Fairplay August 2012 Magazine

fairplay.co.uk ihs.com

IHS Fairplay SolutionsAUGUST 2012 ISSUE 189

More makers join the dual-fuel club

Communications: More opt for VSAT

Special Focus: Disagreement over lubes

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fairplay.co.uk August 2012 Fairplay Solutions | 3

Over the past fewmonths Solutions hasbeen applauding the shipping indus-try’s new-found sense of self interest

and is happy to tip its hat to the InternationalChamber of Shipping – or at least its chair-man,Masamichi Morooka, who has just senta letter to the IMF explaining in no uncertainterms why shipping should not be seen as acash cow to bemilked for funding climatechangemitigation or for any other reason.The need for such a letter follows a speech

made by IMFmanaging director ChristineLagarde at the Rio sustainability summit backin June. In her speech Lagarde repeated theposition adopted by the UNFCC and its envi-ronmentalist allies that shipping and aviationshould contribute a quarter of the annual$100Bn promised by developed countries.Given that the IMF has spent alot bail-

ing out, or guaranteeing to bail out, cash-strapped states in the Eurozone, the Fund iscertainly likely to find it hard to assist statesin the developing world. But, as Morookapointed out to Lagarde, shipping producesnomore than 3% of annual manmadeCO2emissions, so it is iniquitous that it should becalled upon to pay 25% of the promised fund.More to the point, Morooka highlighted,

around two-thirds of the world fleet areregistered in Kyoto non-Annex 1 countries.Under the common but differentiated re-sponsibilities ruling of the Kyoto treaty, thoseships would not necessarily be required tocontribute under anymarket-basedmeas-ure the IMOmay come upwith. The wholeburden would therefore have to fall on thesmall proportion of the world fleet registeredin developedAnnex 1 countries. The effect,Morooka acknowledged, would be an exodus

of ships to flags not required to contribute.There is no doubt that the financial posi-

tion of large parts of the shipping industryis at least as precarious as any of the nationstates that the IMF is bailing out but withoutrecourse to any of the financial assistancethose countries are being offered. Theremaybe some justification in blaming some of theindustry’s ills on over-ordering, but therewere other factors at play.Had shipowners foreseen the events of

2008, they certainly would not have orderedthe quantity of ships that they did, but inmany cases they were reacting to the opinionof economists who saw trade continuing togrow as the world’s population expanded.Even after the 2008meltdown, there was ageneral consensus that things would get backon track quite quickly.Now, the world economy seems to be head-

ing for the rocks oncemore and shipownersare no longer prepared to bet on a brighterfuture. The combination of slow steamingand ships going into lay-upmay even result inshipping’s contribution to CO2 output fallingbelow 3%. The IMF recently said that auster-ity regimes are not necessarily the way toencourage growth and has begun to promotethe idea that consumerism needs a boost.Withmost of the world’s trade carried in

ships, taxing the industrymore will not makegoods cheaper or aid economic growth. In-stead, it will make the essentials of life – foodand energy – evenmore costly to the world’speople, further reducing any spare cash theymay have.Affordable transport of goods is key to

economic growth andMoroorka’s hands-offmessage is a timely reminder of that fact. fs

Shipping’s fightback against cash-grabs continues as the ICS takes on the IMF

Taxing theindustry morewill not makegoods cheaperor aid economicgrowth

COMMENT

Hands off

MalcolmLatarcheEditor

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4 | Fairplay Solutions August 2012 fairplay.co.uk

CONTENTS

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News6 News: French owners fight sulphur rules;TTS buys Sietas crane division; BV opts foronline certificates; Rembrandt gets greenlight; Saab launches fifth-generation AIS

10 Special focus: Lube manufacturersin open disagreement over best solutionsfor matching low-sulphur fuels and uppercylinder lubes

Features12 Engines & turbochargers: Solutionslooks at how engine and turbochargermakers can help with EEDI compliance;More makers to offer dual-fuel engines

28 Communications: Service providers’and equipment-makers’ latest offerings;Defending against viruses and malware;Crew-calling developments

12

EditorialExecutive editor: G Paul GuntonEditor: Malcolm LatarcheAssociate editor: Stephen SparkContributing editors: David Foxwell, David TinsleyTechnical reporter: Steve Valentine

DesignHead of design: Roberto FilistadSenior designer: Matt RamsdaleDesigner: Carolina Lorenzo, Tim Willis, Amair Ahmed, Ria Chantler

ProductionDirector EMEA, production services: David WardProduction manager: Jane LawrenceProduction controller: Martyn Buchanan,Sarah Treacy, Elisa Hembry

GeneralPublisher: Jon McGowanDirector, EMEA editing and design: Sara MorganGroup publishing director: Sean HoweSenior vice-president IHS: Michael Dell

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© 2012 IHS. All rights reserved.No part of this publication may be reproduced or transmitted, in any form or by anymeans, electronic, mechanical, photocopying, recording or otherwise, or be stored in anyretrieval system of any nature, without prior written permission of IHS Global Limited.Applications for written permission should be directed to Jon McGowan, [email protected]. Any views or opinions expressed do not necessarily represent the views oropinions of IHS Global Limited or its affiliates. Disclaimer of liability:Whilst every efforthas been made to ensure the quality and accuracy of the information contained in thispublication at the time of going to press, IHS Global Limited and its affiliates assume noresponsibility as to the accuracy or completeness of and, to the extent permitted by law,shall not be liable for any errors or omissions or any loss, damage or expense incurredby reliance on information or any statement contained in this publication. Advertising:Advertisers are solely responsible for the content of the advertising material which theysubmit to us and for ensuring that the material complies with applicable laws. IHS GlobalLimited and its affiliates are not responsible for any error, omission or inaccuracy in anyadvertisement and will not be liable for any damages arising from any use of products orservices or any actions or omissions taken in reliance on information or any statementcontained in advertising material. Inclusion of any advertisement is not intended toendorse any views expressed, nor products or services offered, nor the organisationssponsoring the advertisement.

IHS Fairplay and Fairplay Solutions are trade marks of IHS Global Limited.Printed in the UK by Warners Midlands plc.ISSN: 2048-3546

This publicationwas produced usingFSC® certified paper

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Contents August 2012, Issue189

28


CONTENTS

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Next month…SMM previewSolutions lifts the curtain and takes a lookat the attractions of this year’s biggestmarine equipment exhibition

German marine technologyFrom shipbuilding to equipment of alltypes, German technology is at theforefront of the shipping industry

Operations36 Update: DP issues come to the fore asthe offshore fleet grows, bringing pressureon training and challenging reliability

39 Innovations: Commuter ferry combinesair support and lightweight materials

41 Troubleshooter: MAIB investigates twoincidents resulting from machinery failure

Newbuildings44 News: Fifth box ship for Danaos;B.Delta25 orders; Farstad’s first of four46 Notable newbuildings: Combinedpower plant for Island Crusader; StanfordBuzzard well prepared to face pirates50 Fleet analysis: Looking back at 10boom years and forward to hard times52 Data: Summary of ships on order andthe latest new orders

Regulars03 Comment: Solutions applauds theInternational Chamber of Shipping’swarning to the IMF

66 Echosounder: Scientists swap cleanhulls for gleaming teeth; Is jumping ship anew craze for ferry passengers?

Subscribe:Fairplay is not just a magazine, it’s acomplete multi-platform resource:

Solutions monthly magazine,covering shipping technologyDaily Shipping News emailFairplay 24 onlineWeekly magazineWeekly news round-up emailNewbuildings onlineNews and digital magazine archive

To subscribe call:

+44 (0) 1604 251 491Or email us at: [email protected]

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European operators are beingtargeted by equipment-makersfrom the USA keen to open newmarkets for their products.Last month, Parker Racor,

a division of Parker HannifinCorporation, announced therelease of its bilgewater treat-ment systems for the Europeanmarket. This followed the awardofMEDWheelmark certificationin accordance with the EuropeanUnionMarine Equipment Direc-tive 96/98/EC as amended byDirective 2010/68/EU.The BMS series of bilgewater

oil-water separators employ aproprietarymembrane assemblyto remove emulsified oil. Otherfeatures include an advancedthree-stage system optimisingthe separation and removal offree and emulsified oils, robustconstruction, corrosion-resistantmaterials, permanent oil-attract-ant media, quiet operation, IMO-

compliant detection controlsand automatic diversion valves.The resulting effluent has an oilcontent not exceeding 5 partsper million.The BMS bilgewater oil-water

separators use a simpler adsorp-tion technology that neverthe-

lessmeets IMOMEPC107(49)regulations.Organic clay is usedto adsorb oil emulsions.In the view of Kelly Sullivan,

RacorVillagemarine businessunitmanager, “The units we de-veloped exceed the IMO require-ments while also being compact,efficient, durable and great value.”Also looking to expand sales in

Europe, US-based ballast watertreatment (BWT) systemmakerHydeMarine stated lastmonththat it has selected Scanunitas the exclusive sales agent inSweden for HydeGuardian BWTsystems. Scanunit will begin sell-ing, installing and servicingHydeGuardian’s systems immediately.HydeGuardian’s chemical-free

BWT process treats ships’ ballastwater by filtration and ultravioletdisinfection. The unit receivedIMO approval inApril 2009 andhas gained type approvals fromseveral class societies.

German shipyard Sietas hassold its NeuenfelderMaschinen-fabrik (NMF) cranemanufactur-ing division to the NorwegianTTSGroup. Subject to approvalsfrom creditors and themonopo-lies commission, the deal is to beconcluded early this month.Official receiver Berthold

Brinkman said: “The sale ofNMF to the large shipbuildingsupplier TTSmeans we have nowfound substantial buyers for

each of the three companies inthe Sietas Group. This is good forthe further development of thecompanies themselves and alsogood for themaritime sector inHamburg, which will gain newmomentum from strong ship-building companies like TTS, theLürssenGroup (Norderwerft) andtheVeKaGroup (SietasWerft).This solution was welcomed at aNMF staffmeeting by the workscommittee and employees.”

French owners have welcomeda proposal from the EuropeanCommunity Shipowners’ Asso-ciations (ECSA) to exempt certainvessels and shipping routes fromstricter marine fuel sulphur limitsuntil 2020.Armateurs de France (ADF)

said that the proposal, which is tobe submitted to European Unionmember states, was given “strongand unanimous” support by theECSA board at its latest meeting inCyprus in late June.Referring specifically to the

0.1% limit scheduled to beintroduced in European sulphuremission control areas in the Bal-tic, North Sea and English Channelin 2015, ADF said that ECSA hadagreed that a “rigid and brutal”implementation of the limit wouldbe “catastrophic” for the future ofthe shipping sector.Extra time was necessary, the

organisation said, to prepare newways of reducing sulphur emis-sions such as the use of liquefiednatural gas fuel and exhaust gasscrubbers, which were currentlyneither technically ready nor eco-nomically viable.It called on the French govern-

ment to take the case of Frenchand European owners to the IMO,which fixed the dates for introduc-tion of the 0.1% sulphur limit.“At a time when companies

have been rendered fragile by adifficult economic situation, theyneed more than ever the unfailingsupport of the authorities,” saidADF chairman Raymond Vidil.

Frenchbacksulphurexemptions

USmakers target Europe

COMMUNICATION COMPANIES EQUIPMENT REGULATION TRAINING TECHNOLOGY OPERATIONS YARDS

News

TTSacquiresSietascranedivision

REGULATION EQUIPMENT

COMPANIES

ParkerHannifin

Parker Racor’s BMS bilgewaterseparators have been awarded MEDWheelmark certification

NMF supplies marine cranesand lifting equipment, rang-ing from small bulker cranes tosuper-heavy-lift cranes of above1,000 tonnes capacity. The com-pany is considered themarketleader for heavy-lift cranes withmore than 60%market share forcranes above 150-tonne capacity.NMFwill become part of TTS’s

existing activities inGermany.Expected turnover of NMF in2012 is €88M and at the end ofMay 2012 the value of existingorders was €95M.


Paris-based classification soci-ety BureauVeritas has initiateda completely new IT-based cer-tification and ship status systemaimed at “reducing theworkloadof shipowners and operators andsimplifying access to ship infor-mation and status”.Explaining the rationale behind

the new service, ClaudeMaillot,BV’s ships in service director, said,“We have seen the ship’s clas-sification certificate grow fromone simple page into a documentwithmany pages and annexeswhich are built up of both printedand handwritten entries. It hasbecome unwieldy, error-prone,open to confusion and difficulttomaintain.”Maillot went on tosay BV’s new certification systemoncemoremakes the ship’s certif-icate of classification a single-pagedocument. All the supportingdocumentation ismigrated onlineand set out in a standardised,easily accessible format, which,he said, cuts down the chances oferror, confusion and fraud.The newBV certificate of clas-

sification contains only the keyidentity of the ship and nota-tion information. It is printed

on recycled paper embossedwith a logo aimed at preventingfraudulent copies. All the otherinformation that used to be at-tached as annexes is now updatedelectronically and can be accessedby owners and by charterers andport authorities if given access bythe owner. Authorised users cango to BV’s website and print offwhat they need on ship status.The ship status information is

divided into sections: ship par-ticulars, owner/manager details,cargo and ballast capacities, classand statutory status, plannedinspection items, one-year surveyplanner, continuous and/or PMS

lists, regulatory information andBV contacts.The class and statutory status

section contains all certificates –which is whatmost authoritiesand charterers need – surveys,audits, recommendations, non-conformities andmemoranda.The owner can print this sectioncompletely or just the to-do list,selecting items due in one, twoor threemonths. “This systemavoids confusion as there are nomore handwritten updates or rec-ommendations on certificates,”saidMaillot. “At the same time,we have enhanced theway own-ers and operators can see the shipstatus, whichwill helpwith plan-ningmaintenance and surveys.There is a graphical presentationof all surveys, audits, recom-mendations, non-conformitiesand plannedmaintenance andcontinuous survey items due inthe next 12months.”The new system also allows the

ship’s staff to update the centralrecord viaVeriSTAR Infowhenplannedmaintenance items haveto be done by a specific date. Theitem is then verified by a BV sur-veyor on the next ship visit.

Saab has announced that thecompany’s advanced fifth-generation R5AIS products arecommercially available.Its R5AIS products are the

first to incorporatewithin atype-approvedClassA sys-tem software-defined radiotransceivers plus high-speedanalogue-to-digital convert-ers. Designed on platformsthat are built to growwithnew requirements, the newproducts are claimed to permitquick and easy installation ofextra units with support forredundant/multiple controland display units (CDUs), USBkeyboards and flash drives.Sensor information available toR5 transponders can be relayedon the ethernet interface, andadditional CDUs can be used todisplay andmonitor any sensordata available on the network.Aswell asVHF ship-to-ship

and shore-to-shipAISmessages,the R5 can process other signalsand future additionalAISmes-sages and e-nav radio channels.The entry level, water-

resistant, single-box R5 SolidAIS permits SOLAS compliance,primarily for coastal fishingvessels and inlandwaterways. Atthe high end of themarket, theR5 SupremeAIS is a two-unitsystemwith a separateCDUand transponder. The IMO-compliantAIS transponder isa type-approvedAISClassAsystem for SOLAS-class vessels,allowing incorporationwith aship’s integrated bridge system.The R5GPS andDGPS naviga-

tion systems are type-approvedfor carriage by SOLAS-classships. The newnavigationsystems feature additional R5CDUs for redundant or slavenavigation display configurationusing ethernet.

New-generation

AIS launched

BVputs certificates online

Former CEO and co-founder of leading ballast watertreatment (BWT) business OceanSaver, Stein Foss, hasset up an independent company with three partners,creating what he says are revolutionary filters designedspecifically for ballast water treatment.The new company, Moss Hydro, believes the emerging

BWT system market faces challenges of supply becausethere are very few filter manufacturers. Furthermore,some existing filters are prone to blockages from oceansediment and other organics, he suggests.Foss and his colleagues – including Aage Bjørn

Andersen, the former OceanSaver SVP of business de-

velopment/research and development – have engineeredtheir own solution.Moss Hydro filters have been created for optimised

self-cleaning and minimal maintenance. Made fromsuper-duplex stainless steel, they are claimed to becorrosion-free and between 50% and 70% lighter thanconventional filters. The filters are manufactured in ahighly automated factory in Norway.Moss Hydro will begin taking initial orders for its

single- and multi-screen filters (prototypes have beentested up to a capacity of 3,200m3/h) in September, withproduction starting in in the final quarter of this year.

Ballast specialist turns to filters

NEWS

EQUIPMENTCOMPANIES

COMPANIESBureau

Veritas


NEWS

A comprehensive ship securitytraining package, developed bycomputer-based training (CBT)specialist Seagull, has receivedNorwegianMaritimeAuthority(NMA) approval. The programmefully complieswith theManilaAmendments to the STCWCon-vention andCode. The courseswill be available in September.Seagull has issuedmore than

10,000 ship security officer(SSO) certificates since 2003,and thesewill remain in forceuntil 1 January 2017. The revisedSTCW introducesmore stringentrequirements for onboard secu-rity training, with a particularfocus on ensuring that seafarersare properly trained in case ofattack by pirates. TheManilaAmendments require all seafarersto receive generic security aware-ness and familiarisation training,and thosewith specific security-related dutiesmust have suitabletraining for their role.Seagull has developed two new

CBT training levels: LevelOnecovers security-related familiari-sation and awareness, and is for allseafarers; Level Two is for seafar-ers who have designated securityduties. Its existing SSO course– Level Three of the Seagull Secu-rity onboard training system – hasalso been updated in linewith theManilaAmendments.All three levels include

modulesCBT 115 SecurityAwareness andCBT 156 PiracyandArmedRobbery plus awork-bookwith practical exercises.Level Three training also incor-porates e-learningmodulesCBT115 and 156with the additionof the SSO course (CBT 121)and aworkbook.The new courses have been

certified by classification societyDet NorskeVeritas through theSeaSkill programme.

Seagull securitytraininggetsgreen light

Rembrandt approved

Japanese classification society ClassNK hasreleased what it claims is the world’s first softwarepackage for use with the new IACS HarmonisedCommon Structural Rules (HCSR) for bulk carriersand oil tankers, which were released at the begin-ning of July 2012.The HCSR not only unifies the existing CSR for

bulk carriers and tankers, which were introducedin 2006, but also incorporate the IMO’s Goal-BasedStandards (GBS) with the aim of further rationalis-ing shipbuilding regulations. In order to incorporateinput from industry groups and end-users, IACSreleased the first draft of the rules for public com-ment on 1 July.ClassNK executive vice-president TakuyaYoneya

said that the HCSRwill have amajor impact onshipbuilding and design: “As a new set of globalrequirements for the industry, new software willbe essential for yards and designers to efficientlytest and implement the new rules. By releasingthis new software for use with the first draft of thenewHarmonised CSRwe hope tomake it easier for

yards and designers around the world to familiarisethemselves with the new requirements.”The new software is not just an update but a com-

plete renewal of ClassNK’s existing CSR software.In addition to strengthening features included inClassNK’s existing software, the new softwareprovides extra functions such a ‘Case Study’ toolthat allows users to assess the effects of changes tothe parameters of initial ship designs. In addition,the latest software automatically generates 3Dmodels for hull structural analysis directly fromrule calculation data.The new software not onlymakes use of data

produced by existing CSR software, but also is saidto integrate smoothly with all major 3DCAD/CAEsoftware systems and ship performance calculationsoftware, which greatly simplifies data transferbetween systems.To support the implementation and testing of

the first draft of the Harmonised CSR, ClassNK isproviding its new software at no charge to shipyardsand designers.

ClassNK first for newCSR

TRAINING EQUIPMENT

REGULATION

and at a reasonable price. It useshighly accurate ship models thatinclude more than 750 param-eters, ensuring that the user ex-periences identical ship-to-shipinteraction as a real ship wouldin, for example, ship-to-bankinteraction, squat and shallow-water effects.Simulations can be replayed

in video format with track plotsand data information printed orsaved electronically, providing avery structured training regime.In the latest version of PC

Rembrandt, the tidal currentand wind settings have been en-hanced to accommodate a givenport’s unique physical features,which can affect current flowand wind speed.PC Rembrandt can also

provide Client Server, which isa multi-user mode that allowsmultiple vessels to operate in asingle operational scenario, eachof which is under independenthuman control.

Det Norske Veritas has givenClass S accreditation to BMTArgoss’s marine manoeuvringsimulator, PC Rembrandt. Theclass society agreed that PCRembrandt met the Standard forCertification of Maritime Simu-lators no 2 of 14 January 2011.The standard’s purpose is to

ensure that simulations includean appropriate level of physical

and behavioural realism in ac-cordance with recognised train-ing and assessment objectives.The PC Rembrandt system

operates directly from S57 ENCchart data and is claimed to bea highly accurate, capable andflexible alternative to full-mis-sion bridge marine simulators,allowing the user to load anyport database with relative ease

BMTArgoss

DNV has approved BMT Argoss’sPC Rembrandt simulator


Special focus

When the combination of slowsteaming and low-sulphur fuelsfirst became popular there was a

great deal of discussion and debate aroundthe subject of cylinder lubricants and theeffect different base number (BN) productswould have on the condition of themainengine. Over the past twomonths the debatehas flared again withmanufacturers publiclydisagreeing with each other over the validityof the base number arguments.The base number is a measure of the alka-

linity reserve in an oil and thus indicates theoil’s ability to neutralise the corrosive prod-ucts of combustion caused by the sulphurcontent of the fuel. Lubricantmanufacturersresponded to the advent of sulphur emissionscontrol areas (SECAs) by introducing lubeswith lower BNs. Conventional wisdom sug-gested that ships would need to changelubricants when entering or leaving SECAsand switching fuels. This was never likelyto prove popular, somost makers have been

developing products withmore flexibility.At Posidonia in June, Castrol suggested

that owners should choose a lubricant basedupon their ships’ predominant operatingconditions. Themanufacturer said it wasexpanding its range of products and hadtaken several factors into account duringthe development of its latest 80BN product,which extends the range beyond 70BN.“The idea of a single, mid-range cylinder

oil solution for all vessels as sulphur limitsare reducedmay be seductive, but our fieldevaluation shows this does not offer the bestmargin of safety,” maintained Paul Harrold,Castrol’s technologymanager, marine andenergy lubricants.Slow steaming has overturned traditional

assumptions concerning engine performancebecausemarine engines are not designed tooperate below 85% power for prolonged pe-riods, Harrold explained. At lower loads, thecylinder oil’s feed rate is reduced, limiting theavailable BN to neutralise acids and reducing

the oil film thickness. This canmean lubri-cants degrade, increasing the potential foracidic corrosion and greater wear rates. “Low-er engine operating temperatures caused byslow steaming further increase the risk ofcold corrosion,” said Harrold, adding: “HigherBN lubricants provide greater neutralisationand hence better corrosion protection acrossthe fuel sulphur range while slow-steaming.”Castrol stressed that it was not suggesting

that ships should carry a range of lubricants,but rather that they should choose a lubricantbest suited to the ship’s operating profile.According to Harrold, a 40BN product is thebest choice for a ship operating for prolongedperiods in ECAs and a 70BN product for onewith intermittent ECA operations. For a shipoperatingmostly outside ECAs and practisingslow steaming, Castrol’s 80BN product wasthe best choice, hemaintained.Themanufacturer’s ‘new’ 80BN product

is actually a relaunch of the older Cyltech80AW.Castrol told Solutions: “Several

JoachimAffeldt

Ensuring the right lubricant isused can prevent problems withpistons and liners

Dissenting views on lube BNsThe relaunch at Posidonia of a high-base-number cylinder lubricant hasreignited the debate over ways to meet the challenge of low-sulphur fuels


NEWS: special focus

IgorMalushko

products, old, existing and newwere tested,including a product we used to have in ourportfolio. Cyltech 80AWhad ceased beingactively promoted until our field findingsidentified the need for higher BN. Better anti-wear protection, to prevent engine damagewhen slow-steaming with high-sulphur fuels,is essential, hence it has been relaunched toaddress this need.”Press coverage of the relaunch has

prompted some competitors to questionCastrol’s assumption that single oil solu-tions are not necessarily the way forward.Total Lubmarine, expressed concern overthe suggestion that ship owners and opera-tors must choose a high or a low BNmarinecylinder lubricant (MCL) based upon theirpredominant operating patterns.The Frenchmanufacturer agrees that gen-

eral operations for two-stroke diesel enginesare becomingmore severe and increasing thetechnical challenges required for deposit con-trol, cleanliness and wear protection. How-ever, it contends that over the past decade,conventional MCLwisdom has changed. TheBN argument is now an outdated one, it says,because BN alone is not enough to explainthe neutralisation performance of a lubricant.Total Lubmarine believes that the implica-tions of this ‘high BNwith conventionalchemistry’ approach are risky and perhapseven dangerous.Jean-Philippe Roman, technical director,

said: “It is important to note that it is not thelevel of basicity that is dangerous, but the un-derlying chemistry with which products areformulated. For anyone relying upon the con-ventional MCL chemistry – which themajor-ity of lubricant suppliers now recognise asoutdated – it is understandable that the onlyoption is to increase the BN. However, thispresents a high-risk strategy: too low a BN forthe sulphur content can lead to acid corrosionof the liners, whilst too high a BN can lead tohard calcium deposits and an increased risk ofbore polishing and liner scuffing.”According to Lubmarine, any sugges-

tion that ships choosing a high- or low-BNlubricant to suit their predominant operatingpatterns will need to carry only one cylinderoil is not only restrictive but also potentiallydangerous.Without a back-up providing theoption to switch between high- and low-sul-phur fuels and correspondingMCLs, certainroute changes would prove impossible andoperational safety could be compromised.The company agreed that any new cylinder

lubricant launched to themarketmust be

tested in all conditions and not just in thosethat suit the product. Slow-steaming de-mands superior wear control, and five yearsof ‘at sea’ evaluation has proved the reliabilityof the “universal” concept. Total Lubmarinesays it can attest that the ironmeasured inthe drain oil – which denotes engine wear –is lower with its newest multipurposeMCLthan with a conventional mid- or high-BNlubricant. Its Talusia Universal product isapproved by leading two-stroke enginemanufacturers such asMANDiesel &Turbo,Wärtsilä andMitsubishi Heavy Industries,the company noted.Total Lubmarine’s views were echoed

almost immediately by another leading lubemanufacturer when ExxonMobil Marineannounced the launch ofMobilgard 560VS,which it dubs “an advanced variable-sulphurcylinder oil”.Developed through extensive laboratory

and in-service testing, Mobilgard 560VS haspassed testing withMANDiesel & Turbo,Wärtsilä, andMitsubishi HI, for use in two-strokemarine diesel engines operating with awide range of residual fuels.ExxonMobil Marine said a wide range of

field trials conducted using fuel with vari-able sulphur levels of between less than 1%to nearly 4%, showedMobilgard 560VS, a60BN oil, consistently delivered excellentpiston cleanliness. This was achieved evenwhile operating at the same low feed rates as

Mobilgard 570, a70BN cylinder oil. In vesselsoperating under extreme conditions, such asslow steaming or ultra-low feed rates downto 0.45g/kWh, tests showed thatMobilgard560VS could help tominimise scuffing andwear, the company said.“Our customers face increasing pressure

to reduce sulphur emissions while achievingoperational cost efficiencies.We developedMobilgard 560VS as a single lubricant solu-tion that can address this challenge by help-ing to reduce wear, extend engine life and en-sure optimal reliability across a wide range ofoperating conditions,” said IainWhite, fieldmarketingmanager, ExxonMobil Marine.With North American coastal waters set

to implement a 1.0% sulphur ECA in August,“Mobilgard 560VS will provide ship ownersand operators with the convenience of beingable to use the same cylinder lubricant asthey transition from deepsea operation withtraditional fuels to ECAs in coastal areas thatdemand use of low-sulphur fuel,”White said.In commonwithmany of its competitors,

ExxonMobil also offers support servicesthat it says can help ship engineers optimisefeed rates, extend cylinder and ring life, andminimise oil consumption. For example,through ExxonMobil’s proprietaryMobilGardCylinder ConditionMonitoring Programme,ship engineers can soon detect any poten-tial changes in cylinder condition, such aselevated iron levels. In field trials, the use ofMobilgard 560VS, in conjunction with theMobilGard Cylinder ConditionMonitoringProgramme, enabled several companies tooperate with cylinder oil feed rates of nearly25% belowOEM recommended levels, withextremely lowwear rates. Mobilgard 560VSwill be available at major supply pointsworldwide later this year. It will serve as thereplacement for ExxonMobil’s Mobilgard 570cylinder oil.The final decision as to whether to use

a single lubricant or continue to switchbetween products depending on fuel beingburned remains with individual shipownersand they will doubtless take into accounttheir trust in particular products and theexperience gained in operation. Assumingthat single multipurpose lubricant productsperform as promised, then their benefitswill bemuch appreciated by the crewwhowill not need to carry out regular lubricantchanges. Similarly, the operator will appreci-ate that the cost savings coming from less lossof product that will conceivably offset thehigher prices charged for new products. fs

Modern cylinder lubricantsshould reduce the need forcostly maintenance


FEATURE: engines and turbochargersMalcolm

Latarche


FEATURE: engines and turbochargers

Engine-makers have been obliged tocontend withmany challenges sincethe advent ofMarpol AnnexVI. First

NOx then SOx and nowCO2 outputs havecome under the regulatorymicroscope whilesimultaneously soaring fuel prices have seencustomers demanding efficiency improve-ments and engines capable of running atloads far belowwhat was once consideredoptimum. There is some overlap between thedemands, since any reduction in fuel use willbring about a corresponding cut in emissions,but things are never so simple and there havebeenmany technical issues to address insatisfying both demands.Historically, marine engines – particularly

low-speed engines – have not been producedin great numbers, so development tendedto be quite slow. The boom in shipbuildingexperienced over the past decade, whichat one point saw engine-makers strugglingto keep pace with demand, ensured recordincomes and a corresponding ability to investin developing new engines.The result has been a number of new

engines and improvements to existing ver-sions from all themajor manufacturers andthe licensees that produce the vast majorityof large two-stroke units for container ships,bulkers and tankers.Development has not been limited to the

large two-stroke sector by anymeans, and

Engine development has acceleratedin recent years in response toimpending regulation

Boomand

driving deve

lopment

Not since the advent of the turbocharger has there been sucha rapid advance in marine diesel technology as in the past 10years or so. Responding to regulation and customer demand,engine and turbocharger makers have invested heavily inR&D to make their products cleaner and more efficient



T he first marine order forMANDiesel& Turbo’s newTurbo CompoundSystem including Power Turbine and

Generator (TCS-PTG) came last DecemberwhenGerman shipowner Reederei HorstZeppenfeld decided to install the system in apair of 4,700teu container vessels being builtby Samjin Shipbuilding inWeihai, China. Theorder includes an option for two extra vessels.The TCS-PTG allows for an extra 5% of addi-

tional power in the form of electrical energyto be extracted from the vessels’ MAN B&W6S80ME-C9.2main engines. The powerturbine is installed in the exhaust gas streamparallel to the turbochargers and receives upto 13% of the exhaust gas flow diverted fromthe exhaust gas receiver. The power turbine

drives a generator via a reduc-tion gearbox and the electric-ity generated is fed into theship’s grid.The TCS-PTGs should help

Zeppenfeld both save fuel and reduce theoperating costs of their gensets as these canbe run on part-load when the unit takes over.During sea passage, if no reefer containers arecarried, the TCS-PTGmay even fully replacea genset.Inmany cases, the installation of a TCS-

PTG unit will also allow the user tominimisethe installed genset power output and toreduce corresponding investment costs ac-cordingly. In addition to the TCS-PTGs, MANDiesel & Turbo will also supply two pairs of

educuc-ric-c-e

helpand reduducece tthehe

ensets as these canthe unit takes over

Power turbinewins first order

TCA88 turbochargers to Zeppenfeld.MANDiesel & Turbo sees growing poten-

tial for waste-heat-recovery systems. As alter-natives to the TCS-PTG, the company offersa SteamTurbine andGenerator (STG) systemthat recovers energy from an exhaust-gassteam boiler and theMARC_HRSTM system,which is a combination of STG and TCS-PTGthat recovers up to 10% of the energy from amain engine’s waste heat. fs

GeneratorCoupling

Gearbox

Power turbine

Control flaps

ng

demand for offshore ships is driving anincrease in the numbers of medium- andhigh-speed engines required.But perhaps the big story of recent times

is the interest in LNG as amarine fuel. Afterinitial references on LNG carriers, dual-fuelengines are being installed in offshore shipsand ferries operating in northern Europeanand USGulf waters. As well as growing inter-est in the dual-fuel engines being built, orplanned, by just about everymajor engine-builder, there has been some take-up ofgas-only engines, although so far they can becounted on one hand.LNG is heavily promoted as a clean fuel,

and with some justification in terms of thephysical condition of the engine and in itsenvironmental impact as measured by NOxreduction. LNG-burning engines are also ben-eficial in terms of EEDI ratings. This is a littleironic, for, although theymay produce lessCO2 directly, the phenomenon ofmethaneslip maymean that they contributemore inthe way of CO2 equivalent warming potentialthan oil-burners; however, methane is notaccounted for in EEDI formulae.WhetherLNG becomes amainstream fuel remains tobe seen, but it is highly unlikely to displacediesel on a global scale.The introduction next January of the EEDI

for newbuildings will certainly influence thetype of engine selected by owners and yards.

The initiative has been heavily criticisedthroughout its controversial progress fromconcept tomandatory requirement and thatcontroversy is unlikely to end soon. Meetingthe EEDI benchmarks is most easily achievedby installing a derated or less powerful enginethan would normally be chosen for a specificship type. This has led to critics warning thatit will lead to under-powered vessels thatcould be at themercy of the elements and un-able tomake headway in heavy seas. Shouldthat come about, the blamewill lie withlegislators and designers, not engine-makersor their products.A derated engine is probably a better choice

than a smaller engine of the same poweroutput because the former can be upgradedwithminimal effort whereas theremay beinsufficient room to allow replacement of asmaller engine.The introduction of super-long-stroke

engines that permit the use of larger-diameter propellers may well be one way ofimproving efficiency and so offers scope forengine-makers to assist designers inmeetingEEDI requirements. EEDI rules also allowfor energy-saving devices to be taken intoaccount when calculating a ship’s individualrating, which has spurred some developmentinto engine and turbocharger configurations.Turbocharger cut-out systems and vari-

able turbocharger geometry that permit slow

steamingwere heavily promoted as fuel-savingmeasures for container ship operators. Theycan help operators of existing ships butwill beof limited use in satisfying EEDI because theyare designed to providemaximumeffect atlow or very low engine speeds, whereas EEDIcalculations are based on 75%MCR.Of course, the fuel-saving potential of

these concepts still holds true and own-ers installing themwill see fuel savingsregardless of the EEDI effect. However,systems such as MANDiesel & Turbo’s TurboCompound System including Power Turbineand Generator (TCS-PTG) not only help meetEEDI ratings but can also reduce auxiliaryfuel consumption bymaking more use ofthe potential energy of the engine’s exhaustgases; payback time on investment is as shortas two to three years.Two-stage turbocharging is another devel-

opment that is expected to improve the EEDIratings of four-stroke engines and to give fuelsavings over the whole load range.It is becoming harder to coax ever more

efficiency out of marine engines and thepotential efficiency gain from each newdevelopment is never going to have the sameimpact of the first turbocharger. But so longas the trend for fuel prices remains upwards,the R&D efforts of engine and turbochargermanufacturers will continue to bring wel-come relief to operators. fs

MAN

Diesel&Turbo

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New lease of lifefor long-serving genset engine

Introduced to the market in the mid-1960s,and the subject of various modernisationand refinement projects over the

intervening years, MAN’s L23/30H gensetengine has been released in an upratedMark 2 version. With gains of up to 10% inpower, and improved design, installationand production features, new life has beeninjected into the popular, reliable four-strokefrom the Holeby stable in Denmark.The development of the L23/30HMk2

constitutes the first step in the revampingof the auxiliary engine programme after theHoleby genset portfolio was repositionedrecently withinMAN’s Copenhagen-based two-stroke organisation. The engineupgrading was carried out by technicians atHoleby, and the licensee network is quicklytaking theMk2 series in hand, to the extentthat the first models are set to be rolled outtowards the end of this year.The higher output largely reflects the

adoption of the latest radial turbochargertechnology, in the shape ofMAN’s TCRseries in place of the NR/R generation, aswell as the take-up of power reserve in thedesign. The ratings in theMk2 range, upto amaximum 175kW per cylinder at the900rpm running speed, do not allow for anyoverload, bar one hour at 110% load at theacceptance test. The switch of turbochargeralso has a signal bearing on the reduced fuelconsumption figures for theMk2, downby 3–4g/kWh across the variousmodels atmaximum load.By uprating an existing unit, MAN avoids

the need to apply for a completely new type

Table 1: MAN L23/30H engine seriesDesign version L23/30H Mk1 L23/30H Mk2

Rated speed (rpm) 720/750/900 720/750/900

Rating per cylinder (kW) 130/135/160 142/148/175

Mean effective pressure (bar) 18.2/18.1/17.9 19.9/19.8/19.6

Maximum firing pressure (bar) 130/130/135 145/145/150

Specific fuel oil consumption(g/kWh) @100% load

194/195/196 191/191/193

Turbocharger (MAN) NR/R TCR

Table 2: L23/30H Mk1/Mk2 power output comparison

Engine size/modelkW/cyl (engine/*generator)L23/30H Mk1

kW/cyl (engine/*generator)L23/30H Mk2

720rpm (60Hz) 130kW/cyl 142kW/cyl

5 cylinders 650kW/620kWe 710kW/675kWe



8 cylinders 1,040kW/990kWe 1,136kW/1,079kWe




7 cylinders 945kW/900kWe 1,036kW/984kWe

8 cylinders 1,080kW/1,025kWe 1,184kW/1,125kWe


6 cylinders 960kW/910kWe 1,050kW/998kWe



* Generator kW, based on nominal generator efficiency factor of 95% MAN Diesel & Turbo


In addition to conferring enhancedefficiency, the TCR turbocharger promisesimproved serviceability. The engine’ssimplified, integrated nozzle cooling systemreduces installation costs, while amonocoquedesign saves weight and production cost.Rather than the GGG30 grey iron framematerial used for theMk1, the new versionemploys GGG40, which has come to be usedfor other engines.So well established is the L23/30H that

more than 10,000 such engines have beenmanufactured. South Korean licenseeDoosan reported the sale of the first upratedmodel to Samjin Heavy Industries, withdelivery by December for installation in anewbuild ordered by a European operator.MAN said that several other licenseeshad signed technical agreements for theproduction of L23/30HMk2models destinedfor European-contracted tonnage.The rationale behind the integration of

the Holeby genset division intoMAN’s LowSpeed Business Unit is that the four-strokeengines involved are exclusively produced bylicensees, and can logically be aligned withthe two-stroke business model. This leavesMANDiesel & Turbo’s Augsburg headquartersfree to concentrate on its own production ofthe larger-bore four-stroke designs. fs

approval, as would be demanded bymanyclassification societies, and will substantiallyreduce development time and costs.The L23/30HMk2will bematched to

meet IMOTier II requirements. Generallyspeaking, the genset’s characteristically longtime between overhaul remains unchangedat 16,000 hours for the 720/750rpmmodelsand at 12,000 hours for the 900rpm version.

MAN

Diesel&Turbo

An uprated version of MANDiesel & Turbo’s L23/30Hgenset has been launched


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As interest in LNG as amarine fuelgrows, more engine-makers are devel-oping dual-fuel engines in anticipation

of increased uptake for the technology.SinceWärtsilä began the trend with its

50DF engines for French built and ownedLNG carriers in 2003, it has been joinedbyMANDiesel & Turbo, which had its firstmarine dual-fuel reference in 2010with theSpanish-built LNG carrier Castillo de Santiste-ban. Also looking to join the club with firstreferences soon are Caterpillar, which has aMaK dual-fuel offering that is under test-ing inGermany (see page 22), and Himsen,which plans to start commercialising its firstDF engines shortly (see page 21).In April, Cummins announced its plans

to produce dual-fuel engines from 800hpto 3,500hp (597–2610 kW) for high-horsepowermarkets. The first in the productportfolio, QSK50Tier 2 for oil and gas wellservicing applications, will begin productioninmid-2013 and will be followed by otherQSK series engines, including units able to

meet EPATier 4 final emissions regulations.Although not aimed at themarinemarket,the development of such engines signifiesa further shift away from single-fuel powerplants in a variety of applications.Themarine sector is firmly in the sights

ofMitsubishi Heavy Industries, whichannounced its plans for a duel-fuel enginerange in early July. Its UEC-LSGi will be alow-speed, dual-fuel marine diesel enginewithin the UEC engine series (the company’stwo-stroke, low-speedmarine diesel enginebrand). The engine is scheduled for amarketlaunch in 2015.Until then, MHI will be developing new

components including a new direct fuel injec-tion system, and a gas-fuel supply systemand control system. Preliminary tests shouldtake place before the end ofMarch 2014.The company will then conduct verificationtests for full-scale engines with dual-fuel usecapability and bring an 11,000–18,000kWclass power output UEC-LSGi engine with acylinder bore of 600mmon to themarket.

More makers joindual-fuel club

MHI has said theUEC-LSGi en-gineswill employ the diffusional combustionmethod, inwhich high-pressure gas, at about300 bar, is injected in the air compressed bythe cylinder stroke and ignited by the pilotflame by a very small amount of fuel oil.MHIclaims thismethod better responds to changesin gas fuel composition and sudden changesin engine load, comparedwith the pre-mixedcombustionmethod, inwhich low-pressuregas ismixedwith air and then compressed.MHI also has a newly developed series of

low-speed two-stroke engine that will makeits seagoing debut in a very large ore carrier(VLOC) under construction at Namura Zos-ensho’s Imari yard.The UEC80LSE-Eco diesel is an electroni-

cally controlled addition toMitsubishi’s ‘ca-thedral’ engine line-up and has been specifiedfor a 250,000dwt bulker ordered by Rio TintoMarine. TheAnglo-Australianmining grouphas ordered three or four such newbuildingsof the so-calledWozmax (WesternAustraliamaximum) type fromNamura.Mitsubishi’s technical programme involves

companion UEC80LSE and UEC80LSE-Ecodesigns.Whereas the former is a conven-tional, mechanically actuated engine, theUECC80LSE-Eco employs solenoid valves,rather than a camshaft, to control fuel injec-tion quantity and timing. The exhaust valvesand starting air are also solenoid-actuated.The new 800mm-bore generation is in-tended as the successor to the 850mm-boreUEC85LSII type, the largest in the compa-ny’s home-grown two-stroke portfolio.

: engines and turbochargersg g

MHI hagineswill employmethod, inwhich

Wärtsilä

In 2003 Wärtsilä’s 50DF enginebecame the first dual-fuel primemover to be used in ships

Through amaximum output of 4,440kWper cylinder at the top rating, the 800mmseries offers a 15% advance in power relativeto its predecessor. As with the UEC85LSII,

the new engines are targeted at very large orecarrier and very large crude carrier applica-tions. The design of the Eco version builds onproprietary technology and experience with

Eco variants operating since June 2005.The first UEC80LSE-Eco is under produc-

tion and scheduled for delivery to Namura’sshipyard in November this year. The recipientWozmax bulker incorporates a capacity-optimised design in which the beam hasbeen extended to give a shallower draughtfor full-load operations out of terminals inWestern Australia. These outlets serve theexport iron ore traffic from Rio Tinto’s minesin the Pilbara region. However, the invest-ment in the 250,000dwt vessel class hasbeenmade with wider trading needs and op-portunities in mind, including future exportflows from the group’s nascent Simandouiron ore project in Guinea.Rio Tinto’s mineral products aremainly

carried in chartered vessels, but possessingsome tonnage of its own gives the companyflexibility over timing and freight rates thatare not always accessible on the openmarket.Amajor goal of its shipping enterprise, re-flected in the current newbuild programme,is to reduce unit fuel consumption andCO2emissions per tonne of cargo transported tocustomers inAsia and elsewhere. fs



Main particularsMitsubishi UEC80LSE/UEC80LSE-Eco engines

Cylinder bore 800mm

Piston stroke 3,150mm

Stroke/bore ratio 3.94 to 1

Maximum output per cylinder 4,440kW @ 80rpm

Cylinder configurations 5,6,7,8

Running speeds 72–80rpm

Power range – P1, P2, P3, P4 ratings 14,575–35,520kW

Maximum power range – P1 rating 22,200–35,520kW

BMEP, maximum (P1) rating 21.0 bar

Specific fuel oil consumption, 100% load, P1 rating,UEC80LSE type

168g/kWh

SFOC, 100% load, P4 rating, UEC80LSE 161g/kWh

SFOC, 100% load, P1 rating, UEC80LSE-Eco type 166g/kWh

SFOC, 100% load, P4 rating, UEC80LSE-Eco 159g/kWh

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Integration of the Bergen range of medium-speed diesel and lean-burn gas engineswith theMTU high-speed engine portfolio

of the TognumGroup is in prospect after thelatter’s takeover by Rolls-Royce and Daimler.By June, the Rolls-Royce/Daimler joint-

venture company Engine Holding hadsecured 99% of Tognum’s shares. The transferof the Bergen engine business toGerman-registered Engine Holding took place earlythis year, and full absorption will occur onceRolls-Royce and Daimler have acquired 100%of Tognum’s shares.Vested with the collectiveMTU and Bergen

portfolio, the planned engine undertakingwill be well placed to become a leading playerin themarinemarket and offshore oil and gas.The growth strategy will build on the devel-opment of the existing production, techno-logical and commercial network, and on newinvestments to strengthen the product range.Most closely identified in themaritime sec-

tor with its MTU brand of high-speed diesels,Tognum supplies engines, propulsion systemsand components for marine, defence, energyand industrial applications. The group haskey engine technologies in-house, includingturbocharging, fuel injection and automation.Rolls-Royce is a leading provider of powersystems and equipment for aerospace, marineand energy companies, with strengths inship design andmarine equipment, and itsstake in themedium-speed enginemarketis represented in the Bergen brand. Automo-tive group Daimler has capabilities in enginetechnology andmanufacturing expertise, andalready had a 28.4% shareholding in Tognum.As DaimlerChrysler, Daimler had owned

MTU until it sold the business to privateequity firm EQT in 2005, which placed themanufacturer into a new holding companyunder the Tognum name. Daimler boughtback into the company when it was floated in2007. At that time, MTU said that its exclu-sive rights to the sale of Daimler’s Mercedes-Benz engines, for adaptation for off-highwayapplications, were secured for the long-term.Rolls-Royce’s Bergen engine activities com-

prise threemain elements: business in thedistinct marine and power generationmar-kets, plus the production centre at Bergen,

which is supported by amodern, specialistfoundry and R&D facilities. Themedium-speed, reciprocating engine business occupiesa strong position in the offshoremarinesegment, complemented by rapidly develop-ing gas-fuelled engine sales in both shipboardand stationary applications.From its fountainhead plant at Frie-

drichshafen, MTU runs a network of 10manufacturing and assembly facilities aroundthe world, and a new factory is due to openin Poland next year. The Stargard Szczecinskiproduction complex will turn out crank-cases, cylinder heads and other high-volumecomponents forMTU Series 2000 and 4000engines, supplying Friedrichshafen and theplants in Aiken (USA) and Suzhou (China).The recent takeover of Bavarian gensetmanufacturer Aggretech has increased thebreadth of its energy plant business.As stated in the public tender offer

document issued last year, Daimler andRolls-Royce intend to develop and growthe business of Tognum “to create aself-standing, world-leading reciprocatingmedium- and high-speed engine and enginesystems enterprise”.Investment is foreseen in bothmedium-

and high-speed diesel and gas engines,further developing the existing brands, togive a broader product range and improvecompetitiveness. An important goal is tostrengthen capabilities in engine-based sys-tems for selectedmarket segments. A focuson through-life customer support is seen as away to generate added value and raise servicelevels. The business plan for Tognum envis-ages investments of around €1Bn ($1.2Bn) incapital equipment and R&D over three years.There is no intention to relocate or close

major Tognum operations, least of all high-speed engine and systems production andtechnological R&D; in fact, currentmanufac-turing sites will be augmented by new facili-ties as the business grows. Nor will Tognumbe converted into a non-German company.With its engineering and technology com-

petence, Daimler’s contribution to thenew undertaking would be as a partner inengine system research and development,focused on new goals as to both efficiency

New engineforce in the making

and environ-mental perfor-mance. In addi-tion, Daimler’sglobal networkwould bebrought to bear infurther develop-ing the Tognumbusiness.Recently, Rolls-Royce

finalised amultifaceted equipment packagedeal that includedMTU high-speed engines.Worth £7M ($10.9M) to Rolls-Royce, thecontract is the first system sale incorporatingMTU engines to have been signed since theacquisition of Tognum. The Fjellstrand yard isto convert the recipient vessel from an exist-ing hull into amultipurpose offshore ship forthe Norwegian company Norside Supporter.The equipment order was landed by the

group’s sales team in the Bergen-domiciledship systems offshore division. “We arevery excited about reaching this importantmilestone,” said Halvard Hauso, senior VP forpower electric systems at Rolls-Royce. “Wewould not have secured such an extensivecontract if we didn’t have the smaller MTUengines to offer, as our larger Bergen engines



were too big for this project,” he added.In addition to four 1,700kWmain gensets

fromMTU, the integrated system packageincludes a diesel-electric propulsion systemcomprising twoAzipull main azimuth thrust-ers, two tunnel thrusters and one swing-upthruster, a DP2-class dynamic positioningsystem, and automation, plus an engineeringpackage from group company Navis Consult.The customer wanted asmany products aspossible to be delivered through a singlesupplier, including engineering and systemcommissioning.Rolls-Royce is also understood to be prepar-

ing the engine-room designs for other off-shore vessel projects whereMTU auxiliarieswould be used in conjunction with Bergenmain propulsionmachinery. fs

Such is its drive and unerring productdevelopment that Hyundai HeavyIndustries’ Engine &Machinery

Division (HHI-EMD) is aiming for an overallsales level in 2016 that is 75% higher thanthis year’s goal.While identifiedmost strongly with

production scale in all its spheres of activ-ity, HHI has consistently augmented itsconstruction andmanufacturing capabili-ties with investments in its technologicalstrengths. This process is especially evidentin the engine division.Engine production was confined to

manufacturing licensed designs from thestart of the division’s operations in 1978through to 2000, but fast-expandingHHI-EMD gained new impetus and newdimension in 2001 with the release of thefirst model of the home-grown HiMSENengine range.The rapid and ongoing development of

the HiMSEN portfolio, which has substan-tially reduced HHI’s own dependence onlicensed designs of auxiliary engine whileopening up newmarkets in bothmarineand landside power plant, has contributedgreatly to the group’s technological ad-vance over the past decade.Ploughing back 6% of revenue into

R&D has resulted in an extensive range ofHiMSEN designs that embrace not onlymedium-speed diesels and gas engines, butalso new high-speed types and soon-to-be-unveiled dual-fuel versions.HHI-EMD’s new strategy of “zero toler-

ance” towards any repetitive quality prob-lems underscores the division’s prioritisa-tion of quality of products and after-salesservice. Given a proven track record involume output coupled with keen pricing,and an engine design approach that has re-flected customers’ sometimes understatedrequirements about ease of maintenanceand reduced complexity, the preoccupationwith quality and customer satisfactionissues can be expected to give added impe-tus to the rise of the HiMSEN brand.

Marine engines account for around two-thirds of HHI-EMD’s total sales. A further10% or so derives from engines for station-ary diesel power plant and packaged powerstations. The balance comes from themanu-facture of propellers, hydraulic machinery,pumping equipment and industrial robots.Now the company is extending its activi-

ties into environmental products, includingballast water treatment systems and emis-sions reduction equipment.In terms of new order intake, the divi-

sion’s target for 2012 is reported to be$3.6Bn, up from $3.1Bn in the precedingyear. Offsetting the anticipated sluggishdemand from the shipbuilding industryover possibly the next 18months, effortsare being intensified with regard to exportsof packaged power plant.HHI-EMD plans to start selling its newly

developed high-speed diesel engine, theH17/21V, in the near future. Covering the1,680–3,200kWpower band in its variousvee-form configurations, the 170mm-boreH17/21V received type approval from nineclassification societies last December.Gas engines figure prominently in recent

and prospective developments of theHiMSEN range, and the company an-nounced in June that it had started shippingthe newH35/40GVmodels after test run-ning had been completed.The gas-fuelled, vee-form design, with

an output of 480kWper cylinder, providesfor power concentrations up to 9,600kW.Aimed atmarine, offshore and station-ary power applications, the H35/40GV’sfirst export order arose from aMiddle Eastpower plant project.HHI has a commanding 35% share of the

international large diesel enginemarket,and the group is aiming to be in the topthree worldwide for gas engines by 2013,with a 15% stake.The division is also developing a family

of dual-fuel engines. Marketing of the firstin the series, the H35DF, will follow typeapproval tests. fs

Hyundai pursuesbold strategy forhome-grown engines

Tognum has continuedto invest heavily in theMTU engine productionnetwork. A new plant atStargard Szczecinski inPoland will manufacturecylinder heads and othervolume components

Tognum



When it comes to engine type, thetwo-stroke has traditionally beenthe preserve of larger bulkers, tank-

ers and container ships while smaller shipshave generally been fitted with four-strokeengines. In expanding its range of RT-flexengines,Wärtsilä has slimmed down andreconfigured the layout of its 50 version sothat it can be considered for amore diverserange of ships.The new layout sees theA170-L turbo-

charger fromABBTurbo Systemsmoved fromthe exhaust-side of the engine and positioneddirectly above the flywheel at the driving end.Wärtsilä licensee Hyundai Heavy Industries,South Korea, recently completed the firstshop tests on an RT-flex50 version-D engine

to feature anA170-L turbocharger unit fromABB in the new layout. The HHI tests veri-fied that the configuration provides a viablealternative to other engine types featuring asmaller cylinder bore and higher speed. Thefirst engine to pass the test will be installedon a newbuild at HHI’s Ulsan yard for anundisclosed owner.According toAlexanderMutter, ABBTurbo

Systems’ manager sales engineeringmarine,“The D version engine is one ofWärtsilä’slatest generation ‘high-efficiency’ RT-flexmodels, and is designed for optimised perfor-mance over the full load range.”“‘High-efficiency’ here means consuming

1g/kWh less fuel over the whole engine loadrange when compared with the previous

Slimmed-down enginesoffer shortsea alternative

standard engine version, in line withfulfilling the International MaritimeOr-ganization’s Tier II NOx requirements.For derated engines and special tun-ings, efficiency gains are even greater.Depending on the engine load,efficiency gains of as much as4.5g/kWh are possible, accordingto theWärtsilä layout data for thisengine. Mutter said that the A170-Lneeded to accommodate pressure ra-tios of up to 4.8, and achieve efficiencyas high as 68% at full load, and as much as

3%more at part load.For ABBTurbocharging, the shop tests

focused on achieving the correct scavengingair pressure and confirming efficiency overthe whole engine load range. Stability againstsurging was also verified, as was the turbo-charger’s ability to operate below set speedand temperature limits.In addition to confirming the configura-

tion’s ability to save fuel and cut emissions,the shop tests confirmed that the D engineworking with theA170 unit achieved smoke-less operation, especially at low loads. Mutteradded that the new layout providedmorespace in which to service the turbocharger.The RT-flex50 derated engine runs on

lower rpms and consumes less fuel, whichallows lower emission values to be achieved –including smokeless operation, especially atlow engine load. It can be used in place of oth-er engine types featuring a smaller cylinderbore and higher speed.Wärtsilä claims that inmany cases the engine’s higher performanceallows one cylinder to be dispensed with,which reducesmaintenance costs. Becauseof the low speed of the engine and propeller,the fuel consumption compared with a four-stroke-powered vessel is greatly reduced. fs

E: engines and turbochargers

standafulfiganiFoinDeeffi4.toenneedtiosas hig

3%morFor AB

focused on

MaK dual-fuel engine launched

Adual-fuel version of theMaKM46engine should be in commercial pro-duction by 2014.

TheM 46DF dual-fuel engine boastsa power rating of 900kWper cylinder at500rpm and 514rpm in diesel and gasmodes.It is available in in-line and vee configura-tions. The engine is under test at Caterpillar’splant in Rostock, Germany.Caterpillar Marine Power Systems states

that theM 46DF can switch from gas to

diesel mode during operation, which providesthe flexibility to operate vessels in all geo-graphical areas, whether the fuel in use is gas,marine diesel oil or heavy fuel oil.In gas mode, theM 46DF is stated to have

industry-leading fuel consumption and willcomply with IMOTier III as well as US Envi-ronmental ProtectionAgency Tier 4 regula-tions. The engine has been designed to allowretrofitting of currentM 43C engines.“It was important for us thatM 46DF and

M43C share the same footprint features andthe same system interfaces. TheM 46DFwasdesigned to provide operators with industry-leading thermal efficiency for lowest totalcost of operation,” said Detlef Kirste, MaKproduct definitionmanager. Kirste added thatthe engine offers optimised load response andload stability.With a bore of 460mm and stroke of

610mm, the engine was designed for electric-drive andmechanical propulsion systems. fs

TC A170 ABB turbo system

ABB



Powering options using dual-fuelmedium-speedmachinery have beenincreased throughMAN’s develop-

ment of a new series targeted at the broadmarket typically served by diesel engines inthe 320mm-bore category. The 350mm-bore35/44DF design delivers up to 530kWpercylinder – the highest power output in thesegment for a dual-fuel engine – and willmeet IMOTier III emission requirementswhen running in natural gas-burningmode.The 35/44DFwill bemanufactured atAugs-

burg in vee-form and in-line configurations,encompassing 10models up to a 20-cylinderversion. Testing of the 35/44DF prototype be-gan recently, and i in-line engines are expectedto be available from2014. The additionsto the portfolio will incorporate common-rail technology, as in the L32/44CR andV32/44CR enginesMAN produces for diesel-mechanical and diesel-electric applications.

The new design will be offered at 720rpmand 750rpm running speeds, at respectivemean effective pressure ratings of 20.1/20.0,thereby covering the power band from3,060kW to 10,600kW. By comparison, the32/44CR generation of diesel machineryserves the power range up to 11,200kW,since it yields 560kWper cylinder.The 35/44DF has been conceived not only

for newbuilds but also for retrofitting in placeof the 32/44CR engine, so shipowners cansatisfy future, tougher emissions legislationwithout having to fit exhaust after-treatmentplant. Affording a high degree of fuel flexibili-ty, capable of ingesting HFO,MDO,MGO andnatural gas, the newDFmodels are expectedto be operated principally in gas mode andwill be able to switch over from gaseous toliquid fuel and vice versa at any time and load.In gas mode, ignition is by pilot oil, using aninjection system independent from themain

common rail injection system for running inliquid fuel mode.Technologies and advanced features com-

bined in the 35/44DF encompass high-effi-ciency turbocharging, intelligent gas control,double-wall gas piping, air/fuel ratio control,pressure relief valve, on-engine electronics,and knocking control, as well as intelligent,pilot andmain common rail oil fuel injection.The arrival of the 35/44DF in theMAN

four-stroke family was presaged in the an-nouncement in September 2010 of the dieselmachinery contract for Fjord Line’s two new-build cruise ferries. It was said that the four10L32/44CRmain engines ordered for eachvessel, could be retrofitted to allow dual-fueloperation, subject to development of a DFversion being completed.The new series complements the larger

51/60DF design, for which further sales havebeen announced through the engine’s nomi-

MAN increases dual-fuel offering

Turbo optionsfor EEDIIn the past few years turbocharger devel-opment and flexibility have been seen asessential tomeeting ever more stringent

emissionmeasures and as ameans of allow-ing slow steaming at engine loads belowthose previously considered ‘normal’.The advent of the Energy Efficiency Design

Index (EEDI) for newbuildings from nextyear is likely to cause operators to give somethought to the ways that turbochargingdesign and operation can influence the EEDIrating of new vessels. InMay at a presenta-tion in Copenhagen, MANDiesel & Turbo’ssenior manager, marketing turbocharger,Joerg Albrecht, explained how his companysaw the situation.He discussed five aspects of turbocharging

and explained their impact on EEDI and fuelconsumption in general. After the advent ofslow steaming strategies in 2008/9, turbo-charger cut-out was one of the first methodsadopted to overcome some of the problemsthat the sailing at slow speed can causeengines. On large container ships, engines are

often fitted with three or more turbocharg-ers, but the efficiency of all falls with lowengine loads.Cutting out a single turbocharger at

low loadsmeans that the efficiency of theremaining turbos is less affected by thereduced exhaust gas flow. This method savesfuel when slow steaming but, since the EEDIis calculated at 75%MCR, when all turboson board need to be in operation, it does notreduce fuel use nor does it cut CO2 emissionsfor EEDI purposes.Another way to accommodate slow steam-

ing is the exhaust gas bypass, which workswith turbochargers optimised for part-loadworking. In this case, the exhaust gas bypassis necessary to prevent the turbocharger over-speeding. As with turbocharger cut-out, thismethod has the advantage of reducing fuelconsumption at part-loads and even returns avery small saving at the 75%MCR point. Onthe down side there is a small increase in fuelconsumption above 80%MCR.Very similar results are possible with

what MAN Diesel & Turbo markets as VTA(variable turbine area) and other manufac-turers call VTG (variable turbine geometry).Not all turbocharger development has

been concerned with slow steaming or lowengine loads. MANDiesel & Turbo’s TCS-PTG

5

0

0 25 50

-5

-10

-15

b e-bM

CRing/KW

h

Load in % MCR

ReferenceVTATC cut-out (1 out of 4)2 stage Turbocharging (4 stroke only)EGBTCS-PTG

Influence of turbocharger on EEDI



Technical dataMAN 35/44DF dual-fuel engine

Bore 350mm

Stroke 440mm

Speed 720/750rpm

Mean effective pressure 20.1/20.0 bar

Per-cylinder output 510/530kW

No of cylinders6, 7, 8, 9, 10 in-line;12, 14, 16, 18, 20 vee

Power range 3,060–10,600kW

SFOC (specific fuel oil consump-tion) @100% MCR

187g/kWh

SFGC (specific fuel gasconsumption) @100% MCR

7,700kJ/kWh

SLOC (specific lube oilconsumption)

0.5g/kWh

e

nation for Sovcomflot’s LNG carrier construc-tion programme in South Korea. The closestmodel to the 35/44DF in the dual-fuel rangefrom arch-rivalWärtsilä is the 34DF, whichgives 450kWper cylinder at 750rpm.MAN has unveiled a purely gas-burning

reciprocating engine, the 20V35/44G, withthe same cylinder dimensions andmaximumoutput as that of the 35/44DF, although

this 10.6MWOtto-cycle engineis intended for sta-tionary use in powerplants. The prototypewas fired up on the test stand last September,and the first engines will be subjected tofield testing by pilot customers in 2013. Inaddition to very high efficiency, the single-

stage turbocharged enginecomplies with emission limits

solely through internal features, ratherthan requiring add-on equipment.US licensee FairbanksMorse already offers

a 320mm-bore dual-fuel engine generatorset, the FM-MAN 32/40DF Enviro-Design,in vee-formmodels, for stationary powergeneration applications up to 6,720kWe. fs

system is made possible because the use ofhigh-efficiency turbochargers allowsmuch ofthe exhaust gases to be diverted to drive thepower turbine. The system only cuts in above50% loading, but from that point it permitssubstantial reductions in the EEDI rating.

Another concept that promises worthwhilesavings in fuel and emissions, and which isbeing developed by several engine and turbo-charger manufacturers, is two-stage turbo-charging. Initially, it was aimed at improvingthe performance of four-stroke engines, butwork is in hand to extend the idea to two-stroke engines as well.Two-stage turbocharging brings together

many of the technologies alreadymentionedand enables the charge-air pressure to beincreased substantially while simultaneouslyreducing exhaust emissions, despite the in-creased specific engine output. Two-stage sys-tems consist of two turbochargers of differentsizes connected in series. The exhaust gascoming from the engine drives the turbine ofthe smaller, high-pressure turbocharger (thefirst stage), which in turn drives the turbineof the larger, low-pressure turbocharger (thesecond stage). The low-pressure turbo-charger’s compressor draws in ambient airand sends it via an intermediate cooler to thehigh-pressure turbocharger’s compressor.Here, the air is compressed again and, via a

further charge-air cooler, sent to the engine.The system adapts to varying operatingconditions either through controlled turbinebypass or by variable nozzle rings (VTA).Two-stage compressors also have bypassesdesigned to suppress compressor surging.

The demands placed on the individualturbochargers in the high- and low-pressurestages vary considerably from each other.The high-pressure stage is charged by the fullexhaust, but receives only a comparativelylow volume of previously compressed airfrom the low-pressure stage. For this reason,the high-pressure stage employs a smallercompressor. In contrast, the conditions forthe low-pressure stage are similar to thoseencountered in single-stage turbochargingthough at lower pressure ratios.Two-stage turbocharging brings an

improvement in fuel consumption acrossalmost the entire load range with the greatesteffect being seen around the 75%MCRmarkwhere EEDI is calculated.End-users’ acceptance of two-stage turbo-

charging is likely to take some time, but thepromised fuel savings should prove attractiveenough to bring pioneering owners forwardto test systems in active operation. Themajor manufacturers such asMANDiesel &Turbo,Wärtsilä andABB are convinced of thebenefits and all are working individually ondeveloping the concept.The three companies – along with a num-

ber of other organisations – are also workingtogether under the auspices of the Herculesengine project, the third stage of which gotunder way recently. fs

EEDI Measuring Point

75 100

MAN

Diesel&Turbo

MAN

Diesell&Turbo

MAN

Diesel&Turbo



Grand milestonefor Wärtsilä Qiyao

In June,Wärtsilä reached an importantmilestone with the production of the1,000thWärtsilä Auxpac 20 generating

set. The eight-cylinder unit was producedfor Jiangsu Rongsheng Heavy Industries, thelargest shipyard in China, atWärtsilä QiyaoDiesel Company’s works in China.WQDC isa 50/50 joint venture betweenWärtsilä andShanghai Marine Diesel Engine Research

Institute (SMDERI), established in 2005.The firstWärtsilä Auxpac 20was produced

in 2006. It is a standardisedmedium-speedgenerating set, based on the well-provenWärtsilä 20 engine, and is widely used inmerchant vessels as an auxiliary power pro-vider. It features low operating costs, reliableperformance and easy installation.Speaking at the celebratory event,WQDC

managing director StefanWiik commented:“With 1,000 of these engines having beenbuilt, sold and successfully used around theworld, the quality of theWärtsilä Auxpac20 unit has been well and truly established.Equally, the ability of theWQDC productionfacility to build these units efficiently, cost-effectively and on time is again confirmed.Reaching this milestone is a clear indicator ofour experience in developing solutions thatmeet customer requirements.”TheWärtsilä Qiyao Diesel Company joint

venture is an important part ofWärtsilä’sstrategy in producing its engines close to itscustomer base. Asia represents a key strategicarea forWärtsilä’s Ship Power business. fs

Once a regular choice for some shiptypes – particularly cruise ships – gasturbinesmay be returning to favour.

GEMarine reported in late June that its LMaero-derivative gas turbines are poised tore-emerge in the commercial marinemarketas a prime power producer, especially in newLNG-fuelled applications such as fast ferries,LNG carriers and FPSOs.“Trendsmay come and go in the commer-

cial marine industry, but what has remaineda constant, reliable choice for shipowners andoperators worldwide are our fuel-flexible andemissions-friendly line of LM gas turbines,”

said Brien Bolsinger, general manager, GEMarine. “GE has an impressive fleet of gasturbines in commercial service, includingmore than 90 LMs delivered since 1995 for17 cruise ships, four high-speed yachts and18 fast ferries. Over 1,200 LM gas turbinesalso power ships for 31 navies worldwide,”Bolsinger added.In themid-2000s, marine gas oil (MGO)

burned in gas turbines became far more costlycompared with the HFO used by diesels, mov-ing themarket back towards diesels. NowGEMarine believes gas turbines aremore cost-effective than diesels, especially in the light

GE predicts turbinetake-up to increase

of 2014 and 2016 IMO and US Environmen-tal ProtectionAgency (EPA) regulations.These requirements will encourage greateruse of gas turbines burning alternativema-rine fuels such as LNG, Bolsinger stated.GEMarine listed areas where it believes gas

turbines outperform traditional diesels.Gas turbine emissions are inherently low

andmeet today’s IMO (global) and EPATier3 levels for NOx (usingGE’s standard singleannular combustor burning natural gas fuels).WithGE’s dual-fuel Dry Low Emissions com-bustion system, LM gas turbines are said tomeet even themost stringent pending 2016levels when burning eitherMGO or naturalgas fuels without exhaust after-treatment.The LM engines can operate on a variety of

fuels, includingMGO, bio-diesel, biosynthet-ic paraffinic kerosene blends and natural gas.Fuel flexibility is beneficial in dual-fuel opera-tions tomeet new emissions regulations.High power-to-weight ratios permit

smaller engine rooms. Gas turbines – coupledwith alternate hybrid and electric propulsionarchitectures – can therefore increase thespace available for revenue-earning cargo.The ease of maintenance and quick engine

change-out for gas turbines compared withdiesel technology improve ship availability.The repair intervals for combustor and hot-section turbines can double tomore than25,000 hours when burning natural gas,greatly reducingmaintenance costs.Because they incorporate the latest design

technologies and corrosion-resistantmateri-als, each LM engine provides maximumreliability and parts life. GE claims that itsLM2500 family of gas turbines demonstrates99% reliability even when operating in theharshest marine environments. fs

QDCShanghai

an3 leannu

, thertsilä Qiyao

in China.WQDC isnture betweenWärtsilä and

Marine Diesel Engine Research

establisrtsilä Auxpac 20

6. It is a standardisedmegenerating set, based on the welWärtsilä 20 engine, and is widelymerchant vessels as an auxiliary powvider. It features low operating costsperformance and easy installation.Speaking at the celebratory event,We esel ng e Resear Sp ng a e celebratory event,

GE believe high bunker fuel costs mean itsLM2500 gas turbines could now prove tobe cost effective

GeneralElectric

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FEATURE: communications

VSATNew services and equipment from satellite and VSATservice providers and manufacturers continue to be

announced regularly. Solutions looksat some of the latest offerings

and crew welfarein question



Maritime communications havebeen dominated by the changesthat occurred whenGMDSSwas

introduced and by Inmarsat’s stranglehold onthe provision of long-range communications.That hold has gradually been weakened, firstby Iridium and now by other suppliers.Very small aperture terminals (VSATs) are

a hot topic in themaritime communicationssector – new installations and additions tosuppliers’ portfolios are announced practical-ly every week – yet in the world’s commercialfleet VSAT has been adopted by only a limitednumber of ship operators. Most remainunconvinced bymanufacturers’ argumentsthat the average vessel needs it and are happyenoughwith the capabilities and quality ofInmarsat-C, which allows the bridge to reporta vessel’s location and to communicate withowners and port agents.Areas of VSAT growth are likely to be those

in which capacity is critical, such as theoffshore, cruise or superyacht sectors, wherepeople with time on their hands demandquality communications services. Inmarsat,which recently reported a fall in its coremari-time business, has encouraged subscribers tomigrate to Fleet Broadband. It sees recoverycoming in a couple of years with the arrival ofInmarsat Global Xpress and the rise of a newgeneration of Ka-bandmaritime terminals.Vizada has launched an addition to its

Pharostar maritimeVSAT portfolio, which isdesigned for easier installation and greater ac-cessibility. Boasting data rates up to 1.5Mbps,Pharostar users will benefit from a new rangeof service plans based on data allowancesthat complement the traditional throughput-basedVSAT offering. Packages start from5GB for an airtime cost of $1,000, with easytop-up options.New 60cm and 80cm compact and reli-

able Ku-band antennas have been added tothe existing 1m antenna choices and can bedelivered preassembled for simpler and fasterinstallation on board. Pharostar’s coverage is

to undergo two extensions this year, bringingservices to vessels operating in the SouthAtlantic and the IndianOcean.Vizada XChange enables the ITmanager

to switch connectivity fromVSAT toMSS,ensuring continuous communications as theship enters or exits the coverage zones. Ac-cess to, andmanagement of, Vizada anti-virussoftware andweb compression is also handledthroughVizada XChange. Crew can use asingle card to access the prepaid communica-tions options of voice, email and web.O3bMaritime is launching its VSAT service

next year, promising download speeds of350Mbps to ships at sea. The first customerhas already signed up, as Royal CaribbeanCruises has agreed amulti-year, multi-million-dollar contract. That deal will seeO3b deliver high-speed satellite broadbandservices to the 8,000 guests, staff and crewmembers aboardOasis of the Seas bymid-2013. O3b Networks chief executive SteveCollar said that this service will provide thecruise ship with connection speeds that arean order of magnitude higher, and latencythat is four times lower, than are offered byother suppliers.This service dedicates a single beam to a

vessel, tracking the ship throughout its voy-age. The use of a dedicated beam allowsO3bto offer impressive bandwidth speeds, whichthe company says exceed anything available.Keeping the crew happy with a range of

services is another important selling point forthemarketing departments of communica-tions services. Doubts remain about the num-ber of ships that have crew calling and thenumber of owners that really want it.In the offshore sector, however, demand

certainly exists for these facilities, as non-seafarers aboard support and constructionvessels can outnumber the crew by two toone. The prestige ships owned bymajor lineroperators are potentially in themarket too,but less so the chartered-in ships that com-prise up to half those operators’ fleets.

Broadband satellite networks from provid-ers such as Inmarsat and Iridium are encour-aging ship operators to consider enhancingships’ business and crew welfare, with thepossibility of integrating the systems usedby the individual vessels into the fleetmanagement and shore systems. The use ofemail, voice over internet protocol (VOIP),web browsing and internet access may seemobvious facilities to provide, but not all com-panies necessarily want them or are capableof providing them.

Thrane&Thrane

Thrane & Thrane Sailor FleetBroadband installation

TheVSAT services, with their fixedmonth-ly prices, may eventually persuademostowners to allow crew calling – conceivablysomewill even see it as a way of cutting costsby requiring contributions from crews, whoare already accustomed to paying for accessto personal communications – but whateverservices are provided, costs and data securityneed to be controlled. So long as fuel pricescontinue to rise and freight rates plateau oreven fall, owners will be obliged to look forsavings at every level of their operation.Communication costs will definitely be on

the list of candidates for cost-cutting even ifthe trend for sending ever more data betweenship and shore persists. Operators and serviceproviders alike will have to be prepared totake some tough decisions. fs

IHS/TimWillis



Launched in February this year, Iridium’ssecond-generation maritime broadband plat-form, Iridium Pilot, is claimed to provide highbandwidth at low cost.Building on Iridium’s OpenPort service, which

was created three years ago to provide a low-cost service for ships’ business and crew calling,Iridium Pilot can provide internet and emailaccess and crew calling, with other functionssuch as VPN access into corporate IT networks.Pilot is, the company claims, the lowest-cost

broadband product available. It offers threetelephone lines and a separate data link, and canallow crew to make private calls. The hardwareis solid-state design, with no moving parts. Itsintegrated firewall means that there is no needfor an additional computer to provide protection.The firewall helps control usage and costs by

monitoring and restricting outbound data trafficwithout affecting incoming traffic. Users definea list of acceptable IP addresses; all others areblocked, thereby avoiding the risk of running upunexpected charges. A new antenna has beendeveloped, although it is not essential to upgradeto use the new service, and a utility includedwith Pilot helps find the optimal position for theantenna and troubleshoot its performance.Pilot can operate at up to 134kbps, although

the majority of Iridium’s customers operate at32kbps. Iridium plans to launch a new constella-tion from 2015 that will provide up to 1.5Mbps tocater for the demand for extra bandwidth.Newcomer O3b Networks delivers high-

speed broadband connectivity everywhere onEarth within 45° of latitude north and southof the Equator. O3bMaritime is said to deliver

communications at sea that are equal to thoseexperienced at home on shore.O3b’s steerable beams are used to track a

ship along its normal route. The ship is main-tained within the beam centre as O3b receiveslatitude/longitude updates at two-hour intervalsvia an in-band or out-of-band channel. If the shiphas to change course, beam tracking is updatedin real time.Within a typical system, the end-to-end ser-

vice consists of a Juniper SRX240 router, whichhandles handover and connectivity. It providesa GigE link to the ship’s local area network andthe connection to the ViaSat high-speed modem.The router also connects to antenna controllerswithin the vessel, which link to 1.2m or 2.2mshipboard tracking antennas mounted on theship’s deck.

New services and newcomers

A s with all computer systems, shippingcompanies’ IT operations are con-stantly exposed to threats frommul-

tiple sources, and those threats are increasingat a dramatic rate, particularly as internet ac-cess through ship networks increases. At thesame time, there is a need to control costs.When systems on board are used for vital

data transfer ashore and are also directlyconnected to essential equipment on board,there is a need to install security systems asare commonly used ashore. SkyFile Anti-Virus, developed byVizada and its partnerSophos for specific use on satellite terminalsis one of the products available that claimsto offer protection against viruses, worms,trojan horses and other forms of malware.Two years ago, Sophos, which is responsi-

ble for the virus detection and the associatedsoftware, identified approximately 50,000threats every day. Today, this figure hasincreased threefold, with the result that the

Controllingthreats and costs

company has to ward off 150,000pieces of malicious code a day.Other threats exist within its

network, Vizada notes.With somany points of presence world-wide, all connectedMPN gatewaysare protected with firewalls tohandle shoreside traffic. SkyFiletraffic can be blocked for securitypurposes. A big shipping companycan connect via VPN to funnel traf-fic to its head office, using anMPLSconnection, so that internet isnot used and the highest levelof protection is provided.Logically, as the number of data

connections increases, so do theassociated threats. The consum-erisation of IT – that is, the use byconsumers of smartphones and tabletcomputers in a professional environment– is a major contributory factor. This trend is

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emails, the companymaintains, since theyare scanned for viruses on the email serversand the chance of infection is very small. Thereal threats to a vessel’s computers are likelyto be USB sticks, CDs, DVDs, floppy disks andsimilar external media that can be infectedby a virus and brought aboard a ship by crewmembers, agents, engineers and others.The Port-IT Antivirus software is claimed

to run on virtually any PC aboard a vessel anddoes not slow down a computer when it isinstalled. In addition, it is compatible withany email system on themarket and can, forinstance, be used as AmosConnect AntiVirusor SkyFile Anti Virus.Email is used for sending automatic up-

dates to the antivirus software. The systempotentially offers cost savings, the companysuggests, because the charge for an engineerto fix an infected onboard computer is likelyto exceed the annual subscription fee forPort-IT Antivirus.Cost control is the focus of systems such as

Telaurus Communications’ se@COMM suite,which provides the controls andmanagementtools to take advantage of the new broadband

technologies. Its proprietary firewall systemprotects the vessel from unwanted connec-tions associated with broadband technologyand allows connection control and filteringbefore charges are incurred.The system’s automatic link control facility

manages the satellite link so that the ship’smaster and crew can communicate withouthaving to set up a connection. By using these@REMOTE application, shore-based IT staffcan remotely access andmonitor onboardsystems. Filters dictate which websites andinternet applications can be accessed andprotect each se@COMMaccount-holder fromunwanted and overlarge emails.Telaurus Communications’ se@SHIELD

is a fully functional anti-virus solution forships at sea. Said to be cost-effective anduser-friendly, it was developed to protect PCson board vessels from trojans, viruses, wormsand spyware.The billing system is simple but flexible

enough to cater for the different accounttypes required by a shipmanager or owner;these can be based on the crew or vessel, pre-or post-paid, or include third-party billing. fs

as prevalent aboard ship as it is onland, withmore crewmembers

bringing their own devices on board. All thesedevelopments require managers to stay onestep ahead tomaintain IT security.A few years ago a shipping company would

have its vessels pick up an anti-virus CD atport and download the updated software be-fore they set off for the next destination, buttoday’s anti-virus initiatives aremore sophis-ticated. A system such as SkyFile Anti Viruswill launch an average of six daily automaticupdates, each of them ensuring protectionagainst up to 50 types of malicious code.During 1H/2011, Vizada saw the number

of SkyFile Anti Virus registrations increase by200%. Shipping companies’ businesses havebecome increasingly international, with ves-sels away from shore for long periods of timerelying heavily on data communications, soprotection from viruses has become amajorconsideration for IT and data communica-tionsmanagers.Based in Rhoon, the Netherlands, Port-

IT offers what it calls a maritime antivirussolution. Themajor threat is no longer from



InMay, Inmarsat announced the launch ofthe Fleet Broadband Multi-voice service,which enables up to nine telephone calls

to be made simultaneously through a singleFleet Broadband (FB) terminal.This enhancement to Fleet Broadband

will let shipowners and managers keep crewcommunications separate from operationalones. It could also provide crewmemberswith more privacy, making it easier forthem to make personal low-cost calls awayfrom the bridge.The unique selling point is that Fleet

Broadband Multi-voice is integrated into In-marsat’s core network and terminated intopublic telephone networks, which ensures ahigh-quality voice service. Two levels of ser-vice are available: Standard, which supportsup to four simultaneous calls from a Fleet

Broadband 150, 250 or 500; and Enhanced,which supports up to nine simultaneouscalls on an FB250 or FB500.Fleet Broadband users have two ways to

access the multiple voice calling capabil-ity. Users of Thrane & Thrane Sailor FleetBroadband terminals can create a fullyintegrated solution with just a firmwareupgrade and additional handsets. Forother FB terminals, Vocality has developedPBX hardware that can be used alongsidethe terminal to access the additionaltelephone lines.Fleet Broadband Multi-voice can be ac-

cessed on existing FB equipment and withthe same per-minute tariff for both pre-paidand post-paid calls. It also supports the‘505’ emergency calling capability that con-nects a vessel immediately to a maritime

rescue co-ordination centre.The upgrade to a new FB service has led

Inmarsat to announce that it expects zerogrowth over the next two years and hasdismissed as scaremongering rumours thatthe new FB system will charge customersfor access to the GMDSS.The threat to income will remain until

Inmarsat introduces its $1.2Bn GlobalXpress Ka-band broadband satellite servicein 2014, after which it expects revenue togrow. In the meantime, to recover some lostrevenue, and possibly to prepare for GlobalXpress, Inmarsat has increased the price ofits Fleet Broadband basic plan and is charg-ing ships for having its hardware on board.Inmarsat has now sold 50,000 ISatPhone

Pro handsets and expects to reach its targetof 10%market share later this year. fs

Oslo-basedMarlink, is expanding itsportfoliowith the introduction of newC-band services on the iDirect plat-

form.Marlink says this will enhance networkefficiency and open up new options for cus-tomers using Sealink global C-band coverage

for business critical applications. The serviceswill be among the first in the industry tomakeuse of DVB-S2withAdaptiveCoding andModulation (ACM) technology on regional,multi-regional and globalmaritimeC-band.The implementation of a new state-of-

the-art platform for Sealink global C-bandcoverage has beenmade possible followingthe recent upgrade ofMarlink’s global VSATnetwork with the integration of iDirect’sEvolution X5 Satellite Router. The improvedefficiency of C-band services through the use

Marlink claims a first

Inmarsatprovidesa new voice

Inmarsat



Proponents of crew calling are agreedthat email is one of the most impor-tant services available to the crew.

Vizada recently reported that its populare-messaging tool, SkyFile Mail, which hasbeen going for 12 years, has been adopted by10,000 active vessels.In late June, Vizada announced the launch

of a new edition of SkyFile Mail. DubbedSkyFile Mail Premium, it has been designedfor business users, with easy integrationinto an existing office IT environment. Byoffering full compatibility withMicrosoftOutlook, Thunderbird and other POP3/SMTPclients, it allows integration with existingemail tools on board. The SkyFile enginepermits customers to continue using theirexisting common email interface.SkyFile Mail’s automatic notification push

feature means that ships’ officers can chooseto receive important emails immediately,without the need for manual actions. Theycan store suspicious emails in a quarantinefile before delivery so as to increase protec-tion from potentially risky mails or spam.The Premium service also offers extra-long

text messaging (up to 1,500 characters)and access from shore through non-satelliteconnectivity (3G,Wi-Fi andWiMax). In thepre-launch phase, 150 vessels signed up forthe service which is fully compatible withMSS andVSAT connectivity services.Vizada has enriched its SkyFile Mail

software with new features, which also areavailable for the Premium version. They in-clude flexible and improved connectivity forthird-party apps, enhancedmanagement andsupervision of vessel sub-accounts, filteringfor private and corporate account, direct ac-cess to SkyFile eNOADwith a single click anda split billing feature over IridiumOpenPort.Available in nine languages, including

Chinese and Russian, SkyFile Mail is said tobe ideal for crewmessaging. Both editionsoffer prepaid messaging in combination withVizada’s Universal Card and crew-accountportability, withMyMail function, used bymore than 8,000 crewmembers.Another serive provider SpecTec has

launched a new version of the mail applica-tion within its Asset Management OperatingSystem (AMOS). According to the company,

Connected crew AMOSMail 9.2 transforms the world of mar-itime communication and claims users cansave up to 80% in costs because of its highlyoptimised, solid compression algorithm.AMOSMail has improved integration with

SpecTec’s software applications, AMOS Busi-ness Suite andAMOS2 EnterpriseManage-ment Suite, with which it shares the samedatabase engines.From version 9.1 onwards, AMOSMail

is able to run on Sybase, Oracle and Mi-crosoft SQL Server database managementsystems and MySQL. It is compatible withall Microsoft operating systems,The appearance of the user interface and

customisation facilities are all said to beimproved over earlier versions. The revamp ofthe client user interface and all the databasemanagement tools includes a newHTML-enabled editor for incoming and outgoingmessages. Spotlights and smart foldersensure that messages can be searched for andorganised efficiently.TheAMOSMail Service lets the software

run in background and automatically aftera server reboot, allowing all devices to beaccessed nomatter to which computers theyare connected.Communication costs can be controlled

with the assistance of message categories. fs

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of DVB-S2 withACM andAutomatic BeamSwitching on iDirect is said to feature user-friendly operation and high flexibility and toenable customised scalable options.With ‘always-on true broadband access’

offered by Sealink, Marlink’s C-band servicesare aimed at vessels that require constant,high-speed IP access for converged voice,data and Internet applications, all delivered

through a single platform. The currentgeneration of customised Sealink servicesalready offer high levels of network efficiencybased on the SCPC platform andMarlink’sdecision to offer C-band on the new iDirectplatform offers greater choice for customerswhile securing performance for the future.The introduction of iDirect features such

as Automatic Beam Switching on Sealink

C-band enables seamless, virtually globalcoverage and enhanced quality of servicewith data rates ranging up to 8Mbps and insome cases beyond. Thanks to the flexibil-ity inherent in Sealink services, Marlinkclaims it is able to tailor a communicationsolution for specific requirements andbusiness critical applications across variousmaritime segments. fs



Norwegianmanufacturer of stabilisedmarine antennae Jotron announced inearly July that it has implemented the

openVSATAntenna Control Protocol (VACP)developed by the router manufacturer STMGroup. Jotron has completed interoperabilitytesting with STM’s suite of broadband satel-lite routers for mobile VSAT networks.Handover between satellite footprints

often suffers fromminute-long interruptionsof service. STM and Jotron have thereforedevelopedVACP to provide very high serviceavailability and short service interruptionswhen passing throughmultiple footprints.The protocol alsominimises the effect of

blockages. Extensive work has been under-taken between STM and Jotron to optimisethe protocol and its performance. This openprotocol eliminates the need for proprietarycoding tomake new antennas work with STMsatellite routers.VACP is a TCP/IP-based protocol that facili-

tates the exchange of information betweenan antenna controller unit and a satelliterouter. It allows the satellite router to com-mand the antenna and enables automaticbeam switching to transfer connectivity fromone satellite beam to the next as a vesselpasses throughmultiple footprints.Handover between beams on the same sat-

ellite is claimed to be near-seamless, with fasthandover to other beams. TheVACP is com-patible with future beam handover require-

New equipmenton show Jo

tron

Jotron VSATantenna controlledby VACP

Intellian

Intellian’s v110GXKu-band VSAT antenna

ments for Ka-band. It also enables serviceproviders and customers tomeet governmentregulations by commanding the antenna tomute the signal in no-transmit zones.Intellian used its first appearance at Posido-

nia to show off its newVSAT communicationstechnology. The v110GX three-Axis Ku-bandVSAT communications antenna, with fullyoptimised Ku-/Ka-band antenna reflector andradome, is enhanced tomeet future standardsof RF performance and capability.The 1m (41in) v110GX has been designed

to provide unparalleled performance for bothcurrent Ku-band services and also Inmar-sat’s forthcomingGlobal Xpress Service. Theantenna’s functionality will transform intoGX high-throughput broadband service glob-ally when Inmarsat’s I-5 Ka-band satellitesbecome operational in 2014.Intellian’s new generation gyro-free satel-

lite search function enables the v110GX toacquire and lock on to the satellite withoutrequiring separate input from the ship’s gyro-compass. The three-axis stabilised pedestalassembly offers unlimited azimuth andenhanced elevation range.The antenna can bemonitored and con-

trolled remotely, maximising operationalefficiency for service providers, operators andend-users.NYK Line has agreed a deal to install Trac-

PhoneV7mini-VSAT systems fromKVH onits container vessels. The service, which oper-ates over 60cm antennas, will be providedby KVH’s partner in Japan, SKY Perfect JSAT,under theOceanBB brand name.This is a secondmajor recent contract win

for KVHwith amajor Japanese carrier. In late2011,MOL LNGTransport confirmed a dealto implementmini-VSAT on three of its LNGtankers after completion of a trial.NYK operates container ships, PCTCs, dry

bulk carriers, crude oil tankers and LNGtankers, more than 100 of which will beequipped with the broadband service to sup-port NYK’s IBIS (Innovative Bunker and Idle-time Saving) project with real-time commu-

nications between ships and staff on shore.VSAT supplier KVHwill upgrade its mini-

VSAT broadband network this year with theaddition of global C-band satellite coverageoverlaying its Ku-band footprint. This dual-bandmaritime satellite communicationsnetwork will providemulti-megabit servicecovering 95% of the Earth’s surface, includingthe world’s major shipping routes, offshoreoil fields and commercial fishing grounds.A global VSAT network will be created

using a single, relatively small antenna to pro-vide offshore connectivity to vessels almostanywhere they travel.

KVH

KVH TracPhoneV7 with modemand control unit

With around 2,000 systems sold, themini-VSAT broadband network is already the larg-est maritimeVSAT system service, featuringthe broadest Ku-band coverage area.The TracPhoneV11 satellite communica-

tion system is an onboard terminal that usesa single stabilised antenna with a dual-bandtransmit and receive capability, allowing itto switch between themini-VSAT broadbandnetwork’s global C-band and Ku-band satellitecoverage. The 1m antenna delivers robust andseamless worldwide broadband connectivityat all times and is 85% smaller and lighterthan other solutions available on themarket.TheV11 is one system and is claimed to be

more reliable thanmulti-antenna systems.It also uses the same below-deckmodem forboth the C-band and Ku-band, so users arenot in contention when trying to use differ-ent networks, settings or protocols to runonboard applications. fs

communications

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OperationsUPDATE INNOVATIONS TROUBLESHOOTER

Most, though by no means all,work done by vessels in dynamicpositioning (DP) mode is oil-related.

The driving force in the offshore oil andgas market is the price of crude, which isinfluenced by many factors. In recent months,the oil price has been high, exploration andproduction budgets have increased anddemand for DP vessels has risen.As Joe Farrell-Dillon, marine engineering

manager at Global Maritime Consultancy,noted in a recent presentation, after the creditcrunch of 2008/09 the price of oil droppedmarkedly, then recovered to a level above$100 per barrel, but since then has fallenonce more.The largest single driver of demand at

present is the offshore oil and gas industryin Brazil, where massive sums of money arebeing spent developing deepwater ‘pre-salt’fields. In the USA, Farrell-Dillon noted, the

DP market in the Gulf of Mexico is evolving,notably as a result of post-Deepwater Horizoninfluences. Drilling units are likely to be thelargest area for growth in the area, and thatfact is reflected in the number of units beingdelivered, particularly to US-based drillingcontractors. “As many as 18 DP drillingvessels are due to come on line this year,most for US-managed companies,” Farrell-Dillon explained.Before the Deepwater Horizon incident, DP

assurance for mobile offshore drilling units(MODUs) was less focused and arguablymore process-driven. The direct effect ofDeepwater Horizon on the DP industryhas been greater regulatory scrutiny andassurance before works starts, particularlyfor MODUs.“There is also recognition that, whilst DP

was not a cause of the incident, regulatorshave identified DP capability as the most

likely area that could potentially result in asimilar major event,” Farrell-Dillon noted. “Thefact that the draft US Coast Guard policyletter issued in December 2011 includedDP systems is a reflection of the increasedinterest, and this is likely to result in regulatoryadoption of guidance documents such asthose authored by the Marine TechnologySociety (MTS), the International Association ofMarine Contractors (MCA) and the IMO.“At this stage,” Farrell-Dillon explained,

“the specifics of how the US Coast Guardwill enforce the requirements are unclear.However, it is clear that the drilling sectorin US waters is in a state of flux andthe outcome is far from resolved, andconstruction vessels such as well intervention,heavy lift and vessels operating within the500m zone are likely to be affected in asimilar manner to DP MODUs.”The structure of DP fleets and management

Statoil

Offshore support vesselsaccount for around 95% ofDP vessels

Fast pace of developmentposes challenges for DP sector

As more dynamically positioned vessels enter service so the demand for DP operators hasgrown, regulatory requirements have increased and questions have been raised about thequality of analyses of vessels’ DP capability


OPERATIONS: update

systems for them are highly varied, and thereis an especially wide range of vessels in thesame DP class. Older tonnage often falls farshort of current industry standards, whichmeans there may be significant deviationbetween two vessels with the same publishedcapability. This is recognised and the use ofother assurance tools such as ASOG, whichidentifies vessels’ weaknesses independentlyof class, is likely to become more popularwith end-users.The recent discovery of the first pre-salt

deepwater deposits in Angolan waters hastriggered new demand for seismic andsupport vessels. In two years or so the dataanalysis is likely to have been completed,following which a new drilling campaign willbegin. The water depths necessitate useof fifth- or sixth-generation drillships, saidFarrell-Dillon, driving up demand for theseunits. An increased number of platform supplyvessels and other support services will alsobe needed. Should the Angolan discoveriesprove to be of a similar magnitude to theBrazilian offshore fields, the area will seesignificant growth for DP operations in theshort to medium term.The greater depths required for drilling in

the South Atlantic present challenges of akind never encountered before, so vesselselection and management will have toundergo further risk analysis and additionalcontrol measures.“From the DP perspective, the challenges

of operating in ultra-deep water aresignificant,” Farrell-Dillon explained. “Mooringstructures in water depths in excess of2,000m exposes them to greater wave andcurrent movements and can give rise todestructive harmonics.“The challenges of placing structures

accurately are significant. For example,traditional mooring ropes with lengthtolerances of ±2% are no longer acceptable,and this has led to the development ofmooring lines with tolerances of ±0.5%.”Two major gas developments were recently

confirmed for the Browse Basin, WesternAustralia. Work has started on constructionof the Ichthys LNG project at Blaydin Point,Darwin, Northern Territory, which requires an889km pipeline to be built from the Ichthysfield to the LNG plant and the constructionand installation of the preliminary processingmodules offshore. The subsea flow lineconstruction and installation has beenawarded to McDermott in co-operation withHeerema, and the export pipeline has been

awarded to Mitsui-Europipe. LNG Productionis expected to start by 4Q/2016.Work has begun on Prelude, the first of

the Shell FLNG vessels for deployment in theBrowse Basin, which is to start up in 2017.It is anticipated to be first of many. At 488mlong and 74m wide, it will be the largestoffshore facility ever built and is designed toremain on the field for 25 years. A flexibleraiser connects some of the subsea flowlinesto the turret, which is moored to the seabed.The Prelude unit weathervanes about theturret using three stern-mounted thrusters.The US Energy Information Administration

estimates that, based on today’s consumptionrates, 250 years-worth of gas supplies areavailable worldwide, with 40Trn ft3 of strandedgas offshore Norway, 60Trn ft3 off eastAfrica and 30Trn ft3 off Brazil. Each locationpresents an opportunity for FLNG and theassociated infrastructure, which will be servedby units operating in DP mode.Recent discoveries of gasfields in 1,700m

of water in the eastern Mediterranean havegenerated considerable interest and incombination with activities offshore Egypt thearea is likely to be one of increasing activityfor DP operations.

Opportunities offshoreFarrell-Dillon believes decommissioningwill be another growth area for DP. On theUK Continental Shelf many mature fieldswill cease production and over the next 30years almost 500 platforms, 8,000 wells,4M tonnes of steel and several hundredwells, manifolds and pipelines will need to bedecommissioned.Offshore windfarms represent yet another

big opportunity for DP vessels. At the endof 2011, 53 windfarms, with an operatingcapacity of 3,800MW, were to be found innorthern European waters. Arrays to generatea further 5,000MW are under constructionand another 100,000MW of offshore projectsare either proposed or under development.Construction contracts for offshore windfarmsin European waters were worth some €8.5Bn($11.4Bn) in 2011. Once completed, theywill add 2,800MW of installed capacity. TheEuropean Wind Energy Association has set atarget of 40GW installed by 2020 and 150GWby 2030. Clearly, there is significant growthpotential for DP.According to Farrell-Dillon, however, the

trend for more sophisticated vessels hasnot necessarily led to safer vessels. Theircomplexity means that the new vessels

require extensive testing and verificationduring construction and before they startrevenue-earning work. New methodologies,such as advanced factory acceptance testingand ‘hardware in the loop’, can help reducecommissioning time and increase confidencein these advanced systems. “Current DPcontrol systems are very reliable,” notedFarrell-Dillon, who nevertheless warned thatwhen failures do occur, crew are so surprisedthat appropriate action is not always promptlytaken. The lessons learned in the past are notalways appreciated, he said.“The issues of safest mode of operation

and the issue of open/closed bus ties needsto be addressed in a consistent manner,”insisted Farrell-Dillon. The “current variedapproach” in the industry leads to confusion,he maintained.“The large increase in number of DP

vessels and the associated demand forqualified DP operators is the greatestchallenge facing the industry,” he concluded.“The commitment to DP assurance is variablebetween contractors, some being moreattentive than others. It is expected that therewill be a move from compliance, which isrelatively easy to document, to competencywhich will prove to be far more difficult.”Joe Hughes, DP assurance lead at

GL Noble Denton, noted that clients’expectations of DP vessels vary widely,from relatively low to very high, and in manycases may be influenced by other businessimperatives. Given that the maritime sectorof offshore oil and gas is predominantlyself-regulating (the recent US Coast Guardinitiative apart), many believe that this willalways be the case. However, in Hughes’sview, this is likely to change as clientexpectations rise, and demands placed onowners of DP vessels could well change too.“Is it enough to rely on classification

society DP rules?” asked Hughes. “Thehonest answer is to say no. However, manyowners go no further than subscribing to thecompliance culture, which goes little beyondobtaining class approval.The basis for almost all standards and

guidelines relating to the technical andassurance aspects of DP vessels is foundin IMO MSC/Circ.645 Guidelines for vesselswith dynamic positioning systems. Publishedin 1994, these guidelines have been used byall classification societies in the developmentof their DP rules and although each classsociety has interpreted the circular slightlydifferently, its essential principles remain.

OPERATIONS: update

Circular 645 also provides the philosophicalbasis for most of the standards andguidelines issued by industry bodies. IMCA’sM Series of publications provides more than50 sets of guidelines on DP-related topics,and some of the M Series – in particular thevarious IMCA guidelines relating to DP failuremodes and effects analysis (FMEA) andannual DP trials – are cited as requirements inthe small print of many oil company contracts.Two years after the publication of Circular

645, IMO published another set of guidelines,MSC/Circ.738 Guidelines for dynamicpositioning system (DP) operator training. Thisprovides the benchmark for the critical areaof operator training, experience, qualificationsand certification, and is the basis for manyoperator competency programmes. Theinfluential role of IMCA in the DP sectoris underlined by IMO’s adoption, withoutamendment, of IMCA M 117 Trainingand experience of key DP personnel andpublished it as MSC/Circ.738.As Hughes noted, however, the role of

provider of industry guidelines is no longerthe sole preserve of IMCA, and in recentyears the DP Committee of the MarineTechnology Society (MTS) has been activetoo. In 2010 and 2011, the MTS published

two guidance documents, one on DPoperations and the other on DP vessel designphilosophy. While IMCA’s origins are as atrade association, the DP Committee of MTSis an entirely independent body, comprisingindividual members from across the globalDP community, whose stated mission is topromote a greater international understandingof dynamic positioning and related issues.The MTS guidance document on DP

operations has been adopted by DNV,which issued it in January 2011 as a DNVrecommended practice guide, DNV-RP-E307.“It is perhaps too early to predict the influencethat these MTS guidance documents will haveacross the DP sector although it is knownthat at least one oil major is in the process ofadopting them,” Hughes explained.In practical terms, an owner is likely to

have to submit a series of documents toclients and provide other evidence that therequired standards have been achieved.These documents include the vessel’s DPFMEA, the annual DP trials reports, vesselDP operating manual and procedures, anddetails of the ways in which competency andmanning standards are set and achieved.The DP FMEA is the most important

document relating to the technical capability

of a DP vessel. There continues to be muchdebate on the subject, to which Solutions willreturn in a future issue.“Without exception in the DP sector,

including the classification societies, this hasbeen interpreted that a DP vessel requiresa DP FMEA and a set of DP FMEA provingtrials,” Hughes explained. “There may beother ways of performing a ‘complete surveyof the DP system’ and a ‘complete test ofthe DP system’, but in the DP sector it is theFMEA and proving trials.“Similarly, without exception, classification

societies require owners or shipyards toproduce DP FMEAs and to conduct DPFMEA proving trials to the satisfaction ofthe society prior to the award of a dynamicpositioning class notation.”Hughes maintained that the ‘class route’ to

a satisfactory FMEA has not been consistentnor has it achieved a high standard, and henoted that the class societies’ complianceand approval processes “do not deliver DPFMEAs and proving trials of sufficiently highquality on a consistent basis”. He added thathe had seen many “very poor quality” DPFMEAs and proving trials documents, all ofwhich have been approved by class and beenthe basis for awarding a DP class notation. fs

STXOSV

Specialist offshore vesselsrequire an especially highstandard of DP


OPERATIONS: innovations

Abattery-powered fast commuter ferry,using a new concept of air cushionsupport, is being developed under an

EU-sponsored research initiative known asthe BB GREEN project. The partners in the€3.2M ($3.9M), three-year scheme – whichis co-ordinated by SES Europe, a subsidiaryof Norway-based Effect Ships International –recently completed the first year of R&D work,involving extensive tank testing in Sweden.The main aim is to develop robust, zero-

emission maritime transportation solutions tofulfil future community and customer needs.The project demands a radical and boldapproach, with the proviso that new vesselscan be introduced quickly, cost-efficiently andwithout affecting current infrastructure.Pivotal to the work is Effect Ships

International’s Air Supported Vessel (ASV)technology. Design development has beenfollowed by comprehensive tank testing oftwo candidate hullforms, one a catamaranand one a monohull, at SSPA Sweden’sfacilities in Gothenburg.The envisaged BB GREEN commuter

ferry will have a length of approximately20m, beam of 6m and a design speed inthe 30–35kt range, and is to be trialled onwaterways around Rotterdam by projectpartner Aqualiner. Speeds will vary between22kt and more than 30kt depending on theroute and local operational requirements.Hull hydrodynamic efficiency is fundamental

to the feasibility of the concept. The ASV-based solution has been benchmarkedagainst modern planing monohull designs ofsimilar design speed and displacement. Thefavoured ASV Mono design demonstrateda reduction of nearly 50% in hull resistanceover a very wide speed range. Some 80%of the ASV’s displacement is supported bya solid cushion of air, considerably reducingthe hull’s wetted surfaces and resultingin remarkably low resistance, even at lowspeeds. Model tests were conducted atspeeds of 10–50kt.Low wake-wash has been a key

performance criterion, and tank test resultsdemonstrated values that are reported tohave been well below the levels set by theDutch authorities for operation in shelteredwaters. Provided that the EuropeanCommission approves the project’scontinuation, a full-scale vessel will be built,outfitted and fully instrumented for test anddemonstration purposes in the Netherlands.Tenders will be invited shortly from Europeanyards and boat builders.Norwegian company Diab, one of the

project participants, will be responsiblefor composite engineering and will supplythe specification for the carbon sandwichcomposite to be employed in the full-scaleprototype, to secure a light and strong hull.Weight reduction is essential as it affects thevessel’s power requirement, battery size,

wake-wash and operational economy.Development of the battery pack and

driveline has been entrusted to AmberjacProjects of the UK. The batteries will bebased on lithium-ion titanate nano-celltechnology. The test vessel will incorporatea 200kWh battery pack, to give an operatingrange at high speed of about 7nm. Thechosen cell technology is regarded asthe only solution that can effectively meetthe needs of the operating profile fora waterborne commercial application.Expectations are said to have been confirmedby the accelerated testing carried out in theproject’s first year, which involved more than10,000 cycles with fast charging.Pod propulsion is contemplated, so as to

ensure high efficiency and manoeuvrability.The project’s spokespersons, Ulf Tudem

of SES Europe/Effect Ships International,and Gerbrand Schutten, of Aqualiner, reportthat this ‘green’ fast ferry initiative hasgenerated considerable interest. Many routesand service networks, within and beyondEurope, have already been identified as highlysuitable for the new concept. The BB GREENcommuter ferry could have a variety of designexpressions, depending on users’ specificrequirements. Lloyd’s Register will evaluatesafety and regulatory aspects for the newtype of waterway transport.ASV utilises pressurised air, generated by

fans and compressors and fed into air cavitiesthat are solid, integrated parts of the hull, witha rigid periphery to the air cushion so formed.The concept differs from air lubrication, wherea mix of air and water is used to ‘lubricate’the underwater hull. ASV technology isclaimed to be substantially more efficient thanair lubrication. fs

Bringing together a whole range of potential fuel-savingconcepts from air cushioning to composite construction in asingle ship is a big step, but starting small is a good way ofinvestigating the combination

Tank testing of Effect Ships'ASV was carried out atSSPA's Gothenburg facility

SSPA

Floating on air


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OPERATIONS: troubleshooter

After it issued a report in June 2011 ofa collision involving a Dutch-flaggedship in the UK port of Immingham,

MAIB raised the alarm over the number ofincidents involving controllable-pitch propel-lers (CPPs).As the 5,800dwt general cargo vessel was

berthing, control of its CPP was lost, whichresulted in contact with a tug. Entering port,themaster moved the bridge lever for propel-ler pitch control to ‘half astern’. Noticing thatthe forwardmotion had not been fully ar-rested, he put the lever to ‘full astern’ severaltimes, trying to synchronise the bridge leverwith the physical position of the pitch indica-tor and regain control.With the propeller pitch in the ‘full astern’

position, themaster followed the pilot’sadvice and activated the engine emergencystop. He ordered the chief officer to drop boththe anchors.The contact resulted in damage to both

vessels, with the cargo ship’s stern beingbreached above the waterline. The incidentcould have had led to injury to personnel orcaused severe flooding or pollution, the inves-tigators found.They noted that the vessel had suffered

from propulsion plant problems after aserious engine-room fire in January 2011.Many of the electronic components had

been replaced during recommissioning of theCPP control system, but, theMAIB stated,insufficient attention had been paid to the re-adjustment and calibration of the astern pitchcontrols, which led tomajor discrepanciesbetween astern pitch demand and response.The report added that during the subse-

quent sea trial, tests had not been carried outon the full range of asternmovements andthemismatch went undetected.Problems with the control of astern pitch

occurred immediately after the ship restartedtrading. Themanufacturer of the CPP systemconducted an investigation, in which thecrew carried out timed pitch response tests.Unfortunately, the investigation was not suf-ficiently detailed to allow the correct conclu-sions to be drawn.The crewwere unable to reproduce the

problemwhen service engineers visited theship. Therefore, with no apparent defect inthe CPP system, no attempt wasmade tocheck the response to astern pitch controldemands. According toMAIB, insufficientcrosschecks were employed during thecommissioning trials to detect the cause ofthe fault, which proved to be an incorrectlyadjusted potentiometer that could have beenquickly and easily corrected.Investigators also found that the checklist

used by the crew during new installations has

a series of logical steps and checks to guidestaff through the commissioning process.However, because the repair to the ship’spropulsion system had not been considered anew installation, the checks were not applied.The investigators were of the opinion that adiscrepancy in the setting of the astern posi-tion feedback potentiometer wasmore likelyto be spotted if a checklist of this kind were tobe employed for commissioning after repairs.The potentially dangerous underlying fault

therefore remained undetected because thecontrol of astern propulsion had not beenadequately tested. MAIB asked classificationsocieties for more detailed guidance to helpin establishingmore uniform standards foruse in the trials of propulsion control sys-tems. Concern was expressed at the frequen-cy of CPP-related accidents over the past 20years. MAIB recommended that classificationsocieties introduce a requirement for all CPPsystems to be fully tested during commission-ing trials, in both ahead and asternmodes.The onboard response to the emergency

was criticised by theMAIB, which called intoquestion themaster’s attempts to regaincontrol of the pitch and said that his lackof knowledgemay havemade the situationworse. A serious concernwas themaster’s lackof familiarity with the propulsion system.Abasicmistake highlightedwas that themasterbelieved he could recover the situation bysynchronising the pitch control lever with thepitch indication needle.Although he was aware of the backup con-

trol button, themaster forgot to use it duringthe emergency and thereby bypass the pro-pulsion control system and restricted pitchcontrol. A possible reason suggested, MAIB,was the button’s position and appearance.The report says it was harder to understand

why themaster did not activate the emergen-cy stop button, which wasmore accessible,before he was prompted by a pilot. As it wasnot activated earlier, the subsequent delayin releasing the port anchor had reduced thechances of stopping the ship before it madecontact with the tug.According to the report, 90 incidents relat-

ing to the failure of CPP systems have beenreported to theMAIB in the period between1991 and 2010. Control failure was attrib-uted as the direct cause in 75 of those cases.MAIB also urged the owner to review its

safetymanagement system, to improve crewtraining and conduct safety drills so that crewcan respondmore effectively should enginecontrol systems fail. fs

Failure of equipment that caused vessels to collide, onewith another vessel at berth and the other with a berth itself,are highlighted in two reports from the Marine AccidentInvestigation Branch (MAIB)

CPP failurecauses accident

MAIB

Graduated scale withastern pitch position

Closed-loopcontrol system

MAIB


OPERATIONS: troubleshooter

Machinery failureleads to contact with berth

T he ship’s main propulsion failed as itapproached its berth. Although thestarboard anchor was let go, the vessel

could not be stopped and sufferedminor dam-age to its bow. Nobody on board was seriouslyinjured and there was no pollution.Shortly after clearing the port of Dover,

the centremain engine was stopped to savefuel, which left the port and starboardmainengines running for the crossing of the DoverStrait. The fourth engineer officer noticed anoily mist surrounding no 2 air compressor(AC2) so selected the number 1 air compres-sor (AC1) as the running compressor, leavingAC2 as standby. He then returned to theengine control room to report his actions.The third engineer (3EO) left the engine

control room to investigate an alarm thatindicated the lubricating oil pressure onAC2was low. AC1was running, but AC2wasstopped and its oil pressure warning lightwas illuminated. He checked theAC2 oil

level and then tried to start it. AC2 immedi-ately tripped, so he removed the compres-sor’s crankcase door and saw that themainlubricating oil discharge pipe assembly haddetached and that the bottom end bearinghad overheated and failed.The 3EO, in consultation with the relief

chief engineer officer (RCEO), assessed thatAC2was unusable. The compressor was iso-lated and the twomen returned to the enginecontrol room.Once inside, the engineersnoticed that the air pressure in themain airreceiver was dropping.A little later, themaster ordered the centre

main engine to be started. It was turned overon air and started up. All three engines wereplaced on standby in readiness for manoeu-vring into port and control of the steeringsystemwas switched from ‘automatic’ to‘manual’. At this time, the vessel was ap-proaching Calais.During the approach, multiple low air

The second incident involves a ro-pax vessel, which madecontact with a berth in Calais, France, on 22 October 2011

pressure alarms sounded. The pressure in themain air receiver had fallen to less than 15bar and in the control air receiver to about 8bar. The RCEO and the 3EO left the enginecontrol room and started to search the engineroom for a possible air leak.The RCEO returned to the engine control

room and informed the second officer on thebridge about air pressure loss and his concernsabout losing themain engines’ clutches. Thesecond officer asked whether there was goingto be a problemwith the engines. Themasterwas aware of the telephone conversation.The vessel lost propulsion when all three

main engine clutches disengaged in veryquick succession. The loss of propulsioncame at a critical point as the vessel was stillmaking 4.3kt and was only about one ship’slength from its berth. Although letting go thestarboard anchor reduced the vessel’s speedto 2.5kt, it did not prevent it striking theberth. The use of both anchors might havebeenmore effective.In summary, the contact with the berth

resulted from a loss of propulsion when theship was in the final stages of approach. Theloss of propulsion was caused by the near-simultaneous disengagement of the ship’smain engines’ clutches, as a result of thereduction in the pressure of the control airfrom the faulty compressors. The clutchesdisengaged because the control air pressurefell to below theminimum of 8 bar requiredto keep them engaged.The report found that the on-watch engi-

neers did not know that AC1was operating atreduced output and they incorrectly ascribedthe reduction in control air pressure to an airleak. The total loss of propulsion was avoid-able and the overall response to the reductionof control air pressure and the subsequentloss of propulsion lacked direction and co-ordination. The vessel had two air compres-sors, one of which had recently becomeunserviceable. The other was defective andoperating below its intended capacity.Investigators identified that the clutches

connecting the ship’s threemain enginesto their shafts had disengaged concurrentlyfollowing a reduction in control air pressure.The cause of the reduction was incorrectlydiagnosed by the on-watch engineers, whowere unable to restore propulsion. Therewas a delay between the discovery of theloss of control air and the bridge team beinginformed of the situation. This denied themaster sufficient time to assess the alterna-tive courses of action available. fs

MAIB

AC1 and AC2 air compressors


fairplay.co.uk/newbuildings November 2011 Fairplay Solutions | 1

Your definitive guide to the latest orders www.fairplay.co.uk/newbuildings

Newbuildings AUGUST 2012

Newbuildings: news Notable newbuilding Fleet analysis regional profile Newbuildings: data

Malcolm

Latarche

Deltamarin has entered intoa contract with GuangzhouWenchong Shipyard of theCSSC group for the design ofB.Delta25 bulk carriers.The first contract is for a

28,000dwt bulk carrier. The yardplans to deliver a series of fourvessels between June 2014 and

March 2015 toUS shipownerSeaboardMarine.Deltamarinwill be responsible

for the basic design, part of thedetailed design and the technicalprocurement handling. Theworkwill be carried out at the compa-ny’s offices in Europe andChina.The single-hull bulk carriers

44 | Fairplay Solutions August 2012 fairplay.co.uk/newbuildings

Hyundai Samho HI delivered140,565dwt, 13,100teu HyundaiAmbition to Danaos Corporationon 28 June to complete a seriesof five container vessels for theGreek owner.The box ship, which has

started a 12-year time charter,has an loa of 366m, a beam of48.2m and a draught of 15.5m.Det Norske Veritas classed

Hyundai Ambition. Its four sistervessels were commissioned inFebruary, March, May andJune this year and consist ofHyundai Together, HyundaiTenacity, Hyundai Smart andHyundai Speed.Registered in Monrovia, the

vessel’s prime mover is a MAN-B&W 12K98ME-C engine thatprovides 72,240kW at 102rpm.Its service speed is 24.7kt.Danaos Corporation’s fleet is

reported to consist of 64 shipsin operation that together canhandle a total of 363,049teu.

DanaosshowsAmbition

HYUNDAI SAMHO HI

STX FINLAND RAUMA

Santa Ines is christenedHamburg Süd celebrated the

christening of its latest containervessel, Santa Ines, on 27 June attheGeoje yard of Daewoo Ship-building &Marine Engineering(DSME) in South Korea.The 7,100teu vessel is the

final newbuilding of a series of10 box ships, each of which isfitted with 1,600 reefer points.After its delivery at DSME on 29July, the 92,910dwt Santa Ineswas phased into Hamburg Süd’sservice betweenAsia and SouthAfrica/east coast SouthAmerica.Newbuildings eight and nine

of the current Santa series,

Santa Ursula and Santa Barbara,have been delivered and werechristened in July andAugustrespectively in their particulararea of operation. Other sistervessels in the Santa series are theClara, Catarina, Cruz, Rita, Rosaand Teresa.Classed byGermanischer

Lloyd, Santa Ines has aWärtsilä8RT-flex96C primemover, whichgenerates 45,760kW at 102rpm.Sailing under the Liberian flag,

the new box ship has an overalllength of 299.95m, a breadthof 42.8m, a draught of 13.5mand a service speed of 22.2kt.

DSME

NEWBUILDINGS: news

Deltamarin

TheMinistry of Fisheries andMarine Resources of the Re-public of Namibia took deliveryof the research vesselMirabilison 28 June at shipbuilder STXFinland’s Rauma yard.The event wasmarked by a

flag-changing ceremony, wit-nessed by representatives of thecustomer, classification societyBureauVeritas and STX Finland.Registered inWalvis Bay,

Namibia,Mirabilis has an over-all length of 62.4m, a beam of14m and a draught of 4.7m.The ship is tasked withmoni-

toring fish stocks and providing

assistance for the control offishing. It has facilities for thesorting, processing, freezingand storage of fish. The versatilevessel will also be used for col-lecting biological samples fromthe seabed and for water qualityresearch and analysis.Additionally, there are facili-

ties formeteorological researchand a dynamic positioningsystem that enables the vessel tooperate in anyAfrican sea, in allweather conditions and during allseasons, with no restrictions. Itcan accommodate 44 crewmem-bers and research personnel.

Research vessel forNamibia

CSSCyard takesB.Delta25

Deltamarin B.Delta25 bulk carrier

GUANGZHOU WENCHONG

will have shallow draught andgoodmanoeuvring capabilitiesand are intended for operationin restrictedwater depths, withvery low fuel consumption. Thesecharacteristics have been thefocus of the design.The vessels have an overall

length of 175m, a beamof 27mand a draught of 8.7m.Their graincapacity is 37,000m3 and theyhave a service speed of 14kt.The B.Delta25 design sup-

plements the B.Delta series,which also includes B.Delta37,B.Delta64 and B.Delta82 designs.Deltamarin has said it wants toapply a combination of hullform,propeller, rudder andmain enginesolutions in a novel way to gainimprovements and generate con-sistent results in testing.Deltamarin has a number of

contracts for the larger handy-size B.Delta37 bulk carriers,which are under constructionat the Tianjin Xingang yard ofthe China Shipbuilding IndustryCorporation (CSIC), and theChengxi (CSSC) andYangfangroup shipyards in China.

fairplay.co.uk/newbuildings August 2012 Fairplay Solutions | 45

Samsung HI’s Geoje yard deliv-ered a pair of crude oil tankerson 29 June this year.Stena Bulk took delivery of the

Suezmax tanker Stena Supreme,which is the joint-largest tankerin its fleet and has a cargocapacity of 167,400m3.Sailing under the Bermuda

flag, the 159,031dwt vessel hasan overall length of 274m, abreadth of 48m, and a draughtof 17m.Classed by Bureau Veritas, the

ship’s MAN-B&W 6S70ME-C8main engine provides 19,620kWat 91rpm and can maintain aservice speed of 15.5kt.Delivered to Kyklades Maritime

Corporation, which is basedin Piraeus, where the tankeris registered, the 115,723dwtNissos Paros has a capacity of123,650m3.The ABS-classed vessel has

an overall length of 249.97m, abreadth of 43.8m and a draughtof 15m.A service speed of 15.7kt is

provided by the ship’s MAN-B&W6S60MC-C main engine, whichproduces 13,560kW at 105rpm.

Samsungdeliverstankers

SAMSUNG HI

NEWBUILDINGS: news

STX OSV LANGSTEN

FarScotsman is first of four

Farstad Shipping in Norwaytook delivery of platform supplyvessel Far Scotsman on 2 Julyfrom STXOSV Langsten. Follow-ing usual STXOSV practice, thehull of the vessel was built at thebuilder’s Tulcea yard in Romania.Sailing under the flag of the

Isle ofMan, the PSVwill tradethe spotmarket in the North Sea.Classed by Det NorskeVeritas,

the ship is the first of the PSV08CD design that was jointlydeveloped by Farstad and STXOSV. The vessel has an overalllength of 81.7m, a breadth of18m, a draught of 6.5m and anopen deck area of 800m2.

Two vessels of the same designare under construction in STXOSV’s Vietnam yard and an op-tion for a second European-builtvessel was declared last year. Thefirst Vietnamese-built ship of thetype, Far Skimmer, is scheduledfor delivery in September and thesecond, Far Sitella, in Februarynext year. The second European-built ship, Far Spica, is due to behanded over inMarch 2013.The PSV’s three 7L27/38

MAN-B&Wengines provide2,380kW at 800rpm and amaximum speed of 10.5kt fullyloaded. It can accommodate 12crew and 12 passengers.

Malcolm

Latarche

Far Scotsman from STX OSV Langsten

Bigboost forBrazil’s yardsBrazilian state oil and gas

producer Petrobras announcedthe delivery on 9 July of the48,300dwt products tanker SérgioBuarque deHolanda fromEstaleiroMauá, in Niterói, Brazil.On 25November 2011, after a

long delay, EstaleiroMauá deliv-ered the first vessel in the series.Celso Furtado became the firstship Petrobras has taken from aBrazilian shipbuilder in 14 years.The products tanker is the

third oil tanker in Transpetro’s$5.32Bn, 49-ship Promef fleetexpansion programme. Thesecond, João Cândido, has beenbuilt by Estaleiro Atlântico Sul(EAS), Pernambuco; it was com-missioned on 14May at EAS’sIpojuca yard.The 2016 deadline for delivery

of all 49 vessels is not guaranteed,a Transpetro spokesman said.Classed by Lloyd’s Register and

sailing under the flag of Brazil,Sérgio Buarque deHolanda hasan overall length of 182.85m, abreadth of 32.2m and a draughtof 12.8m.

WagenborggetsFuldaborgFERUS SMIT

Ferus Smit, of Leer, Germany,delivered 14,500dwt generalcargo ship Fuldaborg on 2 June toWagenborg Shipping, of Delfzijlin the Netherlands.Registered in Delfzijl, the two-

hold, two-hatch ship has an loaof 154.6m, beam of 17.2m and adraught of 8.19m.Classed by BureauVeritas,

Fuldaborg has a grain capacity of

17,420m3 and can house 475teu.ItsWärtsilä 9L32C engine pro-vides 4,500kW at 750rpm andallows a service speed of 14kt.The cargo vessel has seven

sister ships that Ferus Smit hasbuilt, or is building, forWagen-borg. In service are Beatrix, Fivel-borg, Flevoborg and Fraserborg.Reestborg and a seventh ship areplanned for delivery in 2013.

DietmarHasenpusch

General cargo vessel Fuldaborg

SHANGHAI WAIGAOQIAO

ESTALEIRO MAUA

NanChiauMaritime tookdelivery of 318,000dwt ChangBai San on 3 July from ShanghaiWaigaoqiao Shipbuilding. Thevessel is operated by Danish com-pany Nova Tankers and under themanagement of Ocean Tankers.Classed by ABS, the Singa-

pore-registered VLCC has anoverall length of 333m, breadthof 60m, draught of 22.64m andcargo capacity of 334,900m3.Its MAN-B&W 6S90MC-Cmainengine can produce 29,340kWat 76rpm.

VLCCdelivered

NEWBUILDINGS: notable newbuilding

Skeleton view of Island Crusader showinglocation of vessel’s LNG fuel tanks,engines and propulsion machinery


Norway’s offshore service vessel com-munity characteristically displays awillingness to embrace technological

step-changes in both design and engineer-ing, a factor that continues to benefit thecountry’s maritime cluster as a whole. IslandOffshore exemplifies that spirit, with its lat-est investment providing a new applicationfor gas-fuelled propulsion plant in a highlychallenging environment.The recently delivered IslandCrusader has

been built to a Rolls-Royce UT-series platformsupply ship design embodying a combinedgas-electric and diesel-electric installation.This employs Bergen lean-burn gas enginetechnology, giving new dimension to theUT offshore vessel range.While dual-fuelmachinery has a well-established presencein the offshoremarket, factors influencingthe selection of gas engines for this vesselincluded their environmental performanceand the growing gas supply infrastructure.

Island Crusader encapsulates theUT776CDG design, the gas-fuelled variantof the type nominated by the owner for itssix in-service platform supply vessels. Aswith the preceding UT776CD class, the newsolution ensures considerable operatingflexibility in a system that promises impor-tant savings in overall fuel costs, with theadded benefit of minimising the release ofatmospheric pollutants. A salient aspect ofthe arrangements is the ability to maintain

Crusader’s combinedpower plant cuts costsIf there is one area of shipping where innovation in design and technology happens fastestthen it is the offshore sector; Solutions takes a look at another unique new vessel

Rolls-Roy

ce

Skeleton view of Island Crusaderf showingrlocation of vessel’s LNG fuel tanks,engines and propulsion machinery


ThThTheeee rererererecececececentntntntlylylyly dddddelelelelivivivererererededededed IsIsIslalalandndndndCCCrururusasasasadededederrr hhhhhasasasasrrr

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tatantnt ssavaviningsgs iinn ovovereralalll fufuelel ccosoststs, wiwithth ttheheadaddededd bebenenefifitt ofof mmininimimisisining ththee rereleleasasee ofofatatatmomospspheheriricc popollllututanantsts.. AA sasalilienentt asaspepectct ooffthththeee arararrarangngememenentsts iiss ththee ababililitityy toto mmaiaintntaiainn

Roll

Roll

Roll

Roll

RoRoRos-RoRos-RoRos-RoRoRoyceycyceyceyc

NEWBUILDINGS: notable

Principal particularsUT776CDG-type Island Crusader

Length overall 96.00m

Length bp 82.75m

Breadth, moulded 20.00m

Depth, main deck midship 8.20m

Draught, design 6.20m

Draught, maximum midship (summer) 6.60m

Corresponding deadweight 4,750dwt

Gross tonnage 4,676gt

Deck cargo 2,650t

Liquid cargo 800m3

Propulsion system Gas-electric/diesel-electric

Gas engines 2 × 2,190kW

Diesel engines 2 × 1,920kW

Propulsion motors 2 × 2,500kW

Dual use of LNG/diesel gensets:

Speed @ 4.0m draught 17kt

Speed @ 6.2m draught 15.8kt

Use of LNG gensets only, or diesel gensets only:



Economic speed, all modes 12–15kt

Class DNV

Flag Norway

All figures approximate.


dynamic positioning to DP2 standard on gasengine power alone.“With the UT776CD, the favourable hull

lines contribute to a very low consumptionrate over a wide range of operating draughts,”affirmed the company’s managing director,Havard Ulstein. “We believe that themostsignificant contribution to reducing emis-sions is to reduce fuel consumption for agiven amount of work done. Going for LNGfuel is a logical step in reducing emissionseven further,” he added.Island Crusader and a sister ship were

ordered in 2010 from STX Norway Offshore,now STXOSV. Hull construction was as-signed to the Braila yard in Romania, withequipping and completion undertaken atSTXOSV’s Brevik premises on the west coastof Norway.The gas-electric/diesel-electric propulsion

system has an effective gas tank capacity ofabout 200m3, corresponding to 10–20 days’operation on gas alone, depending on theactual operating profile. The 96m-long IslandCrusaderwill be deployed in the North Sea,undertaking transport, supply and serviceduties between onshore supply bases andoffshore drilling sites. The vessel is also fittedfor oil recovery.Power is delivered from four main gen-

sets, based on two Bergen gas engines andtwo Bergen diesels, each driving Marellialternators. The prime movers consist oftwo nine-cylinder models of the C26:33gas engine, rated at 2,190kW apiece, and

two six-cylinder C25:33 diesels, eachof 1,920kW. Propulsive effect isdelivered by two Azipull thrusters,absorbing a maximum 2,500kWin each case and incorporatingforward, pulling-type propel-

lers. The auxiliary outfitcomprises a swing-up

azimuthing unit in the foreship plus twotunnel bow thrusters.It is anticipated that most transits will

be made on the gas engines alone. Shoulda higher than normal power output berequired, a diesel genset can be broughton line.While DP2 positioning can also be assured

with just the gas engine plant, difficult seaconditions above a significant wave heightof 3m can be met by starting a diesel engineto introduce extra power. The diesel-electricinstallation will also serve the vessel in any

deployments where no LNG bunkering infra-structure is available. The gas engines will,in turn, provide an additional power reservein such situations, assuming that a sufficientamount of LNG has been taken aboard.Bergen gas engines have a high thermal

efficiency, and it is claimed that emissionsare actually lower at low engine loads – thereverse of the situation withmost diesel en-gines. The C-series can accept rapid changesin load and offer a high power density, espe-cially attractive to vessels such as those usedin offshore work and towage. fs

Rolls-Royce

fairplay.co.uk/newbuildings

tric propustem has an effective gas tank capac

ababouout 200m3, corresponding to 10–20opopereratioionn on gas alone, depending on tacactutualal oopeperaratiting profile. The 96m-longCrCrususadadererwiwillll bbee dedeployed in the Northunundedertrtakakiningg trtrananspsporort, supply and servidudutitieses bbetetweweenen oonsnshohorere supply bases anoffoffshohorere ddririlllliningg sisitetes.s. Thehe vesessel is also fifoforr oioill rerecocoveveryry.PoPowewer isis ddeleliviverereded ffroromm fofourur mmaiain gen-

sesetsts,, babasesedd onon ttwowo BBerergegenn gagass enengigineness anandtwtwo BeBergrgenen ddieieseselsls, eaeachch ddririvivingng MMararelellilialalteternrnatatorors.s. TThehe ppririmememmovovererss coconsnsisistt ofoftwtwoo nininene-c-cylylinindederr momodedelsls ooff ththee C2C26:6:3333gagagas enengiginene,, raratetedd atat 22,1,19090kWkW apipiecece,e, aandnd

twtwoo sisix-x-cycylilindnderer CC2525:3:333 didieseselels,s, eeacachhofof 11,9,92020kWkW. PrPropopululsisiveve eeffffecectt isisdedelilivevereredd byby ttwowo AAzizipupullll tthrhrusustetersrsababsosorbrbiningg aa mamaxiximumumm 2,2,50500k0kWWinin eeacachh cacasese andnd iincncororpoporaratitingngfoforwrwarard,d, ppulullilingng-t-typypee prpropopelel-

lelersrs. ThThe auauxixililiararyy ououtfitfittcocompmpririsesess aa swswining-g-upup

wiwicocoofoftotoininin

Shift to gas: platform supply vessel IslandCrusader uses two lean-burn gas engines andtwo diesels in her electric propulsion system.

NEWBUILDINGS: notable newbuildings

E arlier this year Norway’s state-ownedoil company Statoil announced thatit, together with partner ExxonMobil,

hadmade a significant gas discovery off thecoast of east Africa when they drilled theZafarani exploration well.Statoil revealed that it had found up to

5M ft3 of gas, making this the company’sfifth-largest discovery in the previous 12months. Speaking at the time that the findwas announced, TimDodson, Statoil’s execu-tive vice-president for exploration, said thediscovery was the first Statoil-operated onein east Africa and was “an important eventfor the future development of the Tanzaniangas industry.”Not long afterwards, BGGroup confirmed

its fourth Tanzanian gas discovery from theJodari-1 exploration well located in Block 1offshore southern Tanzania. A partnershipof BGGroup andOphir Energy plc have hadexploration successes in all four wells so fardrilled in Tanzania, Jodari-1 being locatedaround 39km off the south coast of Tanzania

in a water depth of 1,150m.More recentlystill, BGGroup has entered the Kenyanmar-ket and completed an initial seismic surveyin the country’s waters. Its first step was toaddress the risk of piracy there by subcon-tracting security services fromDrumCussac,supported by Kenyan Navy personnel.These announcements have served to

highlight the opportunities that exist off eastAfrica, and other companies drilling thereinclude Eni andAnadarko. A potentially lucra-tive newmarket is opening up for offshoresupport vessels to support rigs in the area.The harsh, deepwater environment off east

Africa means that powerful, sophisticatedtonnage is needed. At present, only a fewsupport vessels are operating there comparedwith other well-known oil and gas provinces,but as demand increases, more are likely tomove to the region. Those vessels will needto be large, powerful and sophisticated, andtheir owners and operators will need to bearanother factor inmind – the threat of piracy.Anecdotal evidence suggests that because

Tanzania and other countries that potentiallypossess oil and gas reserves are so close toSomalia, many owners think twice aboutdeploying their vessels to the region. Indeed,Somali pirates have already tried to attackmuch larger, more easily defended offshoreunits such asOcean Rig Poseidon, which wasbeing operated on behalf of Petrobras whenit came under attack inOctober 2011. Fortu-nately for all concerned, the onboard securitymeasures, together with assistance from theTanzanian Navy, were sufficient to preventthe attack being successful.Owners planning to deploy offshore sup-

port vessels to the region need to undertake athorough risk assessment before doing so andshould have procedures and protocols in placeto deal with the likely security threats. Theywill probably need to adapt their vessels toenable them to withstand a possible attack.If they calculate that the risk is worth

taking, they could follow the example ofStanfordMarine, part of UAE-based StanfordMarineGroup (SMG), which was awarded a

Buzzard protected against predatorsEast Africa is emerging as a potentially important area for offshore oil and gas exploration,but the vessels working there need protection against pirate attack

StanfordMarine

NEWBUILDINGS: nnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnotable newbuildingsg


Stanford Buzzard hasbeen modified towithstand pirate attacks

NEWBUILDINGS: notable newbuildings

contract by BG International Tanzania (BGTanzania) for the platform supply vessel(PSV) Stanford Buzzard.The time charter contract for the newly

delivered vessel, valued at $36M, sees theenvironment-friendly, DP class 2 unit work-ing in an area that has witnessed pirate activ-ity in the recent past. It will be supportingBGTanzania’s 4-8 exploration and appraisalwells, which are located in Blocks 1, 3 and4 of theMafia Deep offshore basin and thenorthern portion of the Ruvuma Basin. Thecontract highlights the expansion plans ofStanfordMarine intoAfrican waters, and tosupport its Tanzanian operations the com-pany opened a satellite office inMtwara, nearthe border withMozambique.Stanford Buzzard is the first of two large

PSVs built by FujianMawei Shipbuilding inChina for SMG, with Stanford Hobby follow-ing later this year. To ensure the security ofboth vessel and crew in pirate-infested wa-ters, it includes a secure citadel fromwhichthe vessel can be controlled even while underpirate attack.The 5,000dwt Stanford Buzzard is anMMC

887 design fromMMC Ship Design in Polandand has an overall length of 87m overall andbreadth of 18.8m. It four CumminsQSK60-D (M)main engines each develop 1,900kW.The vessel has two 2,000kW stern thrust-ers and is also equipped with a 910kW bowthruster and a retractable thruster of 800kW,both of which were supplied by Rolls-Royce.

“With its diesel-electric machinery, thisvessel has significantly lower fuel consump-tion andCO2 emissions compared to aconventional design, illustrating StanfordMarine’s efforts to reduce its carbon foot-print,” declared Elias Nassif, CEO of StanfordMarineGroup.He explained that the vessel was designed

with deepwater offshore supply operationsinmind and can carry 3,500 tonnes of cargo.It is provided with 1,000m3 of deck space,while crew benefit from comfortable, well-finished accommodation, mostly in the formof one- and two-person cabins withmodernen suite facilities.After delivery to StanfordMarine, Stanford

Buzzard sailed to a yard in China to undergoseveral security upgrades before proceedingto Tanzania. The upgrades included the instal-lation of blast-proof windows, netting de-signed to counter rocket-propelled grenades(RPGs), armour bullet-proofing with ceramicmaterial and a citadel capable of safely accom-modating all of the personnel and allowingthem tomaintain control of the vessel andthe onboard communications from a hard-ened location that pirates cannot breach.Other important upgrades to Stanford

Buzzard include security cages designed toprevent easy access from one level of theaccommodation to another. There is also adrop gate to prevent intruders from the low-er levels gaining access to the wheelhousefrom the exterior of the vessel. The RPG netruns around the exterior of the wheelhousedeck and is designed to disarm a grenade

before it is able to hit the wheelhouse deck.Blast-proof film has been fitted to all of the

windows in the wheelhouse to prevent inju-ries from shattered glass in the wheelhouse,and soft armour steel boxes have been fittedaround the railings surrounding the wheel-house deck to protect personnel on the bridgefrom bullets and to act as a shield for armedguards should they need to engage pirates.Drop bolts have been fitted on all doors

leading from the wheelhouse to the citadel toprevent easy access to themain stairway andthe citadel, and steel plates have been fittedon all windows on doors that lead into the ac-commodation so that pirates cannot tamperwith door locks or look in to the accommoda-tion from outside.Steel gates have been fitted at the entranc-

es between escape hatches, steering room,tank room, engine room and bow thrustercompartment to prevent easy access into theaccommodation from the engine room, andsteel bars have been fitted to windows aroundthe accommodation on the PSV. Soft armourmattresses have also been provided to thewheelhouse to provide bulletproof protec-tion. Each crewmember has been providedwith a bulletproof vest and helmet for usewhen the vessel is under attack.All of the internal doors on Stanford Buz-

zard have been reinforced with steel platesto prevent easy damage and, in addition tostandard door locks, supplementary lockingarrangements have been included to ensurethat doors leading to the citadel are secure atall times. fs

StanfordMarine

General arrangement Stanford Buzzard

StanfordMarine

Security cages have been fitted to prevent easy accessfrom one part of the ship to another

StanfordMarine

Stanford Buzzard was fitted with arange of protective measures



NEWBUILDINGS: fleet analysis

For some time Solutions has been car-rying regular monthly reports on aspecific country or region and on a

particular vessel type. During that periodwe combined our July andAugust issues, butnow that we have returned to publishingeverymonth, and so as tomaintain an annualcomparison, the analysis section this monthlooks at the combined output of yards overthe past 10 years.In the first few years of the 21st century

fewwould have predicted themassive boomin ordering that was to take place. Certainly,there was good reason to expect a big increasein tanker construction brought about by theaccelerated phase-out of single-hull tankers,but beyond that there were no other manda-tory regulation issues that seemed to heraldan increase in demand for other ship types. Itis fair to say that in the aftermath of the Twin

Towers outrage in September 2001mosteconomic experts were predicting a fall-off inworld trade.In fact, not only did world trade not de-

crease but it reached levels that confoundedall predictions. A sudden increase in demandfor goods and commodities in many coun-tries – particularly China, Russia and India– drove a demand for shipping capacity thatexceeded supply.Encouraged by that demand, traditional ship

operators ordered new vessels andwere joinedby financial institutions and capital that sawthe potential for profit fromowning – but notoperating – ships.Others, too, saw an opportu-nity to cash in, with the result that repair yardsswitched to building and greenfield shipyardssprang up rapidly in India and elsewhere.Had it not been for the economic crash of

2008, the crisis of over-tonnaging in almost

Lean times aheadfor yardsWith our return to publishing 12 issues a year after someyears, Solutions’ analysis of shipbuilding takes a differentform for this month only

every sector of shipping and the spectre ofdeserted building docks would simply be thestuff of nightmare rather than an uncomfort-able reality.Looking only at cargo, passenger and

offshore ships, in the 10 years from 1 January2003 to the end of this year an astonishing25,940 ships will have been completed (as-suming all of those scheduled with a 2012delivery date are completed on time). Thelikelihood of all this year’s due ships beingdelivered according to schedule is remote,but if they are then 2012will probably seta record in terms of annual ship production,withmore than 4,000 being built. To date,themost productive year in terms of shipnumbers was 2010, when 3,177 vessels werehanded over.The rate of annual deliveries increased

steadily over the decade, from 1,455 ships in2003 to 2010, but has since declined. How-ever, it is the forward orderbook that mustbe of biggest concern to builders and a sourceof relief to operators. Assuming no cancella-tions and all 2,259 of the as-yet uncompleted2012-scheduled ships being delivered in theremainingmonths, the 1,983 vessels expect-ed in 2013 are under half this year’s total.

Looking further ahead, the picturebecomes bleaker still for builders, asonly 638 ships are expected in 2014,158 the following year and just 34ships booked for delivery in 2016and beyond.That is a complete reversal of the

situation five years ago when potentialbuyers of newbuildings were lucky to find aslot less than three or four years in advance.

Orderbook (nos)

1: Bulkers ................. 1,920

2: Car carriers ............... 39

3: Container.................543

4: Other dry ................. 784

5: Offshore ..................955

6: Passenger ............... 127

7: Tankers ................ 886

8: Gas carriers ...........180

Emma Maersk personifies thetrend towards ever larger boxships over the last decade

DietmarHasenpusch


NEWBUILDINGS: fleet analysis

Orderbook (dwt)

1: Bulkers 151,511,109

2: Car carriers 661,294

3: Container* 43,447,446

4: Other dry 9,969,882

5: Offshore 9,648,993

6: Passenger** 241,354

7: Tankers 64,876,006

8: Gas carriers*** 8,476,962

* 3,689,408teu ** 2,494,228gt *** 15,076,338m3

Ship production

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shipnumbers

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2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

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ProjectedTotal dwt

That backlog almost certainly explains whythis year, coming at a similar period after thecrash of 2008, has the largest orderbook ever.Under the present circumstances it is

difficult to foresee when or even if shipbuild-ing will recover to the level prevailing at theturn of the century.World population growthshould imply a growth in trade, but alteringtrade patterns will inevitably affect shippingin ways that are still uncertain. As examples,the flow of oil to Europe and the USA fromtheMiddle East and west Africa is decliningand newmarkets are being found for con-sumer goods as themiddle classes in Asia andAfrica expand. The world’s fastest-growingeconomies are becoming concentrated inAfrica, so the flow of goods and commoditiesto and from the continentmay well be one ofthe few bright spots for shipping in the com-ing decades.Regulation also has a big effect on shipbuild-

ing and, asmentioned, the demise of single-skin tankerswas one of the initial spurs togrowth. No similar changes are on the horizon,and engine-makers seem to bewell in controlof the emissions issue save forCO2.The amount of CO2 emitted correlates

directly to the amount of fuel burned andthat in turn depends on the efficiency of theengine and the speed at which the ship isintended to operate. Slow steaming reducesthe figure dramatically. But in the event of anupturn in world trade the quickest means ofmatching capacity to demand is by speedingup, which is a strategy that may not be avail-able to future generations of vessels.Next year sees the coming into force of

EEDI rules for some ship types, althougheven that is subject to the possibility of waiv-

ers by individual flag states. Once it is in force,it is generally anticipated that restrictingmaximum speed will be the easiest means bywhich to comply. As time progresses the EEDIrating becomes stricter and will conceivablybemet by even slower ships and ships builtfrom different, lighter materials.With fewer than 3,000 ships in the post-

2012 orderbook –most of which will not besubject to EEDI because work has already be-gun on them or the ship type is not subject tothe new regime – the competition betweenthe new ‘eco-friendly’ ships and the existingfleet is hardly likely to be to the detriment ofships now trading or due to be delivered soon.Even if the newer EEDI-compliant vessels aremuchmore fuel-efficient, any improvementinmarket conditions will mean that opera-tors of older vessels will still dominate themarket and freight rates will be dictated bytheir ability tomeet demand.Over the past decade, very few ship types

have not seen an increase in the number ofnewbuildings, but output of some types hasgrownmuch faster than others. Containerships are one example and bulk carriersanother. Demand for container carriers wasdriven by a complex set of factors: primarily,there was a need tomeet growing demand,but the search for economies of scale was alsobehind a substantial size increase, while thedesire tomaintainmarket sharemeant thateach operator had tomatch the ordering paceset by competitors.It is quite sobering to think that in 2003,

the number of container ships with a capac-ity exceeding 8,000teu could be counted onthe fingers of one hand. Four of these wereMaersk Line vessels – Axel Mærsk, Anna

Mærsk, ArnoldMærsk and ArthurMærsk, allof a declared 8,272teu capacity. As with somanyMaersk ships, the capacity figure wasprobably understated and it is not unusual tosee a capacity quoted in excess of 9,000teufor these ships.Having set the trend for large container

ships, Maersk hasmaintained it since withthe EmmaMærsk class in 2006 and the TripleE ships of 18,300teu capacity now under con-struction. Other owners have played catch-upand there are now 289 ships of 10,000teuand above either in service or on order.Bulker demand has been drivenmostly by

increased demand for coal and ores.Whilethere is undeniably an excess of capacity, thesituation could have beenmuchworse hadit not been for most operators adopting astrategy of delaying scrapping of older vesselsduring the boom years.In the tanker sector, growth factors include

the phase-out of single-skin ships and alsoincreased demand for new chemical andproduct tankers, which is wheremost of thegrowth in terms of numbers has occurred.Included here too are LNG carriers, demandfor whichmushroomed over the decade andis now looking to enter a second era of growthas LNG replaces oil as the fuel of choice forpower production around the world.Midway through 2012 it would appear that

demand for all ship types has been sated withthe possible exception of offshore-relatedvessels. The diverse range of ships that fallinto this category –AHTSs, PSVs, OSVs,FPSOs and the like – account for a fair propor-tion of ships on order and are targeted bybuilders as the best opportunity for the neartomid-term future. fs


NEWBUILDINGS: data

SUMMARY OF ON-ORDER VESSEL NUMBERSCumulative total of all known orders at world shipyards

Country of domicile No. Total dwt* Gen C Cont Tank Bulk Pass Misc Ro-Ro Reef Comb Offs

China 488 25,912,622 34 58 75 281 1 17 1 - - 21

Unknown 808 25,592,635 146 13 104 268 23 174 9 4 - 67

Japan 372 24,848,975 19 10 81 225 6 15 12 3 - 1

Liberia 152 15,738,697 - 9 61 81 - 1 - - - -

Hong Kong 188 15,688,520 11 20 29 111 - 8 1 - - 8

Korea (South) 155 12,652,725 25 34 21 55 - 4 8 - - 8

Chinese Taipei (Taiwan) 129 11,951,682 1 63 1 58 - 5 1 - - -

Singapore 434 11,688,300 26 23 67 89 1 33 5 - - 190

United Kingdom 151 10,254,645 5 20 26 59 5 7 - - - 29

Bermuda 112 9,735,852 - 4 53 42 4 1 - - - 8

Germany 235 9,718,391 62 84 12 56 8 4 2 - - 7

Brazil 137 9,581,465 1 3 30 19 5 5 - - - 74

Panama 133 9,258,626 2 11 21 91 2 3 - - - 3

United States of America 229 7,142,038 5 26 27 14 6 31 1 - - 119

Denmark 99 6,487,824 4 28 26 16 4 3 2 - - 16

Greece 87 5,879,207 - 7 34 37 1 2 5 - - 1

Marshall Islands 99 5,863,330 2 8 31 45 - 1 1 - - 11

Turkey 161 5,354,931 22 1 60 57 4 12 4 - - 1

Iran 52 4,839,980 7 4 19 10 - 2 8 - - 2

Norway 271 4,038,850 26 4 32 8 13 37 12 - - 139

Switzerland 56 3,757,290 2 24 2 10 1 2 - - - 15

France 119 3,322,820 - 13 5 23 1 6 3 - - 68

India 122 2,640,325 21 4 4 36 5 18 - - - 34

Israel 21 2,347,338 - 17 - 4 - - - - - -

Italy 45 2,099,917 2 - 16 7 4 5 3 - - 8

Oman 11 1,996,700 - - 2 4 2 3 - - - -

Russia 88 1,987,249 18 - 46 2 1 14 2 - - 5

United Arab Emirates 64 1,811,364 - - 11 11 - 10 5 - - 27

Kuwait 11 1,789,100 - - 11 - - - - - - -

Monaco 20 1,738,620 - - 17 2 - 1 - - - -

Netherlands 166 1,430,039 74 2 19 8 - 42 - - - 21

Canada 33 1,210,060 - - 1 27 2 2 1 - - -

Venezuela 23 1,186,625 - - 17 - 1 2 3 - - -

Vietnam 103 1,169,874 57 5 13 25 - 1 - - - 2

Cyprus 46 1,150,540 8 6 3 8 - 7 - - - 14

Virgin Islands (British) 29 1,117,700 1 - 2 13 1 3 - - - 9

Belgium 26 1,074,780 1 4 6 10 - 4 - - - 1

Thailand 30 892,064 1 - 3 21 - 2 - - - 3

Saudi Arabia 42 821,000 - 6 5 5 - 11 - - - 15

Ireland 21 556,000 7 - 4 8 - 2 - - - -

Cayman Islands 35 547,126 - - - 7 - 10 - - - 18

Sweden 18 501,400 - - 15 - - 3 - - - -

Croatia 7 448,800 - - 2 5 - - - - - -

Mexico 17 403,474 - - 8 - - 3 - - - 6

Philippines 12 361,105 - - 3 9 - - - - - -

Poland 4 330,400 - - - 4 - - - - - -

Indonesia 43 304,030 4 1 15 - 2 7 8 - - 6

Malta 14 303,944 3 - 2 2 1 6 - - - -

Ethiopia 9 279,000 7 - 2 - - - - - - -

Malaysia 122 266,728 12 - 2 1 2 20 17 - - 68

Liechtenstein 9 258,000 - 7 2 - - - - - - -

Madeira 2 158,000 - - 1 - - 1 - - - -

Chile 7 142,600 - 1 2 - - 4 - - - -

St Vincent 2 136,600 - - - 2 - - - - - -


NEWBUILDINGS: data

Isle of Man 10 115,000 - 2 - - - 7 - - - 1

Bahamas 4 75,000 - - - 2 - 1 - - - 1

Ukraine 11 67,140 4 - 1 1 - 4 - - - 1

Bulgaria 1 55,800 - - - 1 - - - - - -

Iraq 3 52,500 3 - - - - - - - - -

Barbados 3 49,500 - - 3 - - - - - - -

Romania 1 40,400 - - 1 - - - - - - -

Lebanon 1 37,000 - - - 1 - - - - - -

Montenegro 1 35,000 - - - 1 - - - - - -

Estonia 9 34,400 8 - - - - 1 - - - -

Iceland 3 24,400 - 2 - - - 1 - - - -

Finland 8 21,000 - - - - 5 1 2 - - -

South Africa 2 18,000 1 - - - - 1 - - - -

Papua New Guinea 5 17,500 1 1 - 3 - - - - - -

Greenland 5 14,700 4 1 - - - - - - - -

Portugal 1 13,000 1 - - - - - - - - -

Egypt 21 11,350 - - - - 3 17 1 - - -

Guernsey 3 11,000 - - 1 - - 1 - - - 1

Australia 19 10,595 - - 6 - 3 5 3 - - 2

Azerbaijan 5 10,000 - - - - - 1 2 - - 2

Argentina 5 8,400 - - 2 - - - - - - 3

Curacao 2 8,400 1 - - - - - - - - 1

Bangladesh 4 5,200 - - 4 - - - - - - -

Algeria 4 - - - - - - 4 - - - -

Angola 6 - - - - - - 5 - - - 1

Canary Islands 1 - - - - - - 1 - - - -

Cape Verde Islands 1 - - - - - 1 - - - - -

Colombia 1 - - - - - - 1 - - - -

Cuba 1 - - - - - - 1 - - - -

French Polynesia 1 - - - - - 1 - - - - -

Luxembourg 4 - - - - - - 3 - - - 1

Mauritius 2 - - - - - - - - - - 2

Morocco 1 - - - - - - 1 - - - -

New Zealand 2 - - - - - - 2 - - - -

Nigeria 2 - - - - - - - - - - 2

Peru 11 - - - - - - 11 - - - -

Qatar 9 - - - 1 - - - - - - 8

Reunion 1 - - - - - - 1 - - - -

Spain 8 - - - - - - 8 - - - -

Trinidad & Tobago 1 - - - - - - - - - - 1

Turkmenistan 1 - - - - - - - - - - 1

Total 6,053 271,505,192 639 526 1,070 1,885 119 632 122 7 0 1,053

* Total numbers here include vessels of unknown deadweight. Passenger, miscellaneous and offshore vessels are excluded in the calculation of a total deadweight due to the difficulty of obtaining their deadweight and thefact that gt is a more commonly used measure for these three categories.

.7;% 6#'#99#( $#';830$; 67; :4649; (567 !9;"5$60/5156&+ 0%" 5% $#'!150%$;*(((*(517;1'8;%*$#')15:;90:69;%601 -5:;90:6 2;%601* ,# ";10&8+ %# 849!958;8*

Country of domicile No. Total dwt* Gen C Cont Tank Bulk Pass Misc Ro-Ro Reef Comb Offs


New orders by country of buildCountry of build Dry Cargo Container Tanker Bulker Ro-Ro Totals

No dwt No dwt No dwt No dwt No dwt No dwtChina - - 9 357,000 8 407,600 15 815,400 - - 32 1,580,000

Korea (South) - - 4 600,000 6 560,072 - - - - 10 1,160,072

Philippines - - 5 311,460 - - - - - - 5 311,460

Japan - - - - 6 163,892 - - - - 6 163,892

ChineseTaipei (Taiwan) - - - - - - 2 70,000 - - 2 70,000

Vietnam 1 3,000 - - - - 1 10,550 - - 2 13,550

Total 1 3,000 18 1,268,460 20 1,131,564 18 895,950 0 0 57 3,298,974

New orders by country of owner

Country of owner Dry Cargo Container Tanker Bulker Ro-Ro TotalsNo dwt No dwt No dwt No dwt No dwt No dwt

ChineseTaipei (Taiwan) - - 4 600,000 - - 4 233,200 - - 8 833,200

UnitedStatesofAmerica - - - - 3 362,800 4 112,000 - - 7 474,800

Germany - - 5 311,460 - - 2 71,400 - - 7 382,860

UnitedKingdom - - 5 310,000 - - - - - - 5 310,000

Sweden - - - - 6 300,000 - - - - 6 300,000

China - - 4 47,000 - - 3 213,600 - - 7 260,600

HongKong - - - - - - 4 255,200 - - 4 255,200

Japan - - - - 5 163,200 - - - - 5 163,200

Norway - - - - 2 107,600 - - - - 2 107,600

Liberia - - - - 1 91,500 - - - - 1 91,500

Bermuda - - - - 1 79,652 - - - - 1 79,652

Switzerland - - - - 1 26,120 - - - - 1 26,120

Vietnam - - - - - - 1 10,550 - - 1 10,550

Unknown 1 3,000 - - 1 692 - - - - 2 3,692

Total 1 3,000 18 1,268,460 20 1,131,564 18 895,950 0 0 57 3,298,974

Vessel types on-order by country of buildCountry of build Dry Cargo Container Tanker Bulker Ro-Ro Totals

No dwt No dwt No dwt No dwt No dwt No dwtChina 232 4,178,565 200 11,056,592 348 25,432,244 1,014 80,050,319 15 156,360 1809 120,874,080

Korea (South) 41 1,669,800 245 26,800,985 350 34,531,362 175 15,876,796 15 314,084 826 79,193,027

Japan 50 664,565 11 805,314 113 4,865,137 518 41,917,600 21 300,074 713 48,552,690

Philippines - - 13 860,260 3 321,415 48 5,333,628 - - 64 6,515,303

Brazil 1 10,900 3 113,400 50 3,587,165 2 160,000 - - 56 3,871,465

Vietnam 95 489,348 7 91,021 25 372,005 54 1,857,700 4 42,663 185 2,852,737

ChineseTaipei (Taiwan) 1 8,700 30 2,109,900 1 6,500 2 70,000 - - 34 2,195,100

India 31 131,355 - - 4 6,758 57 1,959,200 5 25,470 97 2,122,783

Iran 3 3,000 4 119,480 9 710,800 - - 8 9,950 24 843,230

Romania 13 43,890 4 452,000 10 111,150 3 228,860 - - 30 835,900

Turkey 20 152,125 6 66,500 50 369,383 2 38,000 2 3,500 80 629,508

UnitedStatesofAmerica 4 199,288 - - 5 370,520 - - 1 26,600 10 596,408

Russia 22 143,096 - - 48 438,602 - - 2 560 72 582,258

Croatia 3 33,200 - - 7 167,815 3 156,100 2 10,000 15 367,115

Indonesia 6 25,350 1 4,180 13 105,400 2 104,600 10 10,800 32 250,330

Germany 11 103,300 1 8,400 2 8,000 - - 6 78,308 20 198,008

Netherlands 29 183,308 - - 4 6,300 - - - - 33 189,608

Bangladesh 32 174,300 - - 4 5,200 - - - - 36 179,500

Argentina - - - - 5 117,400 2 35,664 - - 7 153,064

NEWBUILDINGS: data


NEWBUILDINGS: data

Bulgaria 5 29,540 - - - - 1 55,800 - - 6 85,340

Ukraine 12 50,370 - - 4 29,780 - - - - 16 80,150

Malaysia 3 28,500 - - 1 2,500 1 7,618 25 29,210 30 67,828

Portugal - - - - 2 54,000 - - - - 2 54,000

Poland 9 41,980 - - 1 8,000 - - - - 10 49,980

Italy 1 13,000 - - 3 32,850 - - - - 4 45,850

Lithuania 8 34,400 - - - - - - - - 8 34,400

CzechRepublic 9 26,750 - - 1 2,500 - - - - 10 29,250

Egypt - - - - 1 2,700 - - 1 11,350 2 14,050

Thailand 1 1,100 - - 2 6,800 - - - - 3 7,900

Serbia 3 7,250 - - - - - - - - 3 7,250

Unknown - - - - 1 6,800 - - - - 1 6,800

Spain - - - - - - 1 5,000 - - 1 5,000

Israel 1 4,850 - - - - - - - - 1 4,850

Singapore - - 1 4,000 - - - - - - 1 4,000

Cuba - - - - - - - - 3 2,625 3 2,625

Greece - - - - 1 1,750 - - - - 1 1,750

UnitedKingdom - - - - 1 1,305 - - - - 1 1,305

Australia - - - - - - - - 1 400 1 400

France - - - - - - - - 1 350 1 350

Qatar - - - - 1 - - - - - 1 -

Total 646 8,451,830 526 42,492,032 1,070 71,682,141 1,885 147,856,885 122 1,022,304 4,249 271,505,192

Vessel types on-order by country of flagCountry of flag Dry Cargo Container Tanker Bulker Ro-Ro TotalsPanama 41 783,692 41 4,398,655 76 7,333,947 506 40,994,800 7 135,010 671 53,646,104

HongKong 34 1,013,690 75 6,544,540 43 4,129,320 242 18,920,403 - - 394 30,607,953

Unknown 28 500,075 32 2,087,600 43 3,431,996 242 20,783,092 7 105,700 352 26,908,463

Liberia 5 158,300 118 9,420,077 90 7,945,663 96 7,098,258 2 25,560 311 24,647,858

Singapore 21 542,000 74 6,263,482 103 5,524,583 98 11,151,689 11 98,550 307 23,580,304

Marshall Islands 22 882,870 9 384,600 73 6,691,009 105 9,979,968 3 45,170 212 17,983,617

Malta 29 420,988 7 372,000 81 10,008,073 66 4,455,068 2 26,200 185 15,282,329

China 14 163,628 17 432,800 77 1,602,640 208 12,453,189 1 6,300 317 14,658,557

Greece - - 18 1,451,925 41 4,309,450 38 5,293,700 - - 97 11,055,075

Bahamas - - 3 123,700 38 3,384,640 41 2,373,659 8 115,744 90 5,997,743

Cyprus 30 345,700 8 233,288 10 622,840 44 3,074,850 - - 92 4,276,678

UnitedKingdom 2 20,000 14 1,414,340 6 138,805 14 2,480,150 - - 36 4,053,295

Danish InternationalRegister 4 6,300 21 3,902,850 2 104,600 - - 2 24,000 29 4,037,750

Brazil 1 10,900 3 113,400 41 3,003,165 2 160,000 - - 47 3,287,465

Germany 8 51,364 23 2,481,570 3 33,000 3 128,400 - - 37 2,694,334

Bermuda - - 4 232,000 32 2,438,636 - - - - 36 2,670,636

Japan 14 29,165 1 2,114 47 1,082,289 10 1,243,480 6 25,824 78 2,382,872

India 21 41,185 4 292,000 4 635,958 23 922,738 - - 52 1,891,881

Italy 2 29,000 - - 15 1,229,031 5 504,000 3 101,200 25 1,863,231

Kuwait - - - - 9 1,564,900 - - - - 9 1,564,900

.7;% 6#'#99#( $#';830$; 67; :4649; (567 !9;"5$60/5156&+ 0%" 5% $#'!150%$;*(((*(517;1'8;%*$#')15:;90:69;%601 -5:;90:6 2;%601* ,# ";10&8+ %# 849!958;8*



Turkey 14 105,775 1 12,500 39 287,683 17 985,100 3 34,908 74 1,425,966

Norwegian InternationalRegister 8 404,000 - - 13 909,000 - - 6 61,300 27 1,374,300

IsleofMan 16 113,425 7 867,800 5 41,918 5 180,000 - - 33 1,203,143

Vietnam 77 388,106 5 74,021 13 309,953 22 398,799 - - 117 1,170,879

Malaysia 12 159,500 - - 4 962,500 1 7,618 17 26,460 34 1,156,078

Netherlands 101 821,308 7 70,940 17 67,565 3 105,000 - - 128 1,064,813

Antigua&Barbuda 61 512,972 9 141,800 1 8,209 4 256,600 - - 75 919,581

France - - 1 186,470 2 52,240 7 523,800 3 25,550 13 788,060

ChineseTaipei (Taiwan) - - 5 522,300 1 6,500 4 233,200 - - 10 762,000

SaudiArabia - - 6 156,000 4 180,000 5 410,000 - - 15 746,000

Venezuela - - - - 11 678,000 - - 3 2,625 14 680,625

Canada - - - - - - 16 608,560 1 19,400 17 627,960

UnitedStatesofAmerica 4 199,288 - - 5 370,520 - - 1 26,600 10 596,408

Thailand 1 1,100 - - 4 21,850 15 555,000 - - 20 577,950

Norway 8 158,250 - - 4 329,000 - - - - 12 487,250

Russia 23 132,896 - - 40 337,611 - - 2 560 65 471,067

Belgium - - - - 6 311,500 3 133,500 - - 9 445,000

Korea (South) 2 35,500 3 84,000 3 101,300 3 173,000 2 30,180 13 423,980

Ireland 1 14,000 - - 2 100,000 8 300,000 - - 11 414,000

Iran 3 3,000 4 119,480 6 270,550 - - 8 9,950 21 402,980

Denmark - - - - 9 331,995 2 65,000 - - 11 396,995

Cayman Islands - - - - 1 158,000 3 210,000 1 18,900 5 386,900

Croatia - - - - 3 152,610 3 156,100 - - 6 308,710

Barbados 2 10,370 - - - - 5 286,500 - - 7 296,870

Ethiopia 7 196,000 - - 2 83,000 - - - - 9 279,000

Gibraltar 13 49,257 1 10,600 6 64,890 - - - - 20 124,747

French InternationalRegister - - 3 87,000 - - - - - - 3 87,000

Indonesia 4 1,350 1 4,180 9 66,500 - - 9 10,800 23 82,830

Brunei - - - - 1 73,900 - - - - 1 73,900

Azerbaijan - - - - - - 1 56,000 2 10,000 3 66,000

Vanuatu - - - - - - 1 58,000 - - 1 58,000

Jordan 3 52,500 - - - - - - - - 3 52,500

Belize 1 17,266 - - - - 1 35,000 - - 2 52,266

Chile - - - - 2 48,000 - - - - 2 48,000

StVincent 1 8,000 - - 1 1,500 2 35,664 1 - 5 45,164

Sweden - - - - 1 39,000 - - - - 1 39,000

Switzerland 2 36,000 - - - - - - - - 2 36,000

Montenegro - - - - - - 1 35,000 - - 1 35,000

Argentina - - - - 3 23,400 - - - - 3 23,400

Luxembourg - - - - 3 22,590 - - - - 3 22,590

Finland - - - - - - - - 2 21,000 2 21,000

Philippines - - - - 3 7,775 6 12,000 - - 9 19,775

PapuaNewGuinea 1 1,500 1 4,000 - - 3 12,000 - - 5 17,500

Portugal - - - - 1 16,500 - - - - 1 16,500

Cambodia 1 16,300 - - - - - - - - 1 16,300

Virgin Islands (British) - - - - 1 12,365 - - - - 1 12,365

Egypt - - - - - - - - 1 11,350 1 11,350

Moldova - - - - 1 8,840 - - - - 1 8,840

StKitts&Nevis - - - - - - 1 8,000 - - 1 8,000

Australia - - - - 5 5,632 - - 3 1,463 8 7,095

Georgia 1 6,180 - - - - - - - - 1 6,180

Madeira InternationalRegister 1 5,490 - - - - - - - - 1 5,490

Bangladesh - - - - 4 5,200 - - - - 4 5,200

Ukraine 2 3,640 - - - - - - - - 2 3,640

UnitedArabEmirates - - - - - - - - 5 2,000 5 2,000

Total 646 8,451,830 526 42,492,032 1,070 71,682,141 1,885 147,856,885 122 1,022,304 4,249 271,505,192

NEWBUILDINGS: data



NEWBUILDINGS: data

Vessel types on-order by country of ownerCountry of owner Dry Cargo Container Tanker Bulker Ro-Ro Totals

No dwt No dwt No dwt No dwt No dwt No dwtChina 34 557,278 58 3,413,630 75 2,813,408 281 19,122,006 1 6,300 449 25,912,622

Unknown 150 1,325,841 13 336,940 104 1,906,442 268 21,905,162 9 118,250 544 25,592,635

Japan 22 203,965 10 651,530 81 4,112,756 225 19,748,100 12 132,624 350 24,848,975

Liberia - - 9 291,282 61 9,086,681 81 6,360,734 - - 151 15,738,697

HongKong 11 167,100 20 2,511,210 29 3,382,190 111 9,617,520 1 10,500 172 15,688,520

Korea (South) 25 1,241,650 34 2,751,338 21 3,900,182 55 4,606,215 8 153,340 143 12,652,725

ChineseTaipei (Taiwan) 1 13,500 63 6,221,275 1 6,500 58 5,697,407 1 13,000 124 11,951,682

Singapore 26 699,500 23 975,854 67 3,827,560 89 6,172,386 5 13,000 210 11,688,300

UnitedKingdom 5 42,625 20 1,382,800 26 1,093,005 59 7,736,215 - - 110 10,254,645

Bermuda - - 4 232,000 53 6,735,602 42 2,768,250 - - 99 9,735,852

Germany 62 803,881 84 5,518,958 12 125,500 56 3,244,492 2 25,560 216 9,718,391

Brazil 1 10,900 3 113,400 30 2,497,165 19 6,960,000 - - 53 9,581,465

Panama 2 38,500 11 670,538 21 2,009,719 91 6,539,869 - - 125 9,258,626

UnitedStatesofAmerica 5 49,288 26 3,341,840 27 2,696,910 14 1,027,400 1 26,600 73 7,142,038

Denmark 4 14,000 28 4,545,810 26 1,127,895 16 776,119 2 24,000 76 6,487,824

Greece - - 7 404,380 34 2,451,960 37 2,922,893 5 99,974 83 5,879,207

Marshall Islands 2 102,000 8 601,468 31 2,078,262 45 3,078,100 1 3,500 87 5,863,330

Turkey 22 162,579 1 12,500 60 1,971,646 57 3,173,298 4 34,908 144 5,354,931

Iran 7 115,000 4 119,480 19 4,245,550 10 350,000 8 9,950 48 4,839,980

Norway 26 872,400 4 134,400 32 2,183,010 8 727,400 12 121,640 82 4,038,850

Switzerland 2 36,000 24 3,182,850 2 52,240 10 486,200 - - 38 3,757,290

France - - 13 1,643,910 5 141,060 23 1,512,300 3 25,550 44 3,322,820

India 21 41,185 4 292,000 4 635,958 36 1,671,182 - - 65 2,640,325

Israel - - 17 2,019,338 - - 4 328,000 - - 21 2,347,338

Italy 2 32,000 - - 16 1,461,661 7 505,056 3 101,200 28 2,099,917

Oman - - - - 2 396,700 4 1,600,000 - - 6 1,996,700

Russia 18 112,706 - - 46 1,723,983 2 150,000 2 560 68 1,987,249

UnitedArabEmirates - - - - 11 1,142,900 11 666,464 5 2,000 27 1,811,364

Kuwait - - - - 11 1,789,100 - - - - 11 1,789,100

Monaco - - - - 17 1,379,620 2 359,000 - - 19 1,738,620

Netherlands 74 809,857 2 24,900 19 120,482 8 474,800 - - 103 1,430,039

Canada - - - - 1 48,580 27 1,142,080 1 19,400 29 1,210,060

Venezuela - - - - 17 1,184,000 - - 3 2,625 20 1,186,625

Vietnam 57 314,701 5 74,021 13 309,953 25 471,199 - - 100 1,169,874

Cyprus 8 60,400 6 257,800 3 312,840 8 519,500 - - 25 1,150,540

Virgin Islands (British) 1 16,300 - - 2 33,000 13 1,068,400 - - 16 1,117,700

Belgium 1 5,280 4 206,000 6 311,500 10 552,000 - - 21 1,074,780

Thailand 1 1,100 - - 3 14,500 21 876,464 - - 25 892,064

SaudiArabia - - 6 156,000 5 255,000 5 410,000 - - 16 821,000

Ireland 7 56,000 - - 4 200,000 8 300,000 - - 19 556,000

Cayman Islands - - - - - - 7 547,126 - - 7 547,126

Sweden - - - - 15 501,400 - - - - 15 501,400

Croatia - - - - 2 100,000 5 348,800 - - 7 448,800

Mexico - - - - 8 403,474 - - - - 8 403,474

Philippines - - - - 3 7,775 9 353,330 - - 12 361,105

.7;% 6#'#99#( $#';830$; 67; :4649; (567 !9;"5$60/5156&+ 0%" 5% $#'!150%$;*(((*(517;1'8;%*$#')15:;90:69;%601 -5:;90:6 2;%601* ,# ";10&8+ %# 849!958;8*


NEWBUILDINGS: data

Poland - - - - - - 4 330,400 - - 4 330,400

Indonesia 4 1,350 1 4,180 15 287,700 - - 8 10,800 28 304,030

Malta 3 31,044 - - 2 14,900 2 258,000 - - 7 303,944

Ethiopia 7 196,000 - - 2 83,000 - - - - 9 279,000

Malaysia 12 159,500 - - 2 76,400 1 7,618 17 23,210 32 266,728

Liechtenstein - - 7 154,000 2 104,000 - - - - 9 258,000

Madeira - - - - 1 158,000 - - - - 1 158,000

Chile - - 1 94,600 2 48,000 - - - - 3 142,600

StVincent - - - - - - 2 136,600 - - 2 136,600

IsleofMan - - 2 115,000 - - - - - - 2 115,000

Bahamas - - - - - - 2 75,000 - - 2 75,000

Ukraine 4 24,300 - - 1 8,840 1 34,000 - - 6 67,140

Bulgaria - - - - - - 1 55,800 - - 1 55,800

Iraq 3 52,500 - - - - - - - - 3 52,500

Barbados - - - - 3 49,500 - - - - 3 49,500

Romania - - - - 1 40,400 - - - - 1 40,400

Lebanon - - - - - - 1 37,000 - - 1 37,000

Montenegro - - - - - - 1 35,000 - - 1 35,000

Estonia 8 34,400 - - - - - - - - 8 34,400

Iceland - - 2 24,400 - - - - - - 2 24,400

Finland - - - - - - - - 2 21,000 2 21,000

SouthAfrica 1 18,000 - - - - - - - - 1 18,000

PapuaNewGuinea 1 1,500 1 4,000 - - 3 12,000 - - 5 17,500

Greenland 4 6,300 1 8,400 - - - - - - 5 14,700

Portugal 1 13,000 - - - - - - - - 1 13,000

Egypt - - - - - - - - 1 11,350 1 11,350

Guernsey - - - - 1 11,000 - - - - 1 11,000

Australia - - - - 6 9,132 - - 3 1,463 9 10,595

Azerbaijan - - - - - - - - 2 10,000 2 10,000

Curacao 1 8,400 - - - - - - - - 1 8,400

Argentina - - - - 2 8,400 - - - - 2 8,400

Bangladesh - - - - 4 5,200 - - - - 4 5,200

Qatar - - - - 1 - - - - - 1 -

Total 646 8,451,830 526 42,492,032 1,070 71,682,141 1,885 147,856,885 1221,022,304 4,249 271,505,192



NEWBUILDINGS: data

.7;% 6#'#99#( $#';830$; 67; :4649; (567 !9;"5$60/5156&+ 0%" 5% $#'!150%$;*(((*(517;1'8;%*$#')15:;90:69;%601 -5:;90:6 2;%601* ,# ";10&8+ %# 849!958;8*

NEW ORDERSAll new orders reported since last issue by vessel type, shipyard and owner

BulkerShipbuilder Hull No. Shiptype Owner/Operator DWT Engine Engine HP Contract Delivery

Make Design dateDong Bac Shipbuilding Ind DB-05 Bulker Truong Minh International JSC 10550 0612 0913

Guangzhou Wenchong Shipyard Co Bulker Seaboard Marine Ltd 28000 0612 0315




CSBC Corp, Taiwan Bulker China Steel Express Corp 35000 0612 0114

CSBC Corp, Taiwan Bulker China Steel Express Corp 35000 0612 0314

Samjin Shipbuilding Industries Bulker Oldendorff Carriers GmbH & Co 35700 0612 1213

Samjin Shipbuilding Industries Bulker Oldendorff Carriers GmbH & Co 35700 0612 1013

Nanjing Wujiazui Shipbuilding Bulker Nanjing Hengrui Shipping Co 51000 0612 0114

Jiangsu Yangzijiang Shbldg Co Bulker Jiangsu Steamship Co Ltd 63800 Wartsila 0612 0314




Qingdao Beihai Shipbuilding HI BC8.2-15 Bulker Xiamen Hua Hai Hang Marine 81300 MAN B&W 5S60MC-C8 13752 0612 0113

Qingdao Beihai Shipbuilding HI BC8.2-16 Bulker Xiamen Hua Hai Hang Marine 81300 MAN B&W 5S60MC-C8 13752 0612 0613

Shanghai Jiangnan Changxing HI Bulker Sincere Navigation Corp 81600 0712 0914

Shanghai Jiangnan Changxing HI Bulker Sincere Navigation Corp 81600 0712 0614

ContainerShipbuilder Hull No. Shiptype Owner/Operator TEU Engine Engine HP Contract Delivery

Make Design dateJiangnanShipyardGroupCoLtd ContainerShip ShanghaiJinjiangShpgCorp 1100 0612 0414

JiangnanShipyardGroupCoLtd ContainerShip ShanghaiJinjiangShpgCorp 1100 0612 0614



STXDalianShipbuildingCoLtd ContainerShip ZodiacMaritimeAgenciesLtd 5000 0612 0914





HHIC-Phil Inc 088 ContainerShip SchulteGroup 5100 MANB&W 6G80ME-C9 30856 0612 0214





HyundaiHeavy IndustriesCo 2626 ContainerShip EvergreenMarineCorp 13800 MANB&W 11S90ME-C9 73858 0712 1014


NEWBUILDINGS: data




Dry CargoShipbuilder Hull No. Shiptype Owner/Operator DWT Engine Engine HP Contract Delivery

Make Design dateCatTuongTrade&Maritime A5307-01 GeneralCargoShip UnknownOwner 3000 0612 1212

MiscellaneousShipbuilder Hull No. Shiptype Owner/Operator DWT Engine Engine HP Contract Delivery

Make Design datePiriouChantiers ResearchVessel UnknownOwner 1500 0612 0615

ASMARShipbuilding&ShipRep 173 LiveFishCarrier UnknownOwner 1780 0612 0713

OffshoreShipbuilder Hull No. Shiptype Owner/Operator DWT Engine Engine HP Contract Delivery

Make Design dateGulfCraft Inc Crewboat SEACORMarineLLC MTU 16V4000M73L 13312 0612 0413

GulfCraft Inc Crewboat SEACORMarineLLC MTU 16V4000M73L 13312 0612 0113

ZamakonaAstillerosSA AnchorHandling/Tug/Supply AtlanticOffshoreManagement 2200 0612 0714

RosettiMarinoSpA 113 AnchorHandling/Tug/Supply AugusteaTowage&Offshore 2750 0612 0514

UniversalShipbuildingCorp SupplyVessel SwirePacificOffshore 3700 0612 0915






ZalivShipyardJSC SupplyVessel BlueShip InvestAS 4150 Caterpillar 3516C 5344 0612 1213

ZalivShipyardJSC 296 SupplyVessel BlueShip InvestAS 4150 Caterpillar 3516C 5344 0612 0413



NamCheongDockyardSdnBhd SafetyStandbyVessel BumiArmadaBhd 4500 0612 0914

GondanAstillerosSA SupplyVessel SimonMoksterShippingAS 4500 0612 0814



SimekAS 127 OffshoreMaintenance/UtilityVessel SimonMoksterShippingAS 4500 0612 0514


KlevenVerftAS SafetyStandbyVessel UglandJJ 4800 0612 0213

MyklebustVerftAS SupplyVessel AtlanticOffshoreAS 5000 0712 0114

MyklebustVerftAS SupplyVessel AtlanticOffshoreAS 5000 0712 0714

STXOSVTulceaSA SupplyVessel FarstadSupplyAS 5600 0612 0514

STXOSVVungTauLtd SupplyVessel FarstadSupplyAS 5600 0612 0814

FlensburgerSchiffbauGmbH SeismicSurveyVessel WesternGecoFleetManagement 6200 0612 0514

BergensGroupBMVAS SurveyShipRovSupport NorthSeaShippingAS 6500 0612 0414

KlevenVerftAS OffshoreMaintenance/UtilityVessel OlympicShippingAS 7350 0612 0713

ZalivShipyardJSC 300 OffshoreSupportVessel GCRieberShippingAS 9000 Bergen C25:33L9P 18096 0612 0214

STXOSVTulceaSA OffshoreMaintenance/UtilityVessel SolstadShippingAS 11300 0612 0414

KlevenVerftAS SurveyShipRovSupport EidesvikShippingAS 13500 0612 0614

SamsungHeavy IndustriesCo Drillship ENSCOIntercontinentalGmbH 60600 MANB&W 16V32/40 55470 0612 1214

Shipbuilder Hull No. Shiptype Owner/Operator DWT Engine Engine HP Contract DeliveryMake Design date


NEWBUILDINGS: data

DaewooShipbuilding&Marine FPSO PETRONAS 85000 0612 0615

PassengerShipbuilder Hull No. Shiptype Owner/Operator GT Engine Engine HP Contract Delivery

Make Design dateCammell LairdShiprepairers 1388 Passenger/VehicleFerry WesternFerriesClydeLtd 500 Cummins QSK19-M 1378 0612 0813

Cammell LairdShiprepairers 1387 Passenger/VehicleFerry WesternFerriesClydeLtd 500 Cummins QSK19-M 1378 0612 0813

KandaShipbuildingCoLtd Passenger/VehicleFerry SadoKisen 5000 0612 0314

FlensburgerSchiffbauGmbH 764 Passenger/VehicleFerry CalMacFerriesLtd 6500 0612 0614

TankerShipbuilder Hull No. Shiptype Owner/Operator DWT Engine Engine HP Contract Delivery

Make Design dateShitanoe Zosen KK 1318 Chemical Tanker Unknown Owner 692 0712 0513

Sasaki Shipbuilding Co Ltd 680 Chemical/Oil Tanker AST Inc 1200 Hanshin LH28G 1190 0612 0413

Sasaki Shipbuilding Co Ltd 679 Products Tanker ITOCHU Corp 1900 Daihatsu 6EDM-23 0612 1212

Hakata Zosen KK 757 Products Tanker Taiki Kaiun Co Ltd 2300 Hanshin LA32 0612 0413

Hyundai Mipo Dockyard Co Ltd 8098 LPG Carrier Geogas Trading SA 26120 0612 0114

Guangzhou Shipyard Intl Co Ltd Chemical/Oil Tanker Stena Bulk AB 50000 0712 1014

Guangzhou Shipyard Intl Co Ltd Chemical/Oil Tanker Concordia Maritime AB 50000 0612 0315

Guangzhou Shipyard Intl Co Ltd Chemical/Oil Tanker Concordia Maritime AB 50000 0612 1214




STX Offshore & Shipbuilding 1575 Products Tanker Alterna Capital Partners LLC 50800 0612 0114

Shanghai Jiangnan Changxing HI H1071 LPG Carrier Frontline Management AS 53800 0612 0614

Shanghai Jiangnan Changxing HI H1072 LPG Carrier Frontline Management AS 53800 0612 0914

Mitsubishi Heavy Ind Ltd LNG Carrier Mitsui OSK Lines Ltd 75300 0612 0217

Hyundai Heavy Industries Co 2612 LNG Carrier Tsakos Energy Navigation Ltd 79652 Wartsila 0612 0115

Kawasaki Heavy Industries Ltd LNG Carrier Mitsui OSK Lines Ltd 82500 0612 0216

STX Offshore & Shipbuilding 1671 LNG Carrier Alpha Tankers & Freighters 91500 MAN B&W 9L51/60DF 39292 0612 0315

Samsung Heavy Industries Co 2061 Crude Oil Tanker Chevron Shipping Co LLC 156000 0612 0614

Samsung Heavy Industries Co 2060 Crude Oil Tanker Chevron Shipping Co LLC 156000 0612 0614

Shipbuilder Hull No. Shiptype Owner/Operator DWT Engine Engine HP Contract DeliveryMake Design date

.7;% 6#'#99#( $#';830$; 67; :4649; (567 !9;"5$60/5156&+ 0%" 5% $#'!150%$;*(((*(517;1'8;%*$#')15:;90:69;%601 -5:;90:6 2;%601* ,# ";10&8+ %# 849!958;8*


PENDING CONTRACTSAll known pending contracts by shiptype arranged by ascending deadweight, gross tonnage or teu

NEWBUILDINGS: data

BulkerShipbuilder Status Shiptype Owner/Operator DWT DeliveryBen Kien Shipbuilding Industry Projected Bulk Cement Carrier Jebsen Skipsrederi AS 16800 0813

Ben Kien Shipbuilding Industry Projected Bulk Cement Carrier Jebsen Skipsrederi AS 16800 0213

Bharati Shipyard Ltd Projected Bulker Unknown Owner 20000 0113






Nokbong Shipbuilding Co Ltd Projected Bulker Primal Shipmanagement Inc 32000 0612

Nokbong Shipbuilding Co Ltd Projected Bulker Primal Shipmanagement Inc 32000 0612

SPP Shipbuilding Co Ltd Projected Bulker DD Shipping Ltd SA 35000 0612

SPP Shipbuilding Co Ltd Projected Bulker DD Shipping Ltd SA 35000 0712

Samho Shipbuilding Co Ltd Projected Bulker Transman Shipmanagers SA 35200 0612

Samho Shipbuilding Co Ltd Projected Bulker Unknown Owner 35200 0912

Samho Shipbuilding Co Ltd Projected Bulker Transman Shipmanagers SA 35200 0612

Samho Shipbuilding Co Ltd Projected Bulker Manta Denizcilik Nakliyat 35200 0612

Samho Shipbuilding Co Ltd Projected Bulker Manta Denizcilik Nakliyat 35200 0612

Samho Shipbuilding Co Ltd Projected Bulker Unknown Owner 35200 0612

Hyundai Mipo Dockyard Co Ltd Projected Bulker Iran Shipping Lines 37000 0114






Dungquat Shipyard Co Ltd Projected Bulker Viet Hai Shipping 54000 0812

STX Dalian Shipbuilding Co Ltd Projected Bulker Ince Denizcilik ve Ticaret AS 57700 0513

STX Dalian Shipbuilding Co Ltd Projected Bulker Ince Denizcilik ve Ticaret AS 57700 0613

STX Offshore & Shipbuilding Projected Bulker Trojan Maritime Inc 58000 1215

STX Offshore & Shipbuilding Projected Bulker Shipping Land Co Ltd 58000 0916



Jiangsu Eastern Heavy Industry Projected Bulker Atlantska Plovidba dd 80300 0912

STX Offshore & Shipbuilding Projected Bulker Interglobal Marine Agencies 81000 0616

STX Offshore & Shipbuilding Projected Bulker Interglobal Marine Agencies 81000 1115

Sungdong Shipbuilding & Eng Projected Bulker Akmar Shipping & Trading SA 82000 0612

Jiangsu New Yangzijiang Shbldg Projected Bulker Fujian Shipping Co 95000 0414

Jiangsu New Yangzijiang Shbldg Projected Bulker Fujian Shipping Co 95000 0714

Yangzhou Dayang Shipbuilding Projected Bulker Crown Ship Ltd 118000 0213



HHIC-Phil Inc Projected Bulker Emarat Maritime LLC 175000 0612

HHIC-Phil Inc Projected Bulker Eregli Denizcilik AS 175000 0612



Qingdao Beihai Shipbuilding HI Projected Bulker Centrans Ocean Shpg Logistics 180000 0513

Tianjin Xingang Shipbuilding Projected Bulker Louis Dreyfus Armateurs SAS 180000 0114


Daehan Shipbuilding Co Ltd Projected Bulker Hanjin Ship Management Co Ltd 180000 0612




NEWBUILDINGS: data





HHIC-Phil Inc Projected Bulker Yasa Shipping Industry 180000 0612




Tianjin Xingang Shipbuilding Projected Bulker Louis Dreyfus Armateurs SAS 180000 0514


ContainerShipbuilder Status Shiptype Owner/Operator TEU DeliveryYangfanGroupCoLtd Projected ContainerShip NingboOceanShippingCoLtd 1100 0813

YangfanGroupCoLtd Projected ContainerShip NingboOceanShippingCoLtd 1100 0813

HyundaiMipoDockyardCoLtd Projected ContainerShip Delmas 1738 0113



STXDalianShipbuildingCoLtd Projected ContainerShip ArkasHoldingAS 2900 0213

STXDalianShipbuildingCoLtd Projected ContainerShip ArkasHoldingAS 2900 0513

ShanghaiShipyardCoLtd Projected ContainerShip NileDutchAfricaLineBV 3500 1212




SungdongShipbuilding&Eng Projected ContainerShip GoldenportShipmanagementLtd 3610 1212

HHIC-Phil Inc Projected ContainerShip CMACGMSATheFrenchLine 3650 0612








Dry cargoShipbuilder Status Shiptype Owner/Operator DWT DeliveryPetersScheepswerfBV Projected GeneralCargoShip UnknownOwner 3750 0613

PetersScheepswerfBV Projected GeneralCargoShip UnknownOwner 3750 0912


WesternMarineShipyardLtd Projected GeneralCargoShip SeaConsult 4100 0512



Chowgule&CoPvtLtd Projected GeneralCargoShip ChowguleSteamshipsLtd 4450 0612

Chowgule&CoPvtLtd Projected GeneralCargoShip ChowguleSteamshipsLtd 4450 0612

.7;% 6#'#99#( $#';830$; 67; :4649; (567 !9;"5$60/5156&+ 0%" 5% $#'!150%$;*(((*(517;1'8;%*$#')15:;90:69;%601 -5:;90:6 2;%601* ,# ";10&8+ %# 849!958;8*

Shipbuilder Status Shiptype Owner/Operator DWT Delivery


NEWBUILDINGS: data

QingdaoHeshunShipyardCoLtd Projected GeneralCargoShip MarLinkSchiffahrtskontorGmbH 4500 0612

TimbloDrydocksPvtLtd Projected GeneralCargoShip UnknownOwner 6000 0612













ZhejiangOuhuaShipbuildingCo Projected HeavyLiftShip Spliethoff’s 9900 0314

MiscellaneousShipbuilder Status Shiptype Owner/Operator DWT DeliveryVitawani Shipbuilding Sdn Bhd Projected Tug Vitawani Shipbuilding Sdn Bhd 0 1212

OffshoreShipbuilder Status Shiptype Owner/Operator DWT DeliveryTebmaShipyardsLtd Projected SupplyVessel TricoMarineOperators Inc 2900 0912

TebmaShipyardsLtd Projected SupplyVessel TricoMarineOperators Inc 2900 0912



TebmaShipyardsLtd Projected SupplyVessel UnknownOwner 4400 0512

FitjarMekaniskeVerkstedAS Projected SupplyVessel DOFASA 4990 0512

SamsungHeavy IndustriesCo Projected FPSO FlexLNGLtd 85200 1215



Ro-roShipbuilder Status Shiptype Owner/Operator DWT DeliveryNantong Mingde Heavy Industry Projected Vehicle Carrier Gram & Co AS 12500 0313

Nantong Mingde Heavy Industry Projected Vehicle Carrier Gram & Co AS 12500 0313

Ha Long Shipbuilding Co Ltd Projected Vehicle Carrier Unknown Owner 13350 0113

Ha Long Shipbuilding Co Ltd Projected Vehicle Carrier Unknown Owner 13350 0113

TankerShipbuilder Status Shiptype Owner/Operator DWT DeliveryKhersonskiySSZOAO Projected ProductsTanker UnknownOwner 4600 1212

KhersonskiySSZOAO Projected ProductsTanker UnknownOwner 4600 1212

IcdasCelikEnerji Tersane Projected Chemical/Oil Tanker IstanbulCelikEnerji 6400 0512




NokbongShipbuildingCoLtd Projected Chemical/Oil Tanker NBViking7SA 8000 0313




NEWBUILDINGS: data

.7;% 6#'#99#( $#';830$; 67; :4649; (567 !9;"5$60/5156&+ 0%" 5% $#'!150%$;*(((*(517;1'8;%*$#')15:;90:69;%601 -5:;90:6 2;%601* ,# ";10&8+ %# 849!958;8*


LinhaiHangchangShipbuilding Projected Chemical/Oil Tanker SprinterGadotYamLtd 16600 0113

HyundaiMipoDockyardCoLtd Projected Chemical/Oil Tanker IranShippingLines 37500 1013










ShinaSBYardCoLtd Projected Chemical/Oil Tanker UnitedArabShippingCo 45000 0113

ShinaSBYardCoLtd Projected Chemical/Oil Tanker UnitedArabShippingCo 45000 0113

BachDangShipyard Projected ProductsTanker VINASHIN 49000 0612

STXOffshore&Shipbuilding Projected ProductsTanker AlternaCapitalPartnersLLC 50800 0314

EISA Ilha -RiodeJaneiro Projected CrudeOilTanker PDVMarinaSA 70000 0114

JiangsuRongshengShipbuilding Projected Tanker ShanghaiNorthSeaShipping 75000 0113

MitsubishiHeavy IndLtd Projected LNGCarrier MitsuiOSKLinesLtd 80000 1013

MitsubishiHeavy IndLtd Projected LNGCarrier MitsuiOSKLinesLtd 80000 0613

DaewooShipbuilding&Marine Projected LNGCarrier StenaBulkAB 95000 0514

DaewooShipbuilding&Marine Projected LNGCarrier StenaBulkAB 95000 0714

HHIC-Phil Inc Projected CrudeOilTanker EmaratMaritimeLLC 319500 0912

JinhaiHeavy IndustryCoLtd Projected CrudeOilTanker GulfNavigationHoldingPJSC 320000 1013

HHIC-Phil Inc Projected CrudeOilTanker EmaratMaritimeLLC 320000 0612

JinhaiHeavy IndustryCoLtd Projected CrudeOilTanker GulfNavigationHoldingPJSC 320000 0214



EchosounderLetters: The Editor, Solutions Magazine, Sentinel House, 163 Brighton Road, Coulsdon, Surrey CR5 2YH, UK Email: [email protected]

Midsummer madness seems tobe manifesting itself in the Balticthis year – two passengers havejumped overboard from ferries inthe space of a month.On 9 June, a 25-year old man

jumped from the Destination Got-land ferry that had just departedthe port of Visby, on the westcoast of the Swedish island ofGotland, en route for Oskarshamn.He then attempted to swim the200m back to shore.Believing he had fallen over-

board accidentally, rescue ser-vices launched a boat and pickedup the man, who was rushed tohospital and found to be sufferingfrom mild hypothermia.When he was interviewed later

by police, the man said he had notfallen but had merely changed hismind about making the trip to theSwedish mainland and decidedinstead to swim back to shore.Just under four weeks later, a

similar event took place involvinga 23-year-old law student whowas a passenger on the WykerDampfschiffs-Reederei ferryNordfriesland and jumped as itleft the German port of Wyk. Inthis instance, the ship’s masterinitiated the man overboard drilland turned the ship around whilelaunching the rescue boat.The man was picked up and

first told the authorities thathe had been on deck using hismobile telephone and suddenlyfound himself in the water. Helater changed his story andexplained that he had travelledto Wyk to visit his sister and asthe ship left realised that he hadmissed his stop.

Jumpingship

Cleanhull andbrilliant smile

Admiralty addressesECDISconcernsDigital navigation has brought new challenges for

mariners in the form of electronic navigation chartsand ECDIS. In response, Admiralty has introducedsome new training products. Chief executive IanMoncrieff explained why: “While there aremanycourses that offer training in the use of generic andtype-specific ECDIS to comply with STCW regula-tions, there is little available that focuses specifi-cally on the practical guidance to using ENCs orcover the interaction between ENCs and the variousECDIS systems. TheAdmiralty practical use of ENCsseries of tools has been designed to fill this gap.”Those tools consist of two publications and a

training course. NP231 TheAdmiralty guide to thepractical use of ENCs is a hardback publication withscreenshots and hints on getting themost fromelectronic navigation charts. Admiralty is also pub-lishing a new supporting reference guide, NP5012

TheAdmiralty guide to ENC symbols used in ECDIS.TheAdmiraltyGuide to the Practical Use of ENCs

is a one-day course delivered by theAdmiralty’sown in-house team of experts. It has been designedspecifically for accreditedmaritime lecturers andindustry training professionals, and supplementsIMOModel TrainingCourse 1.27Operational Use ofECDIS. Admiralty says it will provide students witha fuller understanding of the interaction betweenENC data, ECDIS software and the ECDIS user.A supporting computer-based training course,

The Admiralty guide to the practical use of ENCs, isin the form of a CD.With a run time of aroundfour hours, this programme is designed to comple-ment the instructor-led training and the newnautical publications.For more details on course and books, contact:

[email protected].

Shutterstock

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makes a biofilm thatsticks to the teeth. In-stead of removing theplaque entirely,Dr Jakubovicsbelieves thetreatmenthis team hasidentified couldstrip away theharmful bacteriathat cause toothdecay. “Ultimately,

we hope to harnessthis power into a paste,

mouthwash or denture-cleaning solution.”More stud-

ies are needed to show the tech-nique works and is safe beforeany products could be brought tomarket, Jakubovics advised.Meanwhile, Solutions does not

recommend using any existinganti-fouling products to keepteeth clean.

Ever since the ban on TBT camein, coatings-makers have beenresearching replacements. Anyscientific work can have unex-pected benefits, but for oneteam of scientists a questfor cleaner hulls seemsto have had amostunlikely spinoff.Researchers at

Newcastle Universityin the UK had beenstudying enzymes fromseaweedmicrobes to seethey could clean ships’hulls. Bizarrely, they discoveredthat one enzymemakes a betterdental hygiene product than itdoes amarine anti-fouling.The scientists now believe

it could protect the areasbetween teeth where plaquecan gather despite brushing.Their lab tests suggest themicrobe’s enzyme cuts through

plaque, stripping it of bacteriathat cause tooth decay.According to Dr Nick Jakubo-

vics, of the university’s school ofdental sciences, plaque on teethconsists of colonies of bacteria.When bacterial cells die, theDNA inside them leaks out and

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Assessment of the efficacy, availability and environmental impacts

Fairplay August 2012 Magazine

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