MEMMEM Issue 3312 June 2017

MARINE ENGINEERS MESSENGER

MAN’S KAPPEL PROPULSIONUPGRADE SUCCESS FOR ODFJELL

BRUNVOLL VOLDA TO PRPOPELCOLOR HYBRID

ROLL-ROYCE UNVEILS ‘V’ FORMB33:45 ENGINE

MHI AND MHPS RE-SHAPE THESCRUBBER

KHI’S NEW LNG TANK APPROVESIN PRINCIPLE

ULSTEIN SIGNS LOI FOREXPEDITION CRUISER

EXXONMOBIL DATA POINTS TOENGINE PROBLEMS

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Telegraph

MEMMARINE ENGINEERS MESSENGER

MEM Issue 3312 June 2017

The waltz is a good way of gauging whether a trade show has managed to attract the highvolume of visitors expected of those that have paid top dollar for an exhibition booth. A step

to the side, then forward, back, and to the side again, as you move to avoid the throng is always agood sign. But few were waltzing around Norshipping this year.

“Biggest Norshipping week ever ready to roll!” gushed the pre-Norshipping campaign, as itdoes every two years, but exit polls suggested the event failed to meet expectations. A lowturnout. Paid for booths unmanned. Shipowner visitors few and far between. All in all, despite aflurry here and there, Norshipping 2017 was, sadly, something of a damp squib.

An offshore market reeling from recession undoubtedly had an impact, while some punterssuggested the focus on the future rather than the present had misjudged the industry’s need tofind solutions for the challenges it faces in the here and now. Certainly, on the occasions I walkedthrough Hall A, the Disruptive Sustainability Hall facilitated by Fathom Marine Intelligence, failedto excite and meet the hype, like a seaside amusement arcade in winter.

Talk of automated ships and disruptive sustainability, whatever that is, is all well and good butit does nothing to help a shipowner operating a fleet of, say, ten-year old bulk carriers andlooking to optimise operations in today’s economic climate.

To my mind there was just too much emphasis on what could be rather than what is.Buzzwords and hyperbole were in plentiful supply, which at the time sounded insightful, butwhen you digest the content, you find yourself searching for meaning, arriving at the conclusionthat it was all fur coat and no knickers.

Admittedly, shipping will evolve, as it always does, but the fleet will not be renewed ordigitalised in one fell swoop. And while we do need to keep a weather eye on the technologies andsolutions of the future, we need to understand more about how present technologies and systemscan meet the zeitgeist for cost efficienct means of meeting current and upcoming regulatoryrequirments or, say, averting a maritime cyber attack.

If readers can tell me what the following words and phrases actually mean, I would beindebted: ‘disruptive technology’, ‘disruptive sustainability’ big data, ‘infonomics’, ‘datasparency’,‘passive magnetic levitation’, ‘deep learning’, the ‘internet of things’. Do they all form a realitydistortion field or is it simply a matter of quantum bogodynamics?

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MARINE ENGINEERS MESSENGERSHIP TECHNOLOGY NEWS TO 8000 DECISION MAKERS

EVERY TWO WEEKS

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PROPULSIONODFJELL’S PROPULSION UPGRADES ACHIEVE A+ EFFICIENCY RATINGRightship, the ship approval system aimed at verifying vessel efficiency, has confirmed the fuel savingsNorwegian owner Odfjell has achieved using MAN Diesel & Turbo’s Kappel Propeller upgrade package.

In 2015, Odfjell announced its intention to upgrade the propulsion system on 19 vessels - eleven 37,000dwtand eight 40,000dwt chemical tankers - to optimise efficiency. The programme included new energy efficientKappel propellers, rudder-bulbs and technical upgrades of the main engines, turbochargers and shaftgenerator which, together, were expected to reduce fuel consumption by 20%.

Speaking to MEM, MAN Diesel & Turbo’s head of retrofit and upgrade, Kjartan Ross, said that testsperformed during seatrials, carried out in close cooperation with Rightship, have actually shown efficiencygains higher than those initially anticipated.

MAN Diesel & Turbo supplied the upgrade package to the final vessel in the series in February.“The upgrades have taken the whole drive train into consideration, with focus on improving the flow

between the propeller and rudder,” said Ross. “Traditionally, a vessel with a controllable pitch propeller willtake power from a power take-off shaft generator running at a fixed rpm, changing the speed of the vessel byadjusting the pitch of the propeller. However, for the slow speeds typical of today’s ship operations, thepropeller has to run at a much higher rpm than optimal for the slow steaming vessel speeds, which is far fromefficient.

“What we have done is optimise the gear ratio for the PTO to generate the same electrical frequency at alower engine rpm. By optimising the shaft generator along with the new Kappel propeller blades, we have beenable greatly improve propeller efficiency to reduce fuel costs when running at today’s service speeds.”

Once all the vessels have been upgraded they will be amongst the most energy efficient chemical tankers inthe world, with a Rightship energy rating of A+.

Following sea trials in August 2015 of the Bow Clipper, the first vessel to be upgraded, Helge Olsen, SVP ShipManagement, Odfjell, said: “The full-scale sea trial for our 37,000dwt vessel concluded with a 20% reduction.This is even better than the model test results and is as such highly satisfactory.Warwick Norman, (former) CEO of RightShip said that the investment “demonstrates Odfjell's leadership inenvironmental sustainability. It is also a smart move from a business perspective positioning Odfjelladvantageously in the market”.

MAN Diesel and Turbo’s fuel efficiency optimisation programme is also attracting the attention ofcontainership charterers, following the success of a 2015 propulsion upgrade to two 8500TEU vesselsoperated by Danaos Shipping, one of the world’s top five vessel owners in the container vessel charteringmarket.

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Along with thepropulsion systemsupgrade, the vesselsbenefitted from anoptimised bulbous bowand MAN’s TurboCharger Cut Out system.The upgrades reducedfuel consumption at anew optimisation speedof 18 knots by a total ofmore than 15% compared to the vessels as they were delivered from the new building shipyard in 2004.

“The upgrade is a very attractive proposition for the charter market and beginning to push liner companiesto consider upgrading their own vessels in order to optimise cost and environmental efficiencies,” said Ross

The Kappel propeller, originally developed by Danish inventor Jens Julius Kappel and acquired by MANDiesel & Turbo in 2012, is the among the most efficient propeller in the world and forms an integral part of thecompany’s propulsion upgrade package.

VETH UNVEILS COMPACT L-DRIVEVeth Propulsion has introduced a compact thruster unit for the yacht and workboat segments.

The Veth Integrated L-drive is available with power outputs ranging from 300kW to 1,325kW, althoughlarger units are under development, said Erik Veth, CEO of Veth Propulsion during Norshipping.

Key parameters during the development phase were space, efficiency and noise reduction, resulting in whatthe company says “is the most compact electric propulsion system in the world and therefore a revolutionaryconcept in the marine industry”.

The 500kW version will have its debut on a fish delousing vessel being built by Damen for Norwegianoperator Remoy Management, for delivery next year. Another set of the compact thrusters will be installed on anewbuild mega yacht.

BRUNVOLL VOLDA TO PROPEL COLOR HYBRIDBrunvoll Volda has signed a contract with Ulstein Verft for delivery of an extensive propulsion andmanoeuvring equipment package to the new Hybrid Ro-Pax ferry, currently known as Color Hybrid, for ColorLine Marine. The delivery time for the equipment from Brunvoll is April 2018.

Brunvoll Volda is the single source of contact for a delivery of a hybrid propulsion system of gearbox and cp-propeller, tunnel thrusters, rudders, steering gears and control systems.

The hybrid propulsion system is a twin screw gearbox and cp-propeller system with PTI/PTO for combinedelectro motor/generator. The hybrid propulsion system is designed for a combination of diesel-mechanical-,electric- or battery operation modes. The rudder is integrated with propeller and hull for optimum fuelefficiency. The thruster package consist of 2 FPP tunnel thrusters and 1 RDT permanent magnet driven tunnelthruster. The delivery also contains control systems for propulsion, positioning and manoeuvring.

“This is a ground breaking contract for Brunvoll,” said Hallvard Pettersen, CEO of Brunvoll Volda. “It is thefirst complete equipment package supply from Brunvoll, Brunvoll Volda and Brunvoll Mar-El together. It is agreat honour to be chosen as supplier to this vessel.”

The vessesl was awarded the Next Generation Ship Award at Nor-Shipping.

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PRIME MOVERSTORGHATTEN GIVES ROLLS-ROYCE 15-ENGINE ORDERNorwegian ferry operator TorghattenNord has signed a multi-engine dealwith Rolls-Royce for 15 gas engines topower five Multi Maritime-designedLNG ferries operating between Bergenand Stord.

The scope of supply is for 15 ninecylinder C26:33L9AG generating set,each of which can operate at variablespeed to reduce both fuel consumptionand emissions. The C-gas engine has anoperating speed of 1,000rpm andpower of 2430kW.

Two of the vessels will be built atthe VARD Brevik, yard in Norwaywhilst the other three will be built atthe Tersan Shipyard, Turkey. Thevessels are expected to enter service inJanuary 2019.

“Since the introduction of our firstmarine gas engines ten years ago,Rolls-Royce has delivered more than700 gas engines on land and at seaaccumulating over 25 million runninghours of operating experience,” saidKjell Harloff, Rolls-Royce VicePresident Engines, Marine. “We haveproved that the Bergen lean-burn, puregas, medium-speed engine range,combined with efficient hull designs,can help customers, like TorghattenNord, cut their ships’ emissions andfuel bills significantly.”

Torghatten Nord currently has 33ferries and 10 express boats inoperation in Norway. Four earlier LNGferries, with Bergen gas engines, werebuilt at Polish yard Remontowa, andhave been operating on two routesserving Lofoten.

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‘V’ VERSION OF THE B33:45 UNVEILEDRolls-Royce has launched a ‘V’ type of its B33:45 engine series to deliver 20% more power than the successfulin-line version. The engine produces 600kW per cylinder from the same footprint.

A twelve-cylinder (V12) configuration will be the first to roll out of the production plant followed by 16 and20-cylinder versions. Typical marine applications will be larger fishing vessels, drilling units, heavy lift andconstruction vessels as well as medium sized cruise and passenger, cargo and tanker vessels.

The V12 engine, delivering 7.2MW, is designed for both propulsion with fixed or CP propellers or as agenerator set. One hundred percent of the power can be taken out of either end of the crankshaft. For generatordrive the engine runs at either 720rpm (60Hz) or 750rpm (50 Hz) and for direct propulsion at between 450and 750rpm on propeller law. At 750rpm the fuel consumption at 100% load is 176g/kWh, and on propellerlaw specific consumption is 175g/kWh at 85% load.

The engine is designed for invisible smoke at low load and to comply with Tier II requirements with noexhaust after treatment and Tier III with Selective Catalytic Reactor. To ensure low emission levels andoptimum thermal efficiency throughout the power range, variable inlet valve timing is used to optimise bothfuel economy as well as premium transient response.

The engine series includes features for improved part load performance and torque at lower loads.A modularised design makes servicing the engine easier. Both the In-line and V-series are designed for up to

30,000 running hours between major overhaul when operating at average loads within a specified window,enabled by dynamic service counter. This feature is a part of the Human Machine Interface system and the ShipIntelligence offerings currently being introduced by Rolls-Royce.

The resilient mounting system has been simplified, and allows variable speed generating sets for premiumfuel economy and lowest possible emissions. Furthermore, this eliminates the need for welding on boardduring installation saving time for the ship yard and costs for customers. The pipe connections to the built-onpumps have been standardised and framed as a part of the front-end module enhancing operational lifetime ofbellows and connectors.

Thor Humerfelt, Rolls-Royce, Head of Engineering – Bergen said: “This V-engine series completes theB33:45-engine family and gives our customers freedom to select their optimum power choice in the rangebetween 3.6MW and up to 12MW. This will give them an excellent opportunity to reduce life cycle costs.”

The Bergen B33:45 In-Line diesel engine was introduced at SMM, Hamburg in September 2014. Availablewith six, eight or nine cylinders in line, close to sixty engines have been sold to date.

Orders have been received from all over the world includingNorway, the UK, Spain,Canada, China, Singaporeand New Zealand.

This engine series hasbeen chosen by avariety of ownersand yards for arange of shipdesigns andapplications,includingfishingvessels, aseabed miningvessel andtwo uniquecargo transfervessels,medium sizedcruise vessels,and research vesselssuch as RSS Sir DavidAttenborough.

The first vesselequipped with the B33:45,was the trawler Holmøy whichsuccessfully entered service in April 2016. Thelead engine has logged more than 8,000 running hoursin service.

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CLASS GIVE THUMBS UP TO MAN 175DMAN Diesel & Turbo has announced that its MAN 175Dhigh-speed diesel engine has received serial type approvalfrom the main classification societies.

Testing took place in Frederikshavn from 22nd to 24thMay in the presence of 10 international classificationsocieties, including ABS, BKI, BV, CCS, DNV GL, KRS, LR,NK, RINA and RRS. MAN Diesel & Turbo reports that theengine performed perfectly, exceeding all classrequirements, with subsequent inspection of the engineand its parts demonstrating its robustness and durability.

As a result, the MAN 175D is now globally certified formarine propulsion in both diesel-mechanic and diesel-electric modes, and auxiliary operation for a power outputof up to 2,220kW for the 12-cylinder version.

EMISSIONS MANAGEMENTMHI AND MHPS RE-SHAPE THE SCRUBBERMitsubishi Heavy Industries (MHI) and Mitsubishi HitachiPower Systems (MHPS) have jointly developed a newlarge-scale rectangular shaped marine scrubber tosimplify installation in smaller spaces.

The rectangular box-shape configuration, a world first,is claimed to offer “superlative emissions treatment” forhigh-output engines used on large-scale containerships. Adopting an open-loop configuration, a seawateralkaline solution is sprayed directly on to the exhaust gas,eliminating the need for chemicals or additionalprocessing. The new scrubber, developed in response tostringent SOx emissions regulations that enter forceglobally from 2020, can purify exhaust gas emitted fromheavy fuel oil to a level equivalent to more expensive low-sulphur fuel, according to a statement from the Japanesefirms.

The rectangular dimensions of the rectangularscrubber tower can be freely modified, volume efficiencyis higher than previous cylindrical scrubbers, providingspace savings. The equipment configuration is simple,allowing easy installation not only in newly commissionedships but in retrofitted vessels as well.The scrubber's main unit can be set into the upper deck'sengine casing, meaning it doesn't encroach on the ship'sload space. This is particularly beneficial for large-scalecontainerships that use a ‘twin island’ design structure.Deliveries of the scrubber are expected from 2020 and, inpreparation, both companies will seek certification fromselected countries while conducting extensive tests onships. Sales offerings will focus on installations for bothnewly commissioned ships and ships already in service.This includes ships constructed by MHI, as well as shipsbuilt by other shipyards.

MODULAR APPROACH TO SCRUBBING UPDamen Green Solutions (DGS) in partnership with DamenShiprepair & Conversion (DSC) and AEC, the scrubbersupplier, is trialling a new technique for retrofittingscrubbers.

Designated the Modular Approach, this new process isdesigned to cut the time that a vessel typically needs to

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spend in dock from two or more weeksto just a few days. This dramaticreduction in downtime, in combinationwith a more cost-efficient, certifiedscrubber, will be welcomed by shipowners and operators. The firstinstallation of this type is alreadyunderway for the RoRo cargo vesselStena Scotia.

The key to achieving this sharp fall indowntime for the vessel is maximisingthe amount of preparatory andmanufacturing work that can becompleted before the vessel arrives inthe dock. This happens in two parallelprocesses. In one of these, the

scrubbers and their supporting systems are fitted into two prefabricated modules while still in the workshop.The first module contains the scrubber plus all the necessary piping and electronics. The second houses all theauxiliary equipment including the pumps, heat exchanger and separators. These can then be tested andoptimised in advance of the actual installation.

At the same time, preparatory works are undertaken on board the vessel at times agreed with the ship thatdo not interfere with its scheduled operations. In the case of the Stena Scotia, the preparations on board,including steelwork and pipe-fitting, will take place over a number of weekends during routine overnightstopovers.

The result of the prefabrication process plus preparation works means that when the ship does finally arriveat a Damen yard, the technical team can focus on the final stage of the retrofit process; attaching and linking upthe two, fully operational modules to a ship that is ready and prepared to receive them. This last stagerepresents the third module of the operation.

Damen Green Solutions, the arm of the Damen Shipyards Group responsible for developing andimplementing low-emissions and environmentally-friendly solutions, has oversight of the entire processincluding commissioning and training. It does this in close coordination with Damen Shiprepair & Conversion(DSC) and, in the case of Stena Scotia, Damen Shiprepair Rotterdam.

“With the need to access the vessel during its regular operations to undertake the preparations, it is vital towork very closely with the owner and crew to make the hours available as productive as possible,” says projectmanager Stef Loffeld. “Fortunately, DSC’s Harbour & Voyage teams are expert at working efficiently andunobtrusively when a ship is still in an operational mode. We also cooperate closely in the engineering phasewith AEC, the suppliers of the scrubbing systems, to optimise the installation of the various components formaximum efficiency and operability. The result is a fast and effective installation with minimum downtime.”

Marcel Karsijns, Director of Damen Green Solutions, commented: “The combination of AEC’s simple yeteffective scrubbers and Damen’s innovative installation approach significantly reduces up-front costs andreduces the payback period of the investment. We expect this solution to receive strong support in the market.”

Jurriën de Vries, sales director of AEC Maritime, concluded; “The close co-operation between Damen andAEC has resulted in this new modular approach for retrofitting SOx scrubbers. This is yet another example ofthe AEC philosophy; ‘SOx scrubbing made simple’.”

LNG CONTAINMENTKHI’S NEW LNG TANK RECEIVES AIPDNV GL has awarded Kawasaki Heavy Industries (KHI) an Approval in Principle (AiP) forits newly developed non-spherical MOSS LNG tank. The new tank is aIMO Independent Type B LNG tank that has been developed for use in180,00m3 LNG carriers designed to pass through the new PanamaCanal.

KHI says that the new tank has the same reliability as a sphericalMOSS tank, but has an increased cargo capacity of 15%. It can alsobe used with the Kawasaki Panel System, an advanced heatinsulation system developed by KHI.

DNV GL carried out comprehensive sloshing and bucklinganalyses together with KHI, which demonstrated that the new tankprovided an equivalent level of safety performance to the well-known spherical MOSS tank with no filling restrictions.

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HYBRID POWERPBES UNVEILS REPLACEABLE MARINE BATTERYPlan B Energy Storage (PBES) has introduced a new solution for enhancing the lifecyclebenefits of marine battery systems.

Called CellSwap, the system uses a new cost-effective methodof retrofitting battery systems by replacing batterycells while leaving therest of the installationintact. The process,called ‘re-coring’, is saidto save up to 60% of thecosts of installing a newbattery after a five-yearcycle, greatly enhancinglifecycle value.

According to PBES,CellSwap is a marineindustry. While conventional batteries have to be recycled in their entirety, CellSwap enables battery cells tobe replaced while almost all other omponents are preserved, including electric and cooling components, cellbarriers and master battery unit (MBU). This is achieved due to the sizable percentage of aluminium present inPBES batteries, which enables the battery to be disassembled every five years and the lithium-ion cellsremoved and replaced. This approach is not possible using conventional batteries, which consist of plasticcomponents that are glued together, rendering them inaccessible, and are typically replaced every ten years.

Commenting on the launch of CellSwap at Nor Shipping 2017, Brent Perry, CEO, PBES said: “After heavyR&D investment, CellSwap represents genuinely revolutionary thinking in how marine batteries are designedand, consequentially, operated. By removing the need for full battery replacements, CellSwap deliverssignificant cost, efficiency and environmental benefits, while - crucially - enabling ship owners and operators toaccess the latest fast-moving innovations in battery cell technology when systems are replaced every fiveyears, rather than having to wait for ten years.

“CellSwap is a timely innovation and game changing for the shipping industry. With the InternationalChamber of Shipping (ICS) now formally recognising the need for a decarbonisation pathway that leads tofossil-free marine propulsion, CellSwap takes the lifecycle value and applicability of batteries – a proven andcommercial viable clean technology solution – to a new, more accessible level. Through CellSwap we candeliver a faster return on investment from battery solutions, while meeting the most pioneering ship owners’sustainability demands by removing the need for costly electronic waste recycling.”

The launch of CellSwap comes as PBES marks the production and installation of its 1000th battery. Itsbatteries are installed on seven vessels, and PBES expects this number to rapidly increase in the coming years.

ORCA ESS TO POWER PSVCorvus Energy has been selected by Wärtsilä as the supplier of lithium ion based energy storage systems (ESS)for the retrofit of the offshore platform supply vessel Viking Princess. Corvus will supply its Orca Energy ESSsolution for the project.

Viking Princess, the second Eidesvik platform supply vessel to adopt a Corvus energy storage system,is a state-of-the-art offshore supply vessel designed to safely service offshore installations in the North Sea.

The 533kWh Orca Energy ESS will be installed on the vessel in a hybrid arrangement, replacing one LNGgenset, resulting in 1t of fuel savings per day.

“Corvus Energy, and more specifically the OrcaEnergy ESS, was selected for its compelling safety,performance and return on investment”, said DagHåvard Håvardsholm of Wärtsilä. “Based on theinnovative approach of Orca and Corvus’ industryleading experience, ship owner Eidesvik has completetrust in this solution.”

As the leading manufacturer of energy storagesystems for maritime applications, Corvus designed andbuilt the Orca ESS solutions portfolio based on theexperience from more than 70 vessels utilising a CorvusESS, totalling over 35MWh and 1m operating hours.

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ENERGY MANAGEMENTFIRST ORDER FOR WÄRTSILÄ HYWärtsilä has received its first order for therecently introduced Wärtsilä HY, ahybrid power module thatcombines engines, an energystorage system, and powerelectronics. Italy-based Rimorchiatori Riuniti willapply the concept to new 80t bpharbour tug

“This first ever Wärtsilä HYinstallation will mark thebeginning of a new era in marinepropulsion technology,” said GiulioTirelli, Director of Marine Engineering atWärtsilä. “Our unmatched in-house expertise andcapabilities in both engines and electrical and automationsystems, together with our competences in digital developments,has enabled Wärtsilä to lead the way in taking marine propulsion to thenext level. This is truly a giant step forward.”

The Wärtsilä equipment will be delivered during the second half of 2018, and thenew tug is expected to be in service by the beginning of 2019. Rimorchiatori Riuniti already has a number ofvessels in its fleets with Wärtsilä solutions installed.

What is ostensibly a fully integrated hybrid power module, the Wärtsilä HY combines engines, an energystorage system, and power electronics through a newly developed energy management system (EMS).

“There is a notable trend in the marine sector towards hybrid propulsion solutions, which are anticipated torepresent a significant percentage of all contracted ships within the coming ten years. The new EMS representsthe latest generation integrated control system, and has been specifically designed for this application. Itcreates an outstanding means of interaction with the ship’s onboard systems,” the company said in a release.

With lower fuel consumption and emissions and improved vessel performance behind the development, theconcept has a ‘Green Mode’ capable of achieving zero emissions. Smokeless operation is also achievable at allload points and in all operating modes, thanks to a new patent pending automation procedure.

From an operational perspective, the EMS can help reduce maintenance requirements and extend theinterval between overhauls. Other benefits cited include instantaneous load acceptance with rapid response tostep-load changes, entire system certification and guaranteed performance.

The Wärtsilä HY will have dedicated versions for each category of vessels. While the first versions beingmade available will be designed for tugs and medium sized ferries. Wärtsilä also sees potential in other types ofvessels.

Lloyds Register (LR) has issued an Approval in Principle (AIP) certificate for the Wärtsilä HY.

ROLLS-ROYCE EMS SAVES FUEL FOR GEOThe new energy management system introduced by Rolls Royce and applied to Golden Energy Offshore’s two

new UT 776 CD PSVs has demonstrated fuel savings of upto 15% during sea trials.

Specifically developed to allow vessel operators toreduce energy usage, fuel consumption and operatingcosts, the EMS also supports environmental complianceand provides data that enables the ship to comply withSEEMP rules and IMO regulations.

It works by collecting then processing data frommyriad sensors on the vessel, including those on engines,propulsion systems, automation, deck machinery andother equipment. The system is ‘Cloud’-based, thoughdata is encrypted before being transmitted via link on to asecure Rolls-Royce-hosted web portal, allaying any datatheft fears. The portal enables fleet operators to compare

real-time and historical performance indicators and baseline analysis, with selected information displayedgraphically to make it as accessible and easy to use as possible.

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The system, available for retrofit, is also customisable to meet the requirements of a wide range of vessels,particularly those thirsty for fuel. For instance, fuel consumption and fuel consumption per nautical mile can bedisplayed, showing current levels against a baseline of historical data. Operators then see whether consumptionis higher than needed for the conditions, and whether the number of engines running should be changed tobring the operating engines into the load range with the lowest specific fuel consumption. This allows the crewto minimise fuel use and cut emissions.

Marco Cristoforo Camporeale, Rolls-Royce, General Manager, Intelligent Asset Management said; “GoldenEnergy Offshore tell us that during trials of the Energy Management System onboard two of their UT 776 CDPSVs they have demonstrated fuel savings up to 15%. We were expecting a slightly lower figure, somewherebetween 5 and 10%.”

Per Ivar Fagervoll, CEO Golden Energy Offshore, said: “Through the Rolls-Royce Energy ManagementSystem, we are able to optimise the energy use onboard by adjusting our switchboard configurations, withefficient use of the generators for standby sailing and when in DP mode. Accurate fuel consumption measuredat an early stage also gives us the opportunity to adjust the vessels’ speed and trim to save fuel.

“Our experience with the system has demonstrated the potential to save more than 10% in our fuel bill. Theinformation displayed on energy management on-board and ashore also has a significant positive effect onhuman factors and the attention on energy efficiency, which should not be underestimated. Beyond costsavings, we believe that a focus on emissions and energy efficiency goes a long way in fulfilling ourresponsibility towards the environment, and will also give us a competitive advantage in our marketplace.”

The Energy Management System has also been installed on the newly delivered fishing vessel, Ramoen, and aHurtigruten cruiseship, while Norwegian short sea shipping and logistics company NorLines has ordered theSystem for the Kvitbjørn and Kvitnos.

ELECTRICAL SYSTEMSCORALIUS POWERS UP

Alewijnse Marine has reached a milestone in the electrical fit-out of the LNGcarrier Coralius. The main switchboard is now operational and supplying power to large sections of thevessel which is nearing completion in Papenburg, Germany.

The 5800m³ capacity Coralius will transport LNG to areas where supply via pipeline is currently notan option. The vessel takes part of the EU projects Plug & Play with LNG, a regional EFRO-projectwhich concentrates on technical LNG related system developments and Pilot LNG, that is tasked withpromoting a pan-Europe LNG bunkering network..

The Coralius project is unique. The vessel requires the highest ice classification (1A) to remain seagoingthroughout the year. This is because the ship needs to withstand the extremely low temperaturesfound in the Baltic Sea during the winter. A second unique feature of the Coralius is the Emergency

Shut Down (ESD). This a security system especially made for the LNGroom which automatically shuts down various critical systems when gas is detected. Furthermore, the vesselwill have a dual fuel motor, hot water boiler technology, a lean gas auxiliary engine, a fuel performance systemand advanced thrusters for precise manoeuvring in restricted harbours.

BALLAST WATER MANAGEMENTBALCLOR ATTAINS USCG APPROVALThe BalClor ballast water management system developed by China’s SunRui Marine Environment Engineering ohas achieved US Coast Guard TypeApproval.

The side-stream electrolysistechnology, capable of a 170-8500m3/h treatment capacityfulfilled USCG ballast watertreatment requirements on 6June following a testingprocedure that included land-based tests in different watertemperatures and salinities, 6months of shipboard tests andenvironment tests for electricalcomponents. Land-based andshipboard tests took place in Denmarkwhile environment tests for electrical components werecompleted in Singapore.

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SEACURE REDUX TAKES BWMS TO NEW LEVELUsing the same approved electrochlorination technology, Evoqua Water Technologies has re-modelledits SeaCURE ballast water management system to provide optimum high flow rate performance fromwhat is now one of the smallest electrochlorination system on the market.

Introduced during the Nor-Shipping 2017 exhibition and conference, in Lillestrøme, Norway, the nextgeneration SeaCURE System is a skid-mounted, plug-in-and- play ballast water treatment system that is76% smaller and 85% lighter than earlier generations of the system.

Speaking at the introduction, Matt Granitto, business manager for Evoqua’s ballast water business,said: “Without reducing the high flow rate capacity of the existing SeaCURE system, we have dramaticallyreduced the number of components to create a modular system mounted on a 2m x 1.5m, easy to installskid. It is one the of smallest ballast water management solutions available capable of treating flowrates of up to 6,000m3/h. I don’t think anyone can treat the flowrates we can in the space we can.”

With installation and operational simplicity a key factor behind the updated design, the next generationSeaCURE system can fit through standard hatchways and can be installed by riding crews, reducingsubstantially pre-installation work and time required during drydock.

Ian Stentiford, Evoqua Water Technologies’ global vice- president, Electrocatalytic business, said:“The development of our core electrochlorination technology, which can now generateup to six times more output from the electrolyser is the main driver behind the remodelledSeaCURE system. The advancement has enabled our manufacturing and design partners tostandardise the system, developing multiple dose lines capable of treating three ballast linesfrom a single skid, as well providing marine growth prevention for up to four sea chests.What they have created is a universal enclosure that can be assembled rather than fabricated.Not only is the re-modelled system simple to install, we have been able streamline and reduce the maintenancerequirement.”

Using the same technology in its established Chloropac marine growth prevention system, theelectrochlorination cells used in the SeaCURE system can be increased or reduced depending on ballast waterflow rate and treatment capacity. The cells are self-cleaning, resulting in reduced maintenance time and costs.No chemicals are required. What’s more, the SeaCURE system obviates the need for an additional heatexchanger, even when operating in extreme arctic environments.

Another key feature, and one that is likely to prove a commercial lure to shipowners, is the dual functionalityof the system. Based on the company’s 50-year experience developing electrochlorination technologies, aSeaCURE BWMS can be configured to also work as a vessel’s marine growth prevention system, protectingagainst the build-up of biofouling in seawater in critical machinery and cooling systems.

“This means that if the shipowner needs to replace or update an MGPS, then we can layout the SeaCUREsystem to provide combined marine growth prevention and ballast water treatment capability. This dualfunctionality can provide a return on investment on the system as shipowners no longer need to invest in twoseparate systems. I don't know of any other system that combines ballast water treatment with marine growthprevention,” says Stentiford.

The IMO-approved system is currently in the final stages of USCG testing at Netherlands-based Marine EcoAnalytics (MEA-nl). The SeaCURE BWMS is expected to submit for USCG this summer.

SEMBCORP MARINE AND COLDHARBOUR INK BWMS DEALColdharbour Marine has signed an agreement with Sembcorp Marine that will see the latter offer theColdharbour GLD ballast water treatment system as part of the Sembcorp Marine Green Technology Retrofit(GTR) solution.

The GTR solutions provide carefully evaluated ballast water treatment systems from a select group ofequipment manufacturers with whom Sembcorp Marine is working closely.

Coldharbour CEO Andrew Marshall said: “We are delighted to sign this agreement with Sembcorp Marine.We have always maintained that no single technology is suitable for all vessel types and for all operatingrequirements. Our ballast water treatment systems target the largest vessels with the highest pumping rates,largest ballast volumes and longest ballast legs. For many ballast water treatment technologies, these threeelements combined would have translated into a perfect storm of terminal delays and unrecoverable costs forowners, which by comparison, would make the initial cost of installing a ballast water treatment system paleinto insignificance.”

Sembcorp Marine Executive Vice President and Head of Repairs and Upgrades Lee-Lin Wong said:“Our one-stop GTR solutions have everything needed to achieve successful ballast water treatment outcomes – from theanalysis of requirements, system selection, scanning and engineering, to full installation and commissioning ofequipment.” She also said that Sembcorp Marine’s GTR solutions will include ultra-violet and electro-chlorination-based systems so as to offer the most suitable technologies for all vessel types and operatingrequirements.

The Coldharbour GLD system is currently undergoing full US Coast Guard type-approval.

TH RDON

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 WASTEWATERCHILE CONFIRMS CLARIMAR ACCEPTANCEACO Marine has supplied its 100th Clarimar MF wastewater treatment system in a development that confirmsmarket acceptance of a new technology introduced little more than two years’ ago.

ACO Chile will supply the 100th unit, a Clarimar MF-3, for retrofit installation to Lautaro (ATF-67), a 1973-built 58.3m tugboat operated by the Armada de Chile. The contract marks a breakthrough for ACO Marine inChile’s naval and commercial maritime sectors.

Alexandre Fouquet, Business Development Manager, ACO Spa, said: “The order is an important developmentfor ACO Marine in the Chilean shipping industry. This contract, secured through our agent Altair SA, is a goodstart for ACO Marine products in this area.”

Juan E. Lynch, Managing Director, Altair SA, said: “As a major supplier of equipment to the Chilean maritimemarket for over 25 years, we have obtained approval from the Maritime Authority DGTM to supply ACOMarine’s Clarimar MF range of black and grey water treatment plants to the Naval sector.”

He also highlighted the potential for ACO Marine wastewater treatment system installations to theincreasing number of house-boats that are being built to meet a market demand for affordable housing.

Commenting on the market acceptance of the new Clarimar MF, ACO Marine managing director Mark Beavissaid: “That a new wastewater treatment system can penetrate what is an already established market in justtwo-and-a-half years is testament to the ability of ACO Marine’s engineering team to design a system capable ofmeeting market demand for a smaller, safer and cost-effective wastewater treatment solution.”

“There was no point continuing with the previous version of the Clarimar as it was similar to other systemson the market that adopt conventional technology. We developed a completely new technology. So, for us tocome in with the Clarimar MF and take ordersfrom more established brands in arelatively short time frame is aremarkable achievement.”

The biological-type ACO Clarimar MFsystem and its pollution-preventing“bio-sword” innovation were officiallyintroduced during Hamburg’s SMMexhibition, in September 2014.

“We needed to develop a wastewatertreatment concept that was not onlysmaller, safer and more cost-effectivethan our competitors, but also a systemthat provided a physical barrier againstpollution and illegal, or accidental,discharges. That is exactly what wehave achieved with the Clarimar MF,”said Beavis.

In January this year, the German-headquartered company supplied three of itssmallest Clarimar MF units to Ukraine-basedNibulon Shipbuilding and Repair Yard forinstallation aboard a series of high specificationproject tugs.

Clarimar MF-0.5 units will also be supplied for retrofitinstallation later this year to the tugboats OceanSparkle and Ocean Spirit.

BEARINGSTROPICAL SHIPPING OPTS FOR SEAWATER LUBRICATED PROP SHAFTSThordon Bearings’ Jacksonville-based distributor Coppedge Marine has secured an order with TropicalShipping for the award-winning COMPAC seawater lubricated propeller shaft bearing system.

The COMPAC systems destined for two 300TEU environmentally-compliant box ships under construction inChina, at the Guangzhou Huangpu Wenchong Shipyard, will represent a first reference for COMPAC with thisshipowner.

“Tropical Shipping is a long-standing customer to whom we have supplied various Thordon equipment overthe years,” said Ed Coppedge, Vice-President, Coppedge Marine. “We have often discussed the benefits ofseawater lubricated propeller shaft systems with the shipowner so are delighted that we can now add theCOMPAC system to our scope of supply.

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“A key factor in us winning the order was being able to offer a proven, reliable system capable of meeting theU.S. EPA’s Vessel General Permit Rules. When these new reefer containerships join Tropical’s fleet in June 2018,they will operate in US waters between Florida, the Bahamas and the Caribbean.”

Erwin Holder, General Manager Vessel Construction, Tropical Shipping said: “We have an establishedrelationship with Coppedge, which has supplied Thordon rudder bearings to a number of vessels in the Tropicalfleet. Our experience with these bearings and the confidence we have in Thordon systems, in general, meantCOMPAC was a no brainer for us. These new 300TEU vessels will have a raft of equipment designed to protectthe environment, so COMPAC fits well with our environmental sustainability goals. A seawater lubricatedpropeller shaft bearing installation means there will be zero risk of these vessels leaking oil into the sea.”

In addition to the COMPAC polymer bearings, the Tropical Shipping package includes Thordon’s Inconel®-equivalent shaft liners, Thor-Shield shaft coating systems, Thordon Water Quality Packages and a wear downpoker gauge assembly.

“We were very involved in the specification to ensure that we were able to offer Thordon’s 15-year bearingwear life guarantee, which was an important requirement for the owner,” said Coppedge. “To offer this Thordonhas to take the lead on the shaft installation to ensure it is properly protected and that the water flowing to thebearings is of sufficient quality.”

In concert with Coppedge, Thordon’s Chinese distributor CY Engineering will work with the shipyard toensure the system is installed correctly and optimise the plant to meet Thordon’s 15-year wear life guaranteerequirements.

The Guangzhou Huangpu Wenchong Shipyard will also build four 1100TEU containerships, each of which willbe powered by a MAN B&W 6S60ME-C8.5 main engine driving a five-bladed VBS1550-5 Mk5 CP propeller in aCOMPAC seawater lubricated shaft bearing arrangement.

Tropical Shipping’s new vessels will form part of a wider fleet expansion programme designed to improveservice levels between West Palm Beach, FL., Halifax, Canada and the Bahamas and Caribbean.

LUBRICANTSMOBILGARD CCM DATA REVEALS ENGINE CHALLENGESData analysis of more than 400,000 oil samples from ExxonMobil's MobilGard Cylinder Condition Monitoring(CCM) programme has identified the wide range of potentially damaging engine issues that operators mustaddress if they are to mitigate against potentially catastrophic engine failure.

According to ExxonMobil, a common problem is over-lubrication, which often results in wasted oilconsumption and unnecessary expense. However, the effects can be far more serious, resulting in excessivepiston and liner wear that can ultimately lead to even more significant costs for operators.

Analysis also demonstrated a growing issue with cat fines and continued cold corrosion, with 43 of thevessels assessed having issues with cat fines and that 15 vessels’ engines affected by cold corrosion, both ofwhich can reduce engine life if operators fail to address the problems quickly.

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Statistics taken from FES analysis of MobilGard CCM data analysis gathered in 2Q17 also showed that ninevessels had high levels of iron in the scrape down oil, an indicator of engine wear can lead and potentialreduced piston and liner damage, while 25 vessels’ engines were experiencing water washing problems. Thepresence of water in the engine removes the cylinder oil from the liners and can cause high wear rates.

lain White, Global Marketing Manager at ExxonMobil Marine said: "It is no secret that the marine industry isfacing challenging times. Operators are constantly under pressure to save money, therefore efficiency continuesto be front of mind. The data captured by our MobilGard CCM programme has indicated that many are missingthe opportunity to drive that efficiency and some are even facing a real risk of catastrophic engine failure."

ExxonMobil's MobilGard CCM programme is designed to provide protection for slow-speed engines and isvery effective as it is built on 15 years of experience in cylinder condition monitoring and analysis.

Operators on the programme receive a tailored lubrication recommendation which is based on extensivedata samples that benchmark their specific engine and operating conditions. Regular MobilGard CCM analysis,coupled with support from ExxonMobil's experienced engineers, helps customers to optimise their feed rates,maximise their engine life and ultimately reduce overall operating costs.

SHELL LAUNCHES NEXT GENERATION TRUNK PISTON OILSShell Marine has unveiled next generation versions of its Shell Argina and Shell Gadinia trunk piston oils for themedium-speed engine market.

The oil major believes that demand for distillates and low-sulphur heavy fuel oil will increase as shippingapproaches a global fuel sulphur content cap of 0.5%, imposed by IMO from 2020. As such, the lubricants havebeen developed to meet the requirements of a new breed of engines that operate with higher brake meaneffective pressures and higher operating temperatures.

“These characteristics pose a challenge for trunk piston engine oils, increasing the risk of rapid BN depletionand increased viscosity,” explained Marcus Schaerer, Shell Marine Global Marketing Manager.

“The new Shell Argina and Shell Gadinia oils feature excellent BN retention and viscosity control to addressthe faster oxidation that leads to deposit formation or lubricant contamination, without resorting tounnecessary oil sweetening.”

The Shell Argina range includes four grades: the BN20 Shell Argina S2 for residual, blended and distillatefuels; the ‘mainstream’ Shell Argina S3 (BN30) and Shell Argina S4 (BN40); and Shell Argina S5 (BN55) –offering extra protection from deposits and extended oil life.

Meanwhile, Shell Gadinia S3 is a new addition to the existing standard and anti-lacquer Gadinia variants, andhas been developed to control oil consumption in modern engines burning distillate fuels. “New and modernengines are designed to achieve higher efficiencies, lower emissions and lower operating costs,” said Schaerer.

Shell Gadinia S3 has a comprehensive set of non-engine approvals for a wide range of non-engine shipboardapplications, to provide a single long-term lubricant solution for smaller vessels working in the most severeoperating conditions.

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Exhaustive in-engine trials at Shell’s Marine and Power Innovation Centre in Hamburg confirmed thelubricants capacity to avoid sludge formation, improve piston and crankcase cleanliness, and thus block depositformation. Both oil types offer improved detergency over previous Shell Marine products and those fromcompetitors.

“Compared with a high-performing industry reference oil, the new Shell Argina S5 shows a 12.6%improvement in BN retention and a 15-20% improvement in piston under crown deposit thickness, forexample,” said Schaerer. “For operators, this can translate into lower operating costs via longer oil life, lesssweetening and reduced maintenance.”

PANOLIN HLP SYNTH 32 ON THE BOSCH REXROTH RDE 90245 FLUID RATING LISTPanolin’s biodegradable hydraulic oil HLP SYNTH 32 has successfully completed Bosch Rexroth tests as part ofthe rigorous requirements for RDE 90235 certification. It is thought to be the first biodegradable hydraulic oilto obtain the Fluid Rating (ISO 15380 in combination with the RFT-APU-CL test).

HLP SYNTH was the first hydraulic oil to obtain the 'Blue Angel' environmental award around 20 years agoand has already been approved by numerous manufacturers. Its inclusion in the Bosch Rexroth list means thatit now also bears the label of what is currently the most rigorous OEM test on the market.

Recent years have seen a sharp increase in the requirements to be met by hydraulic oils. Growing powerdensity – the result of higher working pressures, motor speeds, oil circulation cycles and temperatures – hasdriven the development of hydraulic systems forward in past years, imposing more demanding requirementson the hydraulic liquids used in these systems.

These liquids have a decisive impact on the friction characteristics of the hydraulic components, amongstother things. The ongoing technical development of high-performance hydraulic systems and suitability of newhydraulic media and additives are only partially reflected in the tests used to date. Whereas in the 1970s,specific power density was approx. 4 to 5 KW/kg pump weight, that figure, at over 8 KW/kg, had almostdoubled by 2010.

DECK EQUIPMENTDELLNER LAUNCHES NEW HEAVY-DUTY DISC BRAKESDellner Brakes has added two new heavy-duty disc brakes to its SKD range. Launched atNor-shipping in Oslo, the new brakes are designed for stopping rotary motionand statically holding load in large marine vessels, offshore and industrialmachinery.

The SKD 140 brake delivers braking force of up to 258kNthrough two brake housings, each containing a hydraulic piston andthe SKD 4x140 brake combines two brake assemblies containing atotal of four powerful hydraulic pistons to deliver braking force ofup to 516kN, making it Dellner’s most powerful brake yet.

Marcus Åberg, Dellner Brakes’ CEO, said: “Our new SKD brakesdeliver more stopping power than ever before and we are confidentthat this brand new modular design from Dellner Brakes will provevery popular with engineers and specifiers looking for powerful,cost-effective braking solutions for larger applications, both on andoffshore. These new brakes are the latest in a lengthy line ofinnovations from Dellner that includes the launch last year of theworld’s very first fully automated electrical ‘stopping, turning andlocking’ (eSTL) system.”

The new SKD brakes feature cylindrical guide pins that transmitthe tangential braking force from the brake lining to the brake housingand mounting stand. As a result, the brake pistons are not subject to anyradial forces, which makes the brakes last much longer.

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FRAMO DELIVERS PUMPING SYSTEMS TO HÖEGH LNGFramo has signed a contract with Höegh LNG for the delivery of pumping systems to their new Floating StorageRegasification Unit (FSRU). The contract is for one unit, with option for three more units which are currentlybeing built at Samsung Heavy Industries in Korea.

FSRU is a floating processing and terminal facility used when it is not profitable, or for other reasons notpractical, to develop onshore terminals. Byusing an on-board regasification unit, theliquid gas carried by the LNG tanker isconverted to gas prior to being broughtashore. This process requires the gas to beheated, requiring large quantities ofseawater pumpedfrom the ocean.

Framo is toinstall four pumps ineach of the vesselswhich are due to bedelivered during theperiod 2019 to 2021.

"Global demandfor energy is on therise, but in many

areas the necessary infrastructure is not in place. FSRU is a highly versatile alternative asa vessel can be moored at any quay and operate as a terminal. Furthermore, theinvestment costs are significantly lower than for onshore developments." says ThorbjørnVågenes, Director, Oil & Gas Pumping Systems at Framo AS.

The delivery to Höegh LNG is based on highly recognised Framo technology, whichhas been used in connection with offshore operations for a number of years. A similarsolution was delivered to Shell's floating LNG facility, Prelude FLNG.

These pump systems have improved operating reliability, are lighter, and havefewer components to maintain compared with the conventional pumps mostcommonly used on board FSRU vessels. The Framo system will also eliminate theneed for a separate pump room on the vessels where space often is limited.

MACGREGOR READY FOR A FIBRE-ROPE CRANE REALITYMacGregor is building one of the most advanced fibre-rope cranes on the market.The MacGregor FibreTrac crane will have a 150t safe working load capacity andwill be ready for testing during the first quarter of 2018.

The crane has already been designed and will be built to comply with thelatest DNV GL lifting appliance as well as the fibre and ropemanufacturing rules. MacGregor intends to provide the first system fullycertified in compliance with DNVGL-ST-E407 (deployment and recoverysystem).

Vice President of the Advanced Offshore Solutions atMacGregor, Heye Heyesen said: "MacGregor launched itsfibre-rope crane range in 2016 and as part ofdemonstrating its capabilities to the market, wehave entered into a programme to build, certifyand validate the world's most advanced fibre-ropeknuckle-boom crane that the market has yet seen.

"The greatest advantage of fibre rope whenhandling loads in ultra-deepwater is that it weighsvirtually nothing in water. This neutral buoyancymeans that, regardless of the length of ropepaid out, the fibre rope does not addanything to the load experienced by thecrane. Cranes can therefore retain their full payload liftingcapacity all the way down to maximum depth. This is in completecontrast to using wire rope, where the ever-increasing weight of wirepaid out limits the load permissible in relation to depth.”

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MARINE COATINGSSTENA RORO SELECTS SELEKTOPE FOR NEWBUILDSStena has signed a contract to coat the hulls of four newbuild RoPax ferries with paint that incorporates the bio-repellent antifouling ingredient Selektope.

The agreement confirms yet more full vessel applications for Selektope®, whose pharmacological mode ofaction combats barnacle settlement on ships’ hulls by temporarily stimulating the barnacle larvae’s swimmingbehaviour. To-date, marine coating products containing Selektope have been applied to over 150 vesselsincluding; tankers, containerships and LNG carriers, in a series of newbuilding and over-coating projects.

The organic, non-metal compound is the only one of its kind in marine antifouling application. It ischaracterized by high efficacy at extremely low concentrations (0.1% w/w), ultra-low leaching and flexibility toboost copper-based paint formulations or replace copper completely.

Tests have shown that anti-fouling paints containing Selektope® offer superior hard fouling protection,resulting in lower water resistance and decreased fuel consumption, in addition to lower maintenance costs.

Selektope repels barnacles even when ships are idle, allowing fuel saving claims made by coatings suppliersto cover the ship’s entire operational cycle.

“We are honored that a pioneer of sustainability in commercial shipping such as Stena RoRo has chosen aSelektope®-containing hull coating product for its newbuild program. Their investment in a premiumantifouling product that contains Selektope® will deliver strong antifouling performance with the additionalbenefit that their high-activity vessels will have the best protection from barnacle invasion,” says PhilipChaabane, CEO I-Tech AB.

Delivery of the ferries is scheduled for 2019/2020. They will be built at the AVIC yard in Weihai, China.

HEMPEL COATS NEW SILVER MUSE CRUISESHIPThe hull of the 40,700gt luxury cruise ship Fincantieri’s Genoa Sestri Ponente shipyard is building for

Silversea will be coated with Hempel’s Hempaguard X7.According to the Danish coatings supplier, the antifouling paint was selected due to potential fuek savings of

up to six per cent. Hempaguard’s flexibility was also a deciding factor for Silversea as cruiseships operateunique trading patterns which involve a combination of slow and fast steaming as well as regular periodsalongside.

Roberto Martinoli, CEO of Silversea said: “At Silversea we are fully committed to operating in the mostefficient way and with minimal impact on the marine environment. Hempaguard not only promises to deliverimpressive fuel savings which will help us contain our costs, but it will also help us to reduce CO2 emissions.We are honoured that Silver Muse was awarded the RINA GREEN PLUS voluntary notation, which is based onan environmental performance index that covers all aspects of the vessel’s impact on the environment,including carbon emissions.”

Application of the entire coating system on the hull took just four days. Other products applied to SilverMuse include Hempathane TC 55210 (a two-component glossy acrylic polyurethane coating) for the topsidesand external areas, Hempadur Quattro 17634 (a two-component universal epoxy IMO PSPC compliant coating)for the ballast tanks, Hempadur 35560 (solvent-free two-component high-build polyamine adduct cured epoxycoating) for the potable water tanks and Hempadur 85671 (a two-component amine adduct cured phenolicepoxy (novolac) coating) for the grey water tanks.

AKZONOBEL OPENS NEW R&D FACILITYAkzoNobel has completed the US$3.5 million expansion of its US research and development facilities inHouston, Texas.

Carried out in phases over a period of three years, the investment in the site - which employs around 40scientists - will support the company's Protective Coatings, Marine Coatings and Specialty Coatings businesses.

Part of AkzoNobel's ongoing investments in its global RD&I activities, the Houston upgrade follows aninvestment of €12.6 million in a research and innovation hub in Felling, UK, announced earlier this year.

"Our new state-of-the-art research and development facilities in Houston enhance our unique capability todevelop and deliver products and innovations with specific performance requirements for North America. Ourdevelopment capabilities are now second to none," said Steve Feldman, Vice President for Protective CoatingsNorth America.

As well as offering a more rewarding work environment for our employees, the upgraded facilities will bringus closer to our customers by delivering new testing and applications capabilities, and help us work closelywith industry to continue developing solutions for their specific needs."

Additional capabilities at the facility include a dedicated area for experimental paint making, a modern paintapplication laboratory and environmentally controlled drying areas for conditioning of test panels. Enhancedchemical resistance testing equipment is also available to support the Ceilcote and Enviroline lining ranges inNorth America.

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SHIP DESIGNSHI AND DNV GL TEAM UP ON NEW LNGC DESIGNDNV GL and Samsung Heavy Industries have agreed to team up on a project to develop a new LNG carrierdesigns.

The objective of the joint development project is to design two 30,000m3 LNG carriers, one with amembrane containment system, the other using Type-C tanks. The scope of the project covers the designreview, safety analysis, market research, various structural and safety evaluations and, if successful, will resultDNV GL Approval in Principle.

“The present business environment requires that the shipping industry moves further towards eco-friendlyoperations due to environmental concerns, recent international regulations, as well as rises in fuel oil prices,”said Mun-Keun Ha, Senior Executive VP of SHI. “As leaders in reacting to new market trends in their specialisedfields, this new joint development project between DNV GL and SHI will improve the business strategies of bothparties.”

DNV GL’s Regional Manager, Maritime Korea & Japan, Tommy Bjørnsen, added: “Offering owners andoperators more options to manage their operations more efficiently and sustainably is important in today’sextremely competitive market. We look forward to the further development of the design and its futuresuccess.”

NEWBUILDS & DELIVERIESULSTEIN SIGNS LOI FOR EXPEDITION CRUISER

Norway’s Ulstein Verft has signed a Letter of Intent (LOI) with an undisclosed owner for the construction of oneor more ULSTEIN CX104 type expedition cruise vessels.

The shipbuilding and design group says the vessels will be “the most unique expedition vessels in themarket”, combining unparalleled guest experiences with excellent polar exploration capability “beyondanything we have seen before”.

CEO Gunvor Ulstein at Ulstein Group said: “The past few years we have worked strategically to target theexploration cruise market. This LOI proves that we are now confirming our position in this market. We arepleased to have been chosen as partner in this exciting project and we now look forward to turning this projectinto reality.”

The vessels will be designed by Ulstein Design & Solutions to incorporate the distinctive X-BOW design, andwill be about 120m long and 20m wide. With focus on creating a safe and comfortable platform, the design hasan emphasis on giving passengers the best possible viewing experiences while sailing through some of the mostspectacular areas of our planet. The vessels will surpass the newest regulatory demands for taking passengersinto Arctic and Antarctic waters, and are planned for delivery in 2019 and 2020.

The signing of the LOI represents a significant step to realize these future expedition vessels to the market."The cooperation and team work have been very good and we are looking forward to realizing this project

together with all parts involved. Our 100 years of tradition and experience in building and innovate ships willbenefit our customer,” said Ulstein Verft managing director Kristian Sætre.

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NEW 65 000DWT OPEN HATCH BULK 50% LIGHTERDNV GL and Japan’s Oshima Shipbuilding have banded together to produce a new state-of-the-art 65,000dwtopen-hatch general cargo carrier design. The design, the fruits of a joint development project, includescomposite tween decks to maximise space utilisation and save weight.

“We believe this new ship design delivers an excellent combination of characteristics to meet the varyingrequirements of the open-hatch general cargo segment. Several new technologies for general cargo carriershave been implemented, such as composite tween decks, a PTO/PTI shaft generator and batteries. This resultsin a design that offers shorter port handling times, reduced maintenance costs and a simple, cost-effectivemanufacturing process,” said Sho Minami, CEO of Oshima Shipbuilding Co.

The new design features a high cubic and deadweight capacity at a shallow draught, enabled by an increasedbreadth without compromising performance. This allows the ship to enter a large number of ports. It has eightbox-shaped cargo holds with full-width hatch openings, including two long holds for larger project cargoes.

One of the design’s more prominent features is the use of tween decks to maximise the vessel concept’sspace utilisation. Constructed from a composite material, the vessel would be 50 % lighter than steel versions,without sacrificing any of the functionality, service or safety.

The design also features battery assisted crane operations, a propulsion arrangement with a PTO/PTI shaftgenerator and the possibility to select different fuel and technology options to meet current and futureemissions regulations.

NEW FUTURE FOR THE FJORDS

The Fjords has confirmed it will build a sister ship to the diesel-electric plug-in hybrid Vision of the Fjords,launched in 2016. However, unlike its predecessor, this 42m long carbon fibre vessel will be all electric andcompletely emission free.

The aptly named Future of the Fjords launches in April 2018.Currently under construction at the Brødrene shipyard, the new vessel retains its sister’s eye-catching

‘mountain path’ design and environmentally friendly build, with a hull that minimises wake and reducesshoreline impact erosion. It too offers up to 400 passengers jaw dropping panoramic views of the WesternNorwegian fjords, with a guaranteed 1m each of railing on deck for a unique ‘front row’ experience of nature.

The Fjords CEO Rolf Sandvik said: “Under the skin this new craft is a different beast. Vision of the Fjordsswitches from diesel to electric power when entering the UNESCO World Heritage Listed Nærøyfjord. Itrepresented an important step forward on our journey to transform tourism in this delicate naturalwonderland, but this new ship is, quite simply, our dream come true. It marks the fulfilment of a vision.”

The new DNV GL classed ‘light craft’ will be propelled by two 300kW electric motors, enabling cruisingspeeds of 16kts along the spectacular fjord route between Flåm and Gudvangen. Alongside changes to thepropulsion system, Future of the Fjords will boast upgraded IT systems, to ensure it meets the digital demandsof tomorrow, and a refined restaurant and comfort levels.

Future of the Fjords is expected to cost NOK 144 million, marking a significant increase over Vision of theFjords’ NOK 90 million price tag.

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TWO DAMEN FERRIES FOR BRITISH COLUMBIA, CANADAFollowing an extensive, multi-phased international tender process, Canadian ferry operator BC Ferries hasawarded Damen Shipyards Group a contract to construct two 81m ferries. The vessels are part of BC Ferries’ongoing fleet renewal programme.

BC Ferries operates 24 ferry routes along the coast of British Columbia, Canada. The new vessels will be ableto cover many of the company’s routes to the Northern and Southern Gulf Islands off the coast of Vancouver.Part of a fleet renewal programme, the new ferries will replace the 59-year old North Island Princess and the53-year old Quadra Queen II.

Damen initially submitted its vessel designs to BC Ferries in March 2016 in response to a Request forExpressions of Interest that the Canadian company issued to the international shipbuilding industry. Afterattracting interest from no less than 28 shipyards, the highly competitive tender process proceeded in October2016 when short-listed companies – including five Canadian shipyards – were invited to submit their bids.Damen was selected as the subsequent winner of this tender process.

Both vessels will be constructed at Damen Shipyards Galati in Romania and are expected to enter service in2020. The 81m long design will have capacity to carry approximately 44 vehicles and up to 300 passengers andcrew.

“This is a design-build, fixed-priced contract that provides BC Ferries with substantial guarantees related todelivery dates, performance criteria, cost certainty and quality construction,” said Mark Wilson, BC Ferries’ VicePresident of Engineering. “A key objective of BC Ferries’ fleet renewal program and the acquisition of these twominor class vessels is to achieve capital and operating cost savings and efficiencies through an overall class andstandardization strategy.”

“We are extremely proud to be constructing these two ferries for British Columbia,” says Damen Leo Postma,Damen Sales Manager. “Furthermore, we are looking forward to further developing our existing relationshipwith BC Ferries by building safe, reliable high-quality ferries contributing to BC Ferries’ vessel replacementprogramme.”

NASSCO DELIVERS FINAL ECO TANKERGeneral Dynamics NASSCO has delivered the final ECO Class tanker constructed as part of an eight-tanker, dual-customer programme. The Palmetto State wasdelivered to long-time customer AmericanPetroleum Tankers (APT) during a signingceremony at the NASSCO shipyard in San Diego.

In 2013, NASSCO entered into agreementswith two companies, APT and SEA-Vista, LLC, todesign and construct a total of eight 610-foot-long, 50,000 deadweight-ton, LNG-conversion-ready product tankers to include a 330,000 bblcapacity each.

The Palmetto State and its sister ships are themost environmentally friendly tankers to enterthe Jones Act trade. The tankers' ECO designoffers a 33% increase in fuel efficiency and acorresponding reduction in ship emissions.

In just under three years, NASSCOshipbuilders constructed and delivered all eightECO tankers. During this time, the companyachieved several first-time milestones, including a record throughput of 60,000 tons of steel per year and thedelivery of six ships in 2016.

"Thprogram pushed us to develop more efficient planning and production techniques, and fundamentallyimproved the way we perform every day," said Kevin Graney, president of General Dynamics NASSCO. "I creditthe success of this program to the thousands of hardworking men and women who contributed to the design,construction and delivery of these ships. Their dedication to continuous improvement was demonstrated bythe hull-to-hull learning we saw over the course of the ECO Class program. I also thank American PetroleumTankers and SEA-Vista, LLC for their partnership and confidence in NASSCO."

NASSCO is the only major shipyard on the West Coast of the United States conducting design, constructionand repair of commercial and U.S. Navy ships. In the past decade, NASSCO delivered more than 30 ocean-goingships to government and commercial customers—including the world's first LNG-powered containerships.

For its commercial work, NASSCO partners with South Korean ship designer, Daewoo Ship EngineeringCompany (DSEC), for access to state-of-the-art ship design and shipbuilding technologies.

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FEATURE ARTICLESAFETY FROM A DIFFERENT ANGLE“Human failure tops the agenda of many companies though few know how to address it in a proper way.Collaboration, trust and engagement of all personnel -ship and shore- are vital to reduce major accidents. Thewhole industry needs to change its focus when it comes to improving maritime safety,” says BenedikteWentworth CEO of Propel.

According to Propel, an Oslo-based maritime analyst company, despite the continuing downward trend intotal vessel losses, the frequency of major casualties continues to be an issue with marine risks growing both insize and complexity, a fact corroborated by the International Union of Marine Insurance.

“The frequency of major accidents has reduced when you look back over the past decade. This may misleadus to believe that the risk of major accidents is also reduced. On the contrary, as ship sizes and complexities ofoperations increase, the risk of major accidents has increased due to higher potential consequences,” saysWentworth.

Technology, training and regulations had all helped to cut losses over the years, she added, but humanfailure is once again at the top of the agenda of large global corporations, including the oil majors. She believesthis focus will trigger a much-needed paradigm shift in the industry approach to safety, potentiallythreatening the business models of the dominant providers of safety services, including class societies,flag state control, port state control and vetting schemes.

“On a typical day in shipping three seafarers are killed, 30 persons injured, every other day aship is lost and US$8 million paid out in insurance claims. This is a major concern forpeople working in the industry, for cargo owners, shipowners and insurers,” points outWentworth and adds: “Propel’s mission is to advance this paradigm shift byleveraging unique insights and proven alternative methodology, includingnew 3D training simulation solutions.”

In Wentworth’s opinion, companies in high risk industries that“operate safely” typically apply a mix of three strategies:

● avoid failures by doing it right in the first place● manage threats and failures when they occur

(before they escalate)● be prepared to handle critical situations.

Wentworth and her colleagues at Propelreckon many shipping companiesmostly focus on the first and thirdstrategy, but often overlook thesecond, which is managingthreats and failureswhen they occur.

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The blind spot“Failures will occur, it is just a matter of time. If failures are not handled properly,

they may develop into critical situations and accidents. This has become an industryblind spot because the biased focus on doing it right makes people reluctant to be openabout their failures, concerns and mistakes. Our findings show that in most shipaccidents, failures were already known by the crew prior to the accident, but were notaddressed and corrected. The three strategies are interlinked and they must becombined,” Wentworth (right) maintains.

“The doing it right in the first place approach can be exemplified by theimplementation of the ISM code when the saying was: Write down the right way to doa task, do what you write and prove it.

And we do a lot to “prove it”. In fact, every second minute a safety inspection oraudit is completed in shipping. Thousands of auditors and inspectors across the worldare engaged by classification societies, flag and port state authorities, vetting,insurance and HSEQ departments. They verify that ships do the right thing and comply with technical andprocedural requirements. However, ticking boxes never made anyone safer.”

Culture changeTorkel Soma (pictured below), partner and senior consultant at Propel adds, “We have created an industry

of ‘cover-ups’. There are now so many procedures that, in some cases, it is impossible to comply with all ofthem. Our insight from surveys involving thousands of seafarers on an anonymous basis is that 45% admit that

they break procedures on a regular basis. At the same time, seafarers are afraid ofbeing caught breaking the procedures and, intentionally or not, cover-up their non-compliance and mistakes.”

He continues, “Furthermore, most shipping companies support such a practice bysending on board pre-inspection task forces to ensure that everything is in place priorto an inspection. As a result, safety audits and inspections are becoming like beautycontests where it is the best make-up artist that wins the prize. We need to get back tothe initial important purpose; to prevent disasters at any time, not just during theinspections. In fact, our measurement of organizational maturity of handling failuresshows that 50% of ships in the global fleet have developed a ’cover-up’ culture.”

“To put it succinctly, the maritime safety regimes are funded upon distrust andthere is a need to bring trust back to reduce major accidents,” adds Soma.

COLLABORATION KEYWentworth sees people as key to prevent threats and failures from escalating. However, she believes

improving safety or performance is not only about improving individuals but also improving collaboration. Shesuggests that the shipping industry could learn from the aviation industry where transformation towards amore collaborative and open culture started 20 years ago by implementing what is called ‘threat and errormanagement’.

“Some major shipping companies have taken the step to adopt policies and practices that go beyond therequirements of the management systems and include strategies previously pioneered in other industries, suchas the airline industry. We welcome such moves and believe such practices, coupled with technologicalimprovements, will trickle down the shipping industry where safety is paramount,” says Wentworth.

Propel’s unique insight comes from working on more than 700 improvement and change cases and uniquedata gathered from more than 30,000 respondents according to Didrik Svendsen (pictured below), partner andsenior consultant at Propel. “Our data shows a potential to reduce the risk of serious accidents and businessinterruptions by 75% on 75% of the world fleet,” claims Svendsen and adds, “Ouralternative methodology has been tested and proven over the past five years andhelps companies to deal effectively with human failures.”

Commenting on Propel’s new digital training models, Svendsen says: “We havedeveloped, together with Attensi, unique 3D simulation models to scale insightsand to practice new ways of thinking as regards safety behaviour. The interactivemodels have the potential to be truly transformative, not only in the classroom butalso on board. Built on the concept of gamification, the idea is to create anenvironment where reality and simulation merge to create valuable trainingscenarios with the added element of motivational competition, achievement,recognition and learning analysis.”

Svendsen believes the solution represents a step-change in seafarer training andwill become increasingly important. “Some owners are already seeing the value of

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digitalisation, also when it comes to crewtraining. As a leading example, "K" Line LNGShipping (UK) shares our concern relatingto the need to focus on managing failures,and we are pleased that they are taking thelead on this important issue. They havealready started implementing the solution inofficer seminars and will start trainingonboard in June.”

While recognising that such newtechnologies can lead to a new era ininteractive training and accelerate maritimesafety culture development, Svendsen isquick to point out that the adoption of suchmodels requires commitment from bothmanagement and seafarers.

“What we do see with the bestshipowners and operators is a proactive safety culture, going beyond ticking the ‘compliance boxes’ and ratherapplying a collaborative approach from top to bottom in the company organisation,” says Svendsen, adding:“We strongly believe in safety cultures that focus on collaboration and trust. This is what really makes animpact in improving safety.”

COMPANY NEWSMAN TO ACQUIRE 40% OF BATTERY STORAGE FIRMMAN Diesel & Turbo has contractually agreed to acquire a 40% participation in Aspin Kemp & Associates(AKA). AKA is a Canadian company, based in Montague, Prince Edward Island (PEI) which specialises in powersupply, energy management and drive systems for marine applications. The company employs around 120persons at five locations around the world and about 100 people in its PEI locations.

AKA is the world market leader in equipping diesel-hybrid powered vessel propulsion systems withintegrated battery storage systems and in high-reliability on-board power systems in dynamic-positioning (DP)applications for the marine and offshore oil & gas sectors. The company is also technologically leading the fieldof energy storage and hybrid power solutions for a broader range of marine, offshore oil and gas and land-based applications. AKA has developed and continues to improve game changing technology for power,propulsion and drilling applications in the offshore oil and gas sector.

AKA co-founder Jason Aspin will remain with the company as MD and shareholder. Neale Kemp the otherfounding partner is retiring from active business operations and selling his shares in AKA.

The investment is part of MAN Diesel & Turbo’s strategic development pro-gram, "Basecamp 3000+",launched in 2016. As part of this program, the company announced strategic acquisitions and partnerships toexpand its product range with respect to the global trends of decarbonisation and digitalisation.

"The partnership with AKA is a key element in our strategy to strengthen our role as technologicalforerunner in the field of marine propulsion”, explains Dr Uwe Lauber, CEO of MAN Diesel & Turbo. “AKA'sspecialised expertise links battery storage systems and marine engines. The new cooperation marks animportant step on the way to further establish ourselves as a principal system supplier for energy managementon board ships."

Energy management systems provide fully automatic control and optimise the power distribution of drivecomponents of ships. On ships with so-called hybrid drive, electric motors and battery storage systems areemployed alongside

diesel and multi-fuel engines. The battery system is recharged with surplus energy from the engine, enablingthe engine to be operated in its optimum load range at all times. Any load peaks can be quickly and efficientlycovered by the electrical storage system.

"As the world's premiere designer and manufacturer of marine propulsion systems, MAN Diesel & Turbo isthe perfect partner for us," adds Jason Aspin. "We benefit not only from the global prestige of the brand, itsglobal sales network and customer base, but also from the top-class engineering and machine buildingcompetence in the fields of engines, exhaust gas after treatment and gas and propulsion systems."

Barend Thijssen, VP MAN Diesel & Turbo and Head of Sales & Promotion Four-Stroke Engines & MarineSystems, adds: "AKA is a technological pioneer in growth niches that are of decisive importance for us, forexample in the integration of battery storage technology for hybrid drive systems for the maritime sector.Hybrid drives are becoming ever-more important as they help to improve the efficiency and at the same timereduce emissions."

DNV GL AND CMIH INK AGREEMENT TO COOPERATE IN SHIPBUILDING

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China Merchants Industry Holding (CMIH) and DNV GL signed a strategic cooperation agreement during Nor-Shipping aimed at advancing China’s shipbuilding projects in the gas carrier, offshore and special vesselsegments.

The agreement will see the two companies working together to optimise construction processes and qualitycontrol, in order to develop vessels that meet the varying requirements of these markets.

“We are confident that sharing market intelligence and technical expertise in developing next-generationvessels with DNV GL puts us in a great position to increase our competitiveness in the market. Our ambition isto be a thought leader in shipbuilding and establish highly regarded international standards, with the help ofDNV GL. And we look forward to launching new joint development projects together in the future,” said GuiMing Zhu, Deputy General Manager of CMIH.

Torgeir Sterri, Regional Manager Greater China at DNV GL – Maritime, said: “This agreement offers both ourcompanies a great opportunity to learn from each other and work together to drive new developments in thegas carrier, offshore and special vessel segments. CMIH is highly regarded for its expertise in building a varietyof vessels and offshore units and we look forward to collaborating with CMIH now and in the future.”

The cooperation agreement covers collaborations on classification issues, regulatory questions and extendsinto research and development as well as training.

MOU SIGNED TO SPUR RUSSIAN LNGC BUILDINGGaztransport & Technigaz (GTT), Rosneft and Zvezda Shipbuilding have inked a memorandum ofunderstanding to design and build a cargo containment system for Russian LNG carriers.

The MoU is intended to spur the development of liquefied gas-carrier building technologies unique for theRussian Federation. Building liquefied gas-carriers is a strategic priority for the Zvezda shipyard’s productionprogramme.

As part of their cooperation, the parties intend to assess the shipyard's potential for building LNG storagesystems to GTT's standards. The yard sees a strong demand for LNG vessels for a number of offshore fields, aswell as for transportation of liquefied natural gas produced in the Russian Federation.

A&P PARTNERS WITH PEEL PORTSUK-based ship repairer A&P Group entered into a strategic partnership with Peel Ports to provide marine andship repair services to renewable energy projects at its Great Yarmouth site.

A&P Group has opened a dedicated office on site to provide support to clients from the oil and gas, offshorewind and tidal sectors.

David McGinley, managing director of A&P Group said: “This is a strong alliance for the A&P Group as it givesus an invaluable presence on the east coast and importantly, establishes an even stronger, working relationshipwith Peel Ports Group.“In particular, we have a strong history of supporting wave, tidal and offshore floating wind developers as wellas major renewable companies, and it’s this experience and heritage that make us well placed to partner withPeel Ports Group in the creation of a marine services hub.“We also expect Afloat to be well received by Peel Port east coast customers. Afloat has experienced significantsuccess on the east coast out of our Tees facility and our new expanded footprint will ensure more vessels willbenefit from our services. We have the experience, facilities and sub-contractor infrastructure to get the rightengineers to customer vessels wherever they may be and at any time. In a very cost-conscious market, this24/7 service really sets us apart.”

Port Director at Peel Ports Great Yarmouth, Richard Goffin said: “Our partnership with A&P Group is part ofan ongoing commitment to offer added value services at Peel Ports Great Yarmouth, building on our existinginvestment programme that has seen £7m invested in facilities to support the offshore sector. “

MEM Marine Engineers MessengerEditor Patrik WheaterContributions: Charlie BartlettSales: mskinner@onlymedia.co.ukPublisher: Seaborne Communications LtdEmail: mem@seabornecomms.comWeb: www.seabornecomms.com

The information published in MEM does notnecessarily represent the views of SeaborneCommunications Ltd. The publisher makes norepresentation or warranty as to the accuracy orcorrectness of the information or acceptsresponsibility for any loss, damage or other liabilitypertaining to the information published in thisnewsletter.©2017 Seaborne Communications Ltd