewsExecutive Editor: Paul GuntonHead of Production: Hamish DickiePortfolio Manager – Media & Event Sales: Steve Edwards
Published by:Riviera Maritime Media LtdMitre House 66 Abbey RoadEnfield EN1 2QN UK
www.rivieramm.com
ISSN 1742-2825 (Print)ISSN 2051-056X (Online)
©2016 Riviera Maritime Media Ltd
Rudders, propellers and steering gear 39 Demands increase for energy saving rudders40 Joint study results will help to silence ‘singing’ propellers
Oily water separators43 Keeping oil from troubled waters
Ballast Water Retrofitting47 Tough talk on treatment technology; BWMS location: above or below deck?48 Dutch navy chooses to fit BWMSs; Space: the final (BWMS) frontier51 Panasia wins fleet order from Spliethoff; Ice class tanker set tough challenge
Area Report: China52 Providers are investing in high throughput satellites
Area Report: Japan54 Providers are investing in high throughput satellites
Dynamic Positioning56 Thrusters improve dynamic positioning on OSVs
Control & Automation59 ABB to provide automation for world’s most advanced port icebreaker60 New technology ensures standards compliancelectrical actuators
Deck Machinery64 MacGregor launches compact new Pusnes RamWindlass; TTS deliveries to Meyer Turku Yard and TUI Cruises65 NDM to deliver a 150-tonne AHC winch system; Protea supplies swivel crane for Petrobras FPSO
Marine Propulsion Awards Showcase67 Innovators honoured by Marine Propulsion Awards
Fuels & Lubes73 Is appetite for LNG increasing?74 ExxonMobil issues tips on switching fuels; Nanol proves 2 per cent fuel savings from lubricant additive
Next issueShip type: tankers and bulkersMain features include: electric systems; transmissions; fuel treatment and additives; fuel systems; alternative fuels; spares supply; machinery surveys and classification; noise and vibration; engine room safety; area report: Korea; SMM preview; area report: Germany lubes
Make the most secure choice in ballast water treatment
There’s good reason why Alfa Laval PureBallast can be found on prominent vessels like Norwegian Breakaway.
Energy efficient, PureBallast 3.1 offers superior performance in all waters: fresh, brackish and marine. It is also the ideal biological disinfection system for challenging conditions, which makes your life easy wherever you sail.
Discover more advantages and see why others have made the choice at www.alfalaval.com/pureballast3
PureBallast is pure confidence
ALW000X_Ad_PureBallast.indd 1 2016-04-08 16:51
contents
Total average net circulation: 15,250Period: January-December 2015
A member of:
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.
Subscribe from just £299Subscribe now and receive six issues of Marine Propulsion & Auxiliary Machinery every year and get even more:• supplements: Worldwide Turbocharger Guide, Fuels, Lubes and Emissions Technology and Ballast Water Treatment Technology• access the latest edition content via your digital device• free industry yearplanner including key dates• access to www.mpropulsion.com and its searchable archive.Subscribe online: www.mpropulsion.com
Marine Propulsion & Auxiliary Machinery | June/July 2016 www.mpropulsion.com
June/July 2016volume 38 issue 3
Editor: Paul Fanningt: +44 20 8370 1737e: [email protected]
Sales Manager: Rob Gore t: +44 20 8370 7007e: [email protected]
Sales: Paul Dowling t: +44 20 8370 7014e: [email protected]
Sales: Jo Lewis t: +44 20 8370 7793e: [email protected]
Head of Sales - Asia: Kym Tan t: +65 9456 3165e: [email protected]
Production Manager: Richard Neighbourt: +44 20 8370 7013e: [email protected]
Korean Representative: Chang Hwa ParkFar East Marketing Inct: +82 2730 1234e: [email protected]
Japanese Representative: Shigeo FujiiShinano Co., Ltd.t: +81 335 846 420e: [email protected]
Chairman: John LabdonManaging Director: Steve LabdonFinance Director: Cathy LabdonOperations Director: Graham HarmanEditorial Director: Steve MatthewsExecutive Editor: Paul GuntonHead of Production: Hamish DickiePortfolio Manager – Media & Event Sales: Steve Edwards
Published by:Riviera Maritime Media LtdMitre House 66 Abbey RoadEnfield EN1 2QN UK
www.rivieramm.com
ISSN 1742-2825 (Print)ISSN 2051-056X (Online)
©2016 Riviera Maritime Media Ltd
Rudders, propellers and steering gear 39 Demands increase for energy saving rudders40 Joint study results will help to silence ‘singing’ propellers
Oily water separators43 Keeping oil from troubled waters
Ballast Water Retrofitting47 Tough talk on treatment technology; BWMS location: above or below deck?48 Dutch navy chooses to fit BWMSs; Space: the final (BWMS) frontier51 Panasia wins fleet order from Spliethoff; Ice class tanker set tough challenge
Area Report: China52 Providers are investing in high throughput satellites
Area Report: Japan54 Providers are investing in high throughput satellites
Dynamic Positioning56 Thrusters improve dynamic positioning on OSVs
Control & Automation59 ABB to provide automation for world’s most advanced port icebreaker60 New technology ensures standards compliancelectrical actuators
Deck Machinery64 MacGregor launches compact new Pusnes RamWindlass; TTS deliveries to Meyer Turku Yard and TUI Cruises65 NDM to deliver a 150-tonne AHC winch system; Protea supplies swivel crane for Petrobras FPSO
Marine Propulsion Awards Showcase67 Innovators honoured by Marine Propulsion Awards
Fuels & Lubes73 Is appetite for LNG increasing?74 ExxonMobil issues tips on switching fuels; Nanol proves 2 per cent fuel savings from lubricant additive
Next issueShip type: tankers and bulkersMain features include: electric systems; transmissions; fuel treatment and additives; fuel systems; alternative fuels; spares supply; machinery surveys and classification; noise and vibration; engine room safety; area report: Korea; SMM preview; area report: Germany lubes
Make the most secure choice in ballast water treatment
There’s good reason why Alfa Laval PureBallast can be found on prominent vessels like Norwegian Breakaway.
Energy efficient, PureBallast 3.1 offers superior performance in all waters: fresh, brackish and marine. It is also the ideal biological disinfection system for challenging conditions, which makes your life easy wherever you sail.
Discover more advantages and see why others have made the choice at www.alfalaval.com/pureballast3
PureBallast is pure confidence
ALW000X_Ad_PureBallast.indd 1 2016-04-08 16:51
www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | June/July 2016Marine Propulsion & Auxiliary Machinery | June/July 2016 www.mpropulsion.com
THRUSTERS IMPROVE DYNAMIC POSITIONING ON OSVs
A DP system has realised benefits by moving from hydraulic to electric thrusters
Alabama has the largest concentration of builders of metal
fabricated vessels under 90m in the US. One of those companies, Master Boat Builders Inc. of Bayou La Batre, has established its niche by building highly sophisticated offshore supply vessels to serve the oil industry.
Master Boat has cultivated its oil rig supply boat business, in large part, by being one of the first builders to transition to thrusters powered by electric motors and variable speed drives (VSDs). The electronic thrusters provide numerous benefits over their hydraulic predecessors, and are highly compatible with Dynamic Positioning (DP) systems that automatically maintain a vessel’s position while it is serving an offshore oil platform.
Master Boat has a long-standing relationship with Gulf Coast Air & Hydraulics of Mobile, a full line distributor and fabricator specialising in air,
hydraulic and electric products and services for the heavy industrial and marine markets.
Gulf Coast’s early work with the offshore boats included supplying mechanically operated bow and stern thruster systems driven with hydraulic motors. The hydraulic systems were loud, relatively complex and inefficient, and a potential environmental liability if a pipe or hose broke at sea. As alternative technologies began to evolve and become more available, boat owners began to demand a change. Hence in the early years of the 21st century, Master Boat decided to transition to electric thrusters and variable frequency drives.
In addition to the
environmental safety benefits, electronic thruster systems are far safer to operate and service than hydraulic systems, creating less risk for crew members and allowing boat owners to carry less insurance. They are also easier to install, cheaper to operate, and more efficient.
The biggest benefit of the electric thrusters, however, is how smoothly they interface and respond to the sophisticated Dynamic Positioning (DP) systems that are required by the American Bureau of Shipping (ABS), and the oil companies that contract the boats to supply their offshore oil rigs.
A DP system is an automatic operational mode that triangulates between GPS
satellites to maintain a vessel‘s position within a 1m to 3m radius. It is typically used while a ship is in very close proximity to an oil rig while loading and offloading materials and supplies. When engaged, the DP System simultaneously and continuously controls the bow thrusters, main propulsion system and rudders to hold the ship in place, no matter the wind, current or wave action. The orchestra of control is essential in the supply process to keep a boat from hitting the floating oil rig, and potentially moving it off its mark, causing major damage while drilling in three to five mile sea depths.
From a macro perspective there were immediate DP system benefits realised by moving from hydraulic to electric thrusters. In general, the interface of an electric motor and VFD is more efficient, the system reacts far quicker and requires less maintenance.
The electric system also eliminates the complex
The use of electric thrusters makes the interface of an electric motor and VFD more efficient
interface between the mechanical thrusters and the DP software required with the hydraulic system; including an electronic board that converted signals to a processor that drove the hydraulic motor coupled to the shaft of the thruster. This intricate set of moving parts limited the performance of the DP system and was prone to frequent breakdown.
Baldor motors and ABB drives have been integral components of Master Boat thrusters since the early stages of the transition, because both components are uniquely able to withstand the harsh marine environment and the tremendous demands of the DP system. In 2011, just after ABB acquired Baldor, the switch was made to the ABB ACS800 VFD and the Baldor RPM AC motor, providing additional system performance and longevity.
When the vessel is on station or in a positioning mode, depending on wave height, current and wind, there can be quite a demand put on the thrusters depending on the position of the boat. The ability of the ABB ACS800 and the Baldor RPM AC motor to execute very quick and rapid accelerations and decelerations simplifies the
positioning process. “In the DP application,
the VFD will typically be ramping from 1,000 rpm in one direction to 1,000 rpm in the other direction in less than 10 seconds - a full reversal in less than 10 seconds. You can’t do that consistently with a standard induction motor and a standard scaler type VFD, they just can’t take the abuse,” says Mike Mitchell, the ABB application manager who has worked with Master Boat on the electrical systems from the beginning.
The direct torque control (DTC) technology in the ABB drive and the low inertia aspects of the AC motor provide excellent control throughout the entire speed range, from 2 rpm to 1,800 rpm. They allow highly efficient acceleration, deceleration, and full reversals, reducing generator load and increasing the overall performance of the system.
The workboats will effectively hold in 10 kts of wind at the beam. In other words, it is possible to have the wind coming from the beam into the side of the vessel and it will hold. If the wind or current was coming from the bow, it could probably hold in hurricane force winds.
Bow and stern thrusters are also used for docking the boats and manoeuvring in tight spaces like rivers and canals where boats may be passing within three feet of each other. The demand on the drives is not as severe as in the DP system, but precise performance is still required. The thrusters essentially allow the boat to move sideways to negotiate tight spaces without the need for a tug or push boat.
Master Boat's new class of 220 foot vessels contain the fourth iteration of drive enabled design at 800 hp. This move increased the width of the drives beyond the tight space allotments of the boat, where every inch of space is a premium. Working together Master Boat, Gulf Coast and ABB created a custom design that reduced 30 inches of width on each drive cabinet, saving five feet of space with the two cabinets mounted side by side.
ABB provides a complete system including the drive and the motor, and then works with Gulf Coast to integrate them into the master DP control system, from initial engineering through to commissioning and start-up.
At of the close of 2015 there were at least 60 Master Boat built vessels floating around the Gulf of Mexico with Baldor/ABB drive systems powering the thrusters, the vast majority of them integrated by Gulf Coast Air & Hydraulics.
Gulf Coast sees challenges and opportunities ahead, and understands that the boats, along with their electronic motor and drive packages, will need to evolve.
“Our big challenge moving forward is that the boats are going to get bigger and the thrusters are going to get bigger. The drives will need to get bigger in power, and we will need to further custom-size them so they fit within the limited space in the boat,” predicts Chuck Moorehead, Gulf Coast president and co-founder. MP
BELOW: When engaged, the DP System simultaneously and continuously controls the bow thrusters
“Our big challenge moving forward is that the boats are going to get bigger and the thrusters are going to get bigger. The drives will need to get bigger in power, and we will need to further custom-size them so they fit within the limited space in the boat”
DYNAMIC POSITIONING | 57
www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | June/July 2016Marine Propulsion & Auxiliary Machinery | June/July 2016 www.mpropulsion.com
THRUSTERS IMPROVE DYNAMIC POSITIONING ON OSVs
A DP system has realised benefits by moving from hydraulic to electric thrusters
Alabama has the largest concentration of builders of metal
fabricated vessels under 90m in the US. One of those companies, Master Boat Builders Inc. of Bayou La Batre, has established its niche by building highly sophisticated offshore supply vessels to serve the oil industry.
Master Boat has cultivated its oil rig supply boat business, in large part, by being one of the first builders to transition to thrusters powered by electric motors and variable speed drives (VSDs). The electronic thrusters provide numerous benefits over their hydraulic predecessors, and are highly compatible with Dynamic Positioning (DP) systems that automatically maintain a vessel’s position while it is serving an offshore oil platform.
Master Boat has a long-standing relationship with Gulf Coast Air & Hydraulics of Mobile, a full line distributor and fabricator specialising in air,
hydraulic and electric products and services for the heavy industrial and marine markets.
Gulf Coast’s early work with the offshore boats included supplying mechanically operated bow and stern thruster systems driven with hydraulic motors. The hydraulic systems were loud, relatively complex and inefficient, and a potential environmental liability if a pipe or hose broke at sea. As alternative technologies began to evolve and become more available, boat owners began to demand a change. Hence in the early years of the 21st century, Master Boat decided to transition to electric thrusters and variable frequency drives.
In addition to the
environmental safety benefits, electronic thruster systems are far safer to operate and service than hydraulic systems, creating less risk for crew members and allowing boat owners to carry less insurance. They are also easier to install, cheaper to operate, and more efficient.
The biggest benefit of the electric thrusters, however, is how smoothly they interface and respond to the sophisticated Dynamic Positioning (DP) systems that are required by the American Bureau of Shipping (ABS), and the oil companies that contract the boats to supply their offshore oil rigs.
A DP system is an automatic operational mode that triangulates between GPS
satellites to maintain a vessel‘s position within a 1m to 3m radius. It is typically used while a ship is in very close proximity to an oil rig while loading and offloading materials and supplies. When engaged, the DP System simultaneously and continuously controls the bow thrusters, main propulsion system and rudders to hold the ship in place, no matter the wind, current or wave action. The orchestra of control is essential in the supply process to keep a boat from hitting the floating oil rig, and potentially moving it off its mark, causing major damage while drilling in three to five mile sea depths.
From a macro perspective there were immediate DP system benefits realised by moving from hydraulic to electric thrusters. In general, the interface of an electric motor and VFD is more efficient, the system reacts far quicker and requires less maintenance.
The electric system also eliminates the complex
The use of electric thrusters makes the interface of an electric motor and VFD more efficient
interface between the mechanical thrusters and the DP software required with the hydraulic system; including an electronic board that converted signals to a processor that drove the hydraulic motor coupled to the shaft of the thruster. This intricate set of moving parts limited the performance of the DP system and was prone to frequent breakdown.
Baldor motors and ABB drives have been integral components of Master Boat thrusters since the early stages of the transition, because both components are uniquely able to withstand the harsh marine environment and the tremendous demands of the DP system. In 2011, just after ABB acquired Baldor, the switch was made to the ABB ACS800 VFD and the Baldor RPM AC motor, providing additional system performance and longevity.
When the vessel is on station or in a positioning mode, depending on wave height, current and wind, there can be quite a demand put on the thrusters depending on the position of the boat. The ability of the ABB ACS800 and the Baldor RPM AC motor to execute very quick and rapid accelerations and decelerations simplifies the
positioning process. “In the DP application,
the VFD will typically be ramping from 1,000 rpm in one direction to 1,000 rpm in the other direction in less than 10 seconds - a full reversal in less than 10 seconds. You can’t do that consistently with a standard induction motor and a standard scaler type VFD, they just can’t take the abuse,” says Mike Mitchell, the ABB application manager who has worked with Master Boat on the electrical systems from the beginning.
The direct torque control (DTC) technology in the ABB drive and the low inertia aspects of the AC motor provide excellent control throughout the entire speed range, from 2 rpm to 1,800 rpm. They allow highly efficient acceleration, deceleration, and full reversals, reducing generator load and increasing the overall performance of the system.
The workboats will effectively hold in 10 kts of wind at the beam. In other words, it is possible to have the wind coming from the beam into the side of the vessel and it will hold. If the wind or current was coming from the bow, it could probably hold in hurricane force winds.
Bow and stern thrusters are also used for docking the boats and manoeuvring in tight spaces like rivers and canals where boats may be passing within three feet of each other. The demand on the drives is not as severe as in the DP system, but precise performance is still required. The thrusters essentially allow the boat to move sideways to negotiate tight spaces without the need for a tug or push boat.
Master Boat's new class of 220 foot vessels contain the fourth iteration of drive enabled design at 800 hp. This move increased the width of the drives beyond the tight space allotments of the boat, where every inch of space is a premium. Working together Master Boat, Gulf Coast and ABB created a custom design that reduced 30 inches of width on each drive cabinet, saving five feet of space with the two cabinets mounted side by side.
ABB provides a complete system including the drive and the motor, and then works with Gulf Coast to integrate them into the master DP control system, from initial engineering through to commissioning and start-up.
At of the close of 2015 there were at least 60 Master Boat built vessels floating around the Gulf of Mexico with Baldor/ABB drive systems powering the thrusters, the vast majority of them integrated by Gulf Coast Air & Hydraulics.
Gulf Coast sees challenges and opportunities ahead, and understands that the boats, along with their electronic motor and drive packages, will need to evolve.
“Our big challenge moving forward is that the boats are going to get bigger and the thrusters are going to get bigger. The drives will need to get bigger in power, and we will need to further custom-size them so they fit within the limited space in the boat,” predicts Chuck Moorehead, Gulf Coast president and co-founder. MP
BELOW: When engaged, the DP System simultaneously and continuously controls the bow thrusters
“Our big challenge moving forward is that the boats are going to get bigger and the thrusters are going to get bigger. The drives will need to get bigger in power, and we will need to further custom-size them so they fit within the limited space in the boat”
DYNAMIC POSITIONING | 57
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Discover more about the new ME-GI engine generation at dieselturbo.man.eu
Clean, effi cient gas combustion control with no gas slip – the MAN B&W dual fuel “gas injection” engines
Clean, effi cient gas combustion control
The Future is Clear
EEL1_The Future is Clear•••MarinePropulsion.indd 1 24.06.16 10:22
June/July 2016 www.mpropulsion.com
“The next generation of engines will be able to somehow assess their
own performance and maybe improve it”
Professor Nikolaos Kyrtatos, National Technical University of Athens, see page 80
reader email landing page
www.mpropulsion.com
The new VGP regulations which came into effect in December 2013 effectively put the USA off-limits to any vessel whose lubricants do not comply with current EAL standards.
But rest assured, whether it’s stern tubes, controllable pitch props, thrusters, rudder bearings or wire cables, our comprehensive range of EAL oils and greases will ensure it’s business as usual for your fleet.
Exactly what you’d expect from the pioneers in marine biolubrication – have a nice day.
Those new VGP regulations for lubricants – did you see them coming?
20637 Lubmarine Bio Ad 210x214.indd 1 30/07/2014 10:40
fuels, lubes & emissions technology
2014 • A supplement to Marine Propulsion & Auxiliary Machinery • Planning for the future
“How do I test my scrubber when I can’t use my fuel unless I take it out of the Emission Control Area?”Don Gregory, director, Exhaust Gas Cleaning Systems Association (EGCSA)
2014 • A supplement to MARINE PROPULSION & AUXILIARY MACHINERY
“Shippers are waiting until the last possible moment to gauge consumer sentiment”TSA executive administrator Brian Conrad
supplements
Fuels, Lubes & Emissions TechnologyOctober 2017
This supplement has carved an enviable reputation as an authoritative voice on marine fuel and lubricant options. Informed editorial rigorously analyses the regulations, politics and supply issues that are shaping future developments. The technical, operational and economic implications of potential solutions such as scrubber technology, distillates, LNG, bio and other alternative fuels are thoroughly examined. All aspects of the supply chain are scrutinised as indeed are the products available and those being developed.
Worldwide Turbocharger GuideJune 2017
The Worldwide Turbocharger Guide delivers an insight into all aspects of turbocharging including operation, performance, design and lifecycle maintenance. As well as articles about OEM activities, the supplement looks at turbochargers from class and enginebuilders’ perspectives, covers repair and servicing news and projects, and includes a section of service company profiles and a global contact directory.
www.mpropulsion.com
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The brand for ships’ engineering systems.
www.mpropulsion.com
Sales
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Rob GoreSales Managert: +44 20 8370 7007e: [email protected]
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Editorial
Paul GuntonExecutive Editort: +44 20 8370 7003e: [email protected]
Paul FanningEditort: +44 20 8370 1737e: [email protected]
Rigzin AngduSales Manager – Asiat: +65 6809 3198e: [email protected]
Tom KennyBrand Managert: +44 20 8370 7791e: [email protected]
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Edwin LampertHead of Contentt: +44 20 8370 7017e: [email protected]