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April/May 2017

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Ryan Maugham, managing director of Avid Technology, see page 77
April/May 2017
volume 39 issue 2 contents

Enginebuilder profile
11 Robust growth for Belgian builder
Yard profile
12 Horizon yard pursues its vision

Two-stroke engines
15 Hyundai extends two-stroke licence agreement; Booster systems readied for LPG

Four-stroke engines
16 Naval tankers look to MAN; Cummins to power new DSV

Ship type: gas carriers

19 Varied factors slow LNG’s progress
23 Damen reacts to growing LNG market; Harris Pye to convert carriers to LSDO
24 Teekay makes maintenance deal with MAN PrimeServ; CNdM signs lNG
43 cargo tank repair deal with Europe Technologies
27 Switch on to carrier market Coating offers value to container operator
28 Moss-type LNG carriers highlight green technology

Alternative propulsion
31 Steerprop expands Thruster solutions
32 Rolls-Royce delivers Damen’s 1,000th azimuth thruster; coating enhances
thruster performance
35 ABB expands polar cruise sales with MV Werften
36 Island Venture manoeuvres with Schottel thrusters
39 MJP wins military waterjet orders; Indian Navy launches waterjet fast-attack
craft; DSVs use Hamilton waterjets
40 Wind propulsion to be tested on Maersk tanker
43 Naval applications exploit strengths of turbine power
69 47 GE seeks to broaden COGES uptake

LUKOIL_Az_190x62_Kompass_auf_Wasser.qxp_Layout 1 24.09.15 13:09 Seite 1

Think LUKOIL ! Marine Propulsion & Auxiliary Machinery | April/May 2017

Electric & hybrid systems April/May 2017
volume 39 issue 2
48 Passenger ships embrace batteries and electric propulsion
51 ABB to power new FRSU vessel; Norwegian Electric Systems signs ferry contract Editor: Paul Fanning
t: +44 20 8370 1737
52 Kohler launches new Tier III diesel marine generators; Ulstein Verft to build
new hybrid vessel
55 Power solutions help achieve competitive gain Brand Manager – Sales: Tom Kenny
57 Eaton introduces maintenance-free contactors t: +44 7432 156 339
58 Kobe Steel binary cycle power generation systems for ships completes sea
trials; Becker powers new solutions Sales Manager: Rob Gore
t: +44 20 8370 7007
LNG equipment & bunkering e:

61 Safety first on LNG bunkering Sales: Paul Dowling

62 MSC Cruises to develop LNG bunkering system with ARTA; First bunkering t: +44 20 8370 7014
in Australia
65 New tanker could cut bunker costs Sales: Jo Lewis
66 MAN Cryo to supply fuel system to LNG ferry; world’s first purpose-built LNG t: +44 20 8370 7793
bunkering vessel delivered
69 Alfa Laval gets ready for gas Head of Sales – Asia: Kym Tan
73 Torque transducer enables Wärtsilä to use natural gas t: +65 9456 3165
74 Components for LNG piping systems gain approvals e:

Production Manager: Richard Neighbour

Heat exchangers and heat recovery t: +44 20 8370 7013
77 Waste heat recovery project could help to cut emissions and fuel e:
consumption in shipping Korean Representative: Chang Hwa Park
78 Kelvion offers cooling innovations Far East Marketing Inc
81 Value calculator tool estimates cost savings; Norwegian collaboration cuts t: +82 2730 1234
energy costs
Japanese Representative: Kazuhiko Tanaka
Auxiliary systems Shinano Co., Ltd
83 Martek Marine named on world’s biggest ever maritime drone contract; t: +81 335 894 667
Enginei wins key environmental award
84 Langh Tech water treatment to be used in EGR systems; EGCS scrubbers Chairman: John Labdon
installed on 60 per cent of Carnival fleet Managing Director: Steve Labdon
Finance Director: Cathy Labdon
Operations Director: Graham Harman
Innovation Head of Content: Edwin Lampert
87 High-efficiency propulsion project aims at radical savings Executive Editor: Paul Gunton
Head of Production: Hamish Dickie
Business Development Manager: Steve Edwards
Fuels & lubes
91 Shell Marine acquires IMPA accreditation; Babcock LGE Process presented Published by:
Riviera Maritime Media Ltd
with LR Approval in Principle
Mitre House
92 Alfa Laval AFEM produces significant fuel savings; Chevron expands oil 66 Abbey Road
analysis into China Enfield EN1 2QN

Next Issue:
Ship Type: OSVs
Main features include: offshore systems; ballast water; auxiliary systems;
area report: Japan; naval propulsion

ISSN 1742-2825 (Print)

ISSN 2051-056X (Online)

©2017 Riviera Maritime Media Ltd

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Marine Propulsion & Auxiliary Machinery | April/May 2017

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Ballast water treatment systems

are like coffins: “Nobody wants
one… everyone needs one”
t a recent event held by necessary type approvals that mean the
manufacturer Evoqua, the
company’s business manager
customer can have reasonable confidence
that they will be compliant if tested. While The ship of
for ballast water treatment system Matt
Granitto offered a quote that I suspect will
the current regulatory uncertainty exists,
those manufacturers able to offer this
things to come?
resonate with shipowners with regard to confidence will naturally thrive.
this technology. But what will happen when uncertainty We are all used to hearing that
He said: “There is no economic no longer exists? When all the systems digitisation is the greatest transformative
benefit to this – we know that.” He still on the market can offer compliance, force in shipping, but if we’re honest,
continued:: “I tell my salesmen – we’re what then? It seems likely to me that, as a few of us are quite certain what form
selling coffins here. Nobody wants one, grudge purchase, the only differentiators that transformation will take.
but guess what? Everyone needs one.” customers will care about when it comes In this respect, a good bellwether is
And that – starkly – is the situation to ballast water treatment systems will be probably Maersk since, as the world’s
faced by shipowners at the moment with price and cost of ownership, at which point biggest container shipping company,
regard to ballast water. They grudgingly manufacturers may be faced to a cutthroat you would expect it to be in the
have to invest in this technology in the clear race to the bottom. technological vanguard.
knowledge that in most cases it represents At the moment, of course, And Maersk doesn’t disappoint. It
a cost with no potential for return. manufacturers are frantically trying to is currently generating attention with a
However, this situation also represents make the most of the market’s need for number of digital initiatives that may
a problem for manufacturers in the long reliable, compliant systems. Look ahead well offer a clear idea of how shipping
term. At the moment, they are able to a few years, however, and they may be is changing due to digitisation. One
differentiate themselves by acquiring the faced with different challenges. of these is a deal with IBM to digitise,
manage and track shipping transactions
using blockchain technology.
This followed on from the news of
Paul Fanning another groundbreaking collaboration
with online retailer Alibaba, whereby
Editor its customers can now book space on
Marine Propulsion & Maersk vessels via its website – thus
giving the cargo owners greater control
Auxiliary Machinery over their own supply chain.
On the surface, these developments
may seem merely interesting, but what
they represent is revolutionary. This
is because they are part of a bigger
picture whereby shipping becomes a
fully-digitised part of the supply chain
– something in which it is rather late to
join the party,
The implications of this are huge
and have ramifications for all aspects of
how such vessels are likely to operate
in future. And, of course, where Maersk
leads, others will have to follow. So it is a
question of either embracing this digital
Click here disruption or being consumed by it. MP
for more editor's comment videos Marine Propulsion & Auxiliary Machinery | April/May 2017


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The new ISO 19030 hull and
propeller standard could be
good news for shipowners

he new ISO 19030 hull and propeller standard has come
into force and looks set to have a huge impact on ship
operators’ bottom lines.
The benefits were unveiled at an open forum on the new
standard, which was held in London, UK and hosted by paints and
coatings supplier Jotun, class society DNV GL and the Baltic and
International Maritime Council (BIMCO) – all driving forces behind
the launch of the new standard.
Jotun’s global sales director for hull performance solutions
Stein Kjølberg said in an interview: “By applying the standard, ship
operators have a tremendous opportunity to have access to more The new ISO 19030 standard has been launched and is to undergo
data to analyse performance, both historically and in the future. revision every three years (credit: Jotun)
It enables them to make a decision about the right solution to be
applied to a vessel. This does not need to be the most expensive
or advanced, but suited to the trade of that vessel. There is a lot of
money to be saved by applying this standard.” been learned – updated every three years. Mr Kjølberg said:
He explained how one ship operator saved US$1.8 million in “We expect the standard to be refined and revised and made
between two drydocking periods after applying the standard – simpler to use and more accurate. More default methods
but it could have saved even more if it had applied the standard will be put in so there is more variety. But there will be the
earlier. “Within the first period there was a significant drop in same KPIs [key performance indicators], so it will be open,
performance. If it had carried out initiatives and inspections more transparent and equal.”
quickly, it probably could have saved US$1 million – just by doing AkzoNobel was involved in developing the standard,
that,” Mr Kjølberg said. too. Michael Hindmarsh, business development manager at
The standard will also bring clarity to the industry. “There AkzoNobel’s marine coatings business, said: “We believe ISO
have been several cases of owners not understanding that the 19030 represents a solid, initial ‘line in the sand’ in relation to
underwater hull is affected if cleaning is delayed, so a lot of monitoring hull and propeller performance, but there is still further
fuel is used before they do something about it. By having this progress that needs to be made.”
standard, a ship operator can analyse and have a better idea He added: “To ensure the continued relevance of the standard,
of if, and when, it should carry out cleaning and what effect this it is essential that ISO 19030 keeps pace with the ongoing
will have.” development of technology and analysis capabilities that ship
The standard is just the beginning. “It is a good start. performance monitoring specialists are currently developing.”
Ideally you should have a set up that can measure every step The main challenge of applying the standard is the handling
of the way – not just hull and propeller monitoring, but also of the sensors to collect the data needed. Tobias Gröger, DNV
engine management, crew management… There should be GL senior consultant for maritime performance solutions, Western
chain of different initiatives that identify ship efficiency,” Mr Europe, added: “The challenge is to ensure that they are well
Kjølberg said. calibrated and well maintained and that people know how to
The standard will be revised and – based on what has read data.” MP Marine Propulsion & Auxiliary Machinery | April/May 2017


Stabiliser demand
prompts investment
Martin Visser, service director Aegir-Marine discusses stabiliser repair

lifting or down-force actions Our service level is the highest

of the stabilisers, the control in the industry. To offer cruise
system has to take into account shipowners an integrated and
a great number of fast changing complete service package,
variables, such as waves, wind we have now added stabiliser
and ship motion. know-how to our company.”
Aegir-Marine employs 43 This summer, a new building,
specialist engineers worldwide, adjacent to the company’s
in Europe, the Middle East existing headquarters, will house
and Africa (EMEA), Asia, and a state-of-the-art workshop and
North and South America. The fully equipped and certified
Aegir-Marine has added stabiliser
company works with a pool of repair shop. This will enable
repair to its service package
15 propulsion specialists and Aegir-Marine to deal with the
15 seal specialists in EMEA. growing demand for repair

Now the company has added services in the maritime industry.
n our contacts with important role in improving the a specialist in stabilisers and Moreover, the company will be
shipowners we notice that onboard experience for both steering gear to its team. able to deal with larger ship
they could do without the passengers and crew. Our own Aegir Academy is components. The new location
hassle of co-ordinating several developing a course to share permits the overhaul of ship
parties to repair their ships. What are passive the knowledge of our stabiliser components of up to 50 tonnes.
Shipowners want to focus stabilisers ? expert. By the end of this year The height under the new crane
on their core business of The maritime industry recognises we hope to have trained two hooks is 12.5m.
transporting cargo, and they three types of stabilisers. The more employees in this field. By
need strategic partners to first are ‘bilge keels’ – strips of adding stabiliser expertise to How is repair undertaken?
maintain their vessels. At a metal attached to the outer hull our portfolio, we now are able to In our new repair shop, we will
time of ruthless competition, of the ship. The second type offer a full package.” have no problem overhauling
shipowners are constantly consists of fins attached to stern Of all the stabilisers, 99 per stabiliser components, but most
looking for ways to improve and bow. These usually protrude cent are applied in naval and of the work is still done when
this balance, and Aegir-Marine further than bilge keels, and offer cruise ships and ferries. In cruise a ship is docked. Stabilisers
is now supporting its clients by more ship resistance against ships and ferries they are used are fairly complex. The system
adding stabiliser repair to its rolling movements. Both of these to prevent passengers from works with several rotary
portfolio of services. stabilisers are also called passive becoming seasick. Navy vessels cylinders that have to be
or non-retractable stabilisers. have to be swift and agile and maintained properly.
Why are stabilisers are therefore prone to rolling, In the past, Aegir-Marine
employed? What are retractable which adds to the risk of the positioned itself as a seal
To guarantee cruise ships more stabilisers? ship heeling over. Stabilisers expert and, as a result, we also
stable sea state behaviour, The third type is the gyroscopic, are mounted to dampen this performed overhaul projects on
vessels are equipped with active, stabiliser. The hydraulic unwelcome movement. stabiliser seals. But we had to
stabilisers port and starboard. systems enable the fins to be Since its establishment, refer to other companies when
These stabilisers, some more retracted into the hull of the Aegir-Marine has been very it came to stabiliser functionality
than 10m wide, are mounted ship. They are operated by a active in the cruise ship industry. problems. To obtain the
below the waterline. Another gyroscopic control system which Slowly but surely, we have knowhow that it needed, Aegir-
advantage of stabilisers is that senses the ship’s roll, and is been building a loyal customer Marine recruited an expert in
they considerably contribute able to accurately change the base, thanks to an intensive this field. We can now offer a
to fuel reduction. They play an stabiliser angle and effect. For customer oriented strategy. one stop shop. MP

Marine Propulsion & Auxiliary Machinery | April/May 2017

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The DL36 range has

expanded ABC’s market to
include larger vessels


In tough times for enginebuilders, Anglo Belgian
Corporation (ABC) has proved highly resilient

eadquartered in Ghent, Belgium, Anglo Belgian common rail system, the engine’s emissions are designed to
Corporation (ABC) was founded in 1912 by a group of meet IMO Tier III requirements without a catalyst, maintaining
Belgian entrepreneurs soon after they had built the first excellent competitive fuel and oil consumption. For applications
licensed Rudolf Diesel engine. not requiring Tier III compliance, a full mechanical version will
Since the 1980s the company has designed and manufactured remain available. To be as versatile as possible, a wide variety of
medium speed, four-stroke diesel engines for marine, traction fuels, including marine diesel oil, heavy fuel oil, dual-fuel and bio-
and power generation applications and turnkey power plants fuels are possible.
around the world. The 6 and 8-cylinder in-line engines will be focused
In 2016, the company’s engine production rose by 9 per cent, mainly on the marine market, while the V engines (12 and 16
which also resultied in a record turnover. This was a mixture of cylinders) will penetrate the large generator set applications to
new clients and existing ones, choosing the company's engines for be found in thermal power plants, as the 16DV36 will produce
challenging applications worldwide. over 10MW.
In marine applications, the company reports that the quantity As a result of its recent growth, ABC has built a new assembly
of dual-fuel gas engines is increasing, while others go for diesel hall of 2,800m². This new, modern building represents an
or heavy fuel oil in combination with catalyst solutions. In the investment of $US3.2m. In order to handle future developments in
meantime, the company’s 8DL36 engine with 5,200kW at 750 rpm ABC’s product line-up, the hall has been equipped with a heavy-lift
is ready for the world market. overhead crane with a capacity of 130 tonnes.
The DL36 range has expanded ABC’s market to include larger The building will initially serve as a buffer area for
vessels such as ferries, coasters, offshore vessels, military ships, emergency diesel generator sets that will be used in EDF’s
dredging applications and large tugboats. With the 8DL36 and the nuclear facilities in France. In the course of the next year, the
V-versions (up to 10,400kW) that will soon follow, ABC will be able to new DV36 engines will be assembled and tested in this hall. In
supply all major shipyards with solutions for any type or size vessel. order to do this, ABC has installed a brand new test bench that
The DL36 range will also enable ABC to be competitive in the will be operational by mid 2017.
20MW-80MW power plant range. Speaking at the end of 2016, ABC’s chief executive Tim
With a bore of 365mm and stroke of 420mm, the DL36 Berckmoes expressed optimism, saying: “Although the
will deliver 650kW per cylinder at 750 rpm with brake mean economy today is not in very good shape, our orderbook for
effective pressure (BMEP) of only 24 bar, ensuring that the 2017 is quite good. A further increase in production capacity
traditional ABC reliability and robustness is maintained. is ongoing. We continue research and development towards
Introducing innovative technology such as exhaust gas lower emissions and higher performance in combination with
recirculation, two-stage turbocharging and a radically optimised simplicity of design.” MP Marine Propulsion & Auxiliary Machinery | April/May 2017


yard pursues
its vision Hornblower on its way to New York

Alabama, USA-
orizon Shipbuilding describes itself areas with restricted overhead clearances and
as a ‘best value’ shipyard, founded draught limitations. It is powered by two 1,471kW
based Horizon in 1997 by a father and son team 3512C Caterpillar engines, provided by Louisiana
with considerable experience in ship design, Machinery Co, that are coupled to Twin Disc
Shipbuilding construction, operations, maintenance and repair. MG-5600 reduction gears with a 5.04:1 ratio,

has brought Located on a dredged inlet off the Mississippi

Sound and the USA’s Intracoastal Waterway and
supplied by Sewart Supply. They turn 254cm
five-blade, stainless steel wheels made by
technology and adjacent to Mobile Bay and the Gulf of Mexico,
Horizon’s shipyard is located on 35 fenced acres
Sound Propeller, on 254mm shafts. Auxiliary
power is supplied by two 175kW Caterpillar C9
expertise together of land. generators. AB York is an open-wheel boat that
With the acquisition and development of its West holds 264m3 of fuel.
to achieve success Yard facilities, Horizon has tripled its production “We have built a lot of towboats for Florida
capacity. Located directly across the Bayou from its Marine Transporters,” said Mike Sims, project
main yard, the West Yard adds about 89,000m2 to manager for AB York. “This boat is not a
Horizon’s footprint, including 280m of waterfront, thoroughbred racehorse but more like a
three production bays, and multiple launchways. Clydesdale – big and beefy with lots of oomph.” Mr
The West Yard has recently been used to produce Sims went on to say: “Our craftsmen stepped up
40 crew boats in 20 months. and built an excellent boat. It is quiet but powerful
One of the company’s most recent successes and can push a bunch of loaded barges while the
was the departure of the first of 13 New York crew relaxes in superior accommodation.”
Citywide Ferry vessels, built for Citywide Ferry Horizon used its Gordhead management
operated by Hornblower, which will launch this software to ensure that AB York remained on
summer. Each vessel takes about eight months schedule and on budget. This software has
to complete. reduced production man-hours and shortened
The ferry, hull H200, departed the shipyard delivery schedules, enabling Horizon to become
on 21 March. The second ferry, hull H201, is more competitive.
scheduled to depart soon. With Gordhead, Horizon claims to be able
Prior to this, Horizon Shipbuilding delivered to manage its projects like no other builder in
towboat AB York to its long-standing customer the industry, enabling its team to communicate
Florida Marine Transporters. This is the 19th in seconds, the company claims. The software
vessel delivered to Florida Marine Transporters provides the ability to share drawings, specifications,
by Horizon and the ninth 36.5m towboat. schedules and other necessary information with
Travis Short, president of Horizon Shipbuilding, production leaders and, in turn, with the team
stated: “After the delivery of AB York this brings building the vessels.
the total horsepower delivered to Florida Marine Customers are able to join in the use of
Transporters by Horizon to nearly 100,000, and Gordhead to track, in real time, the progress of their
counting. It is hard to grasp that nearly a decade vessel. The customer representative can be part of
has passed. Horizon appreciates the privilege to the discussions, monitor progress and even review
have been given the honour to build incredible the real-time production schedule. All problems,
boats for a truly incredible company.” information and communication are readily available
AB York, designed by John Gilbert, is a with a click of the mouse. Each production task is
36.5m long by 10.6m wide, 3m draught towboat. tracked using Gordhead, from the beginning of the
It is four-decked and outfitted for service in design to delivery of the vessel. MP

Marine Propulsion & Auxiliary Machinery | April/May 2017




T R E AT M E N T U N I T, I N VA S AV E 3 0 0 , P R O V I D E S P O R T

The InvaSave is an alternative for on board treatment and completely self-sufficient.

With InvaSave technology, ballast water only needs treating at the point of discharge,
in contrast to most fixed onboard installations that also need to treat at intake.



Hyundai Heavy Industries (HHI) amendment to extend its
has announced extensions to current licence agreement
its licence agreements with with Winterthur Gas & Diesel
the two biggest two-stroke (WinGD) for another ten years.
engine manufacturers. The agreement covers the sale,
At a recent ceremony in manufacturing and servicing
Copenhagen, Denmark, HHI’s of WinGD low-speed marine
Engine & Machinery Division engines. HHI is a long-standing
signed a contract extending its member of the WinGD family of
two-stroke licence agreement low-speed engine licensees.
with MAN Diesel & Turbo. This WinGD and HHI have
latest extension continues a enjoyed a long, successful
collaboration on low-speed and fruitful relationship.
technology that began in 1976. As well as building many
Thomas Knudsen, MAN engines HHI has, over the
Diesel & Turbo senior vice years, contributed to the
president and head of low development of WinGD low
speed, said: “MAN Diesel & speed engines and has built The signing ceremony between HHU and MAN took place
Turbo has enjoyed a long the first examples of new in Copenhagen
working relationship with HHI, engine types such as the
one that we are delighted RT-flex82C, the RT-flex82T and
to extend. HHI has always the X92. presence in the important all merchant vessels built by
played a significant role in “WinGD and HHI have Korean shipbuilding market shipyards in HHI territory. It
the development of two- a long common history of and ensures that in the years also shows WinGD’s long-
stroke innovation and, indeed, introducing new technologies to come our customers will term commitment to be
produces the full range of our to the international continue to benefit from the a reliable and innovative
low speed portfolio. We look shipbuilding industry. The availability of competitive, partner to the Korean ship
forward to inspiring each other extension of our licence high quality fuel-efficient and enginebuilding industry,”
for many years to come.” co-operation agreement will and environmentally friendly commented Martin Wernli,
HHI has also signed an enable us to strengthen our main propulsion engines for WinGD chief executive.

Booster systems readied for LPG

Alfa Laval’s FCM One low-flashpoint fuel booster systems are in South Korea. The vessels’ three owners, Mitsui OSK Lines
being readied for operation on liquefiLPG) fuelled tankers, having (MOL), Westfal-Larsen and Marinvest, have since logged over
proved themselves on methanol fuelled tankers with MAN Diesel 4,500 running hours with the FCM One in the past three years.
& Turbo’s ME-LGI engines. “The effectiveness and market-readiness of our ME-LGI engine
In 2013, Alfa Laval was selected by MAN Diesel & Turbo to deliver technology has been clearly demonstrated by the fleet, said MAN
low flashpoint fuel supply systems for the world’s first methanol Diesel & Turbo customer director Kjeld Aabo. “Alfa Laval’s low-
fuelled tankers. The two companies had been collaborating since flashpoint fuel booster technology has played a significant role in
2012 on fuel conditioning for MAN Diesel & Turbo’s new two-stroke that success, and we look forward to further co-operation as the
diesel engines with liquefied gas injection (LGI) technology. But when application develops.”
the engine maker contracted to equip nine vessels with methanol New booster developments are already underway. MAN Diesel
burning ME-LGI engines, methanol became the focus. & Turbo is in the process of modifying the ME-LGI engine series
“MAN Diesel & Turbo has worked closely with Alfa Laval on to use LPG as an alternative fuel, and Alfa Laval is preparing the
development projects such as exhaust gas recirculation, where booster system. After more than a year of development, the first
Alfa Laval’s PureNOx technology cleans the circulation water,” Alfa Laval FCM One LPG will soon be delivered to MAN Diesel &
said Søren H Jensen, vice president and head of research and Turbo’s test facility in Copenhagen, Denmark.
development for two-stroke business at MAN Diesel & Turbo. “Tests of the engine and booster are expected to be completed
“That, together with deep expertise in fuel conditioning, made Alfa by the end of 2017,” said Roberto Comelli, fuel conditioning
Laval the natural choice to deliver the low flashpoint fuel supply systems business manager at Alfa Laval. “In the meantime, Alfa
systems for methanol.” Laval is preparing to support MAN Diesel & Turbo when the first
The finished booster technology, the Alfa Laval FCM One LPG related orders come in. We are proud to be associated with
low-flashpoint fuel system, was installed on tankers built by LGI engine technology and to help give more customers access to
Minaminippon Shipbuilding in Japan and Hyundai Mipo Dockyard this low emissions alternative.” MP Marine Propulsion & Auxiliary Machinery | April/May 2017



MAN Diesel & Turbo has The order was made
achieved notable successes under Phase 3 of the Royal
powering naval fleet Australian Navy’s SEA 1654
support tankers. programme, which includes
Major Spanish shipbuilder the replacement of existing
Navantia has chosen MAN supply ship HMAS Sirius,
main and genset engines powered by MAN Diesel &
to power two fleet support Turbo two-stroke engines.
tanker newbuildings it is Navantia offered the Royal
constructing for the Royal Australian Navy a design
Australian Navy. proposal based on the
Each vessel will feature Spanish Navy’s proven,
two MAN 18V 32/40 main auxiliary-oiler replenishment
engines and four MAN ship Cantabria.
7L21/31 gensets with shipset In addition to this, the
deliveries scheduled for United States Navy has
December 2017 and June chosen the Fairbanks Morse The MAN 48/60CR engine was chosen for the US naval tankers
2018 respectively. MAN 12V 48/60CR engine
Lex Nijsen, MAN Diesel as main propulsion for a
& Turbo head of four- new series of 17 ships as
stroke marine, said: “We it begins to phase out its
are currently receiving a existing tanker fleet. Known of this proven engine, class. The Fairbanks Morse
lot of enquiries within the colloquially as oilers, the with a further optimised MAN 48/60CR engine was
navy and governmental existing ageing fleet of 15 performance featuring chosen on the basis of the
segment for MAN engines tankers is used to transfer improved fuel efficiency, set programme goals of
and experiencing solid fuel from coastal ports to reduced emissions and energy efficiency, equipment
interest in the form of orders, naval vessels at sea. increased reliability.” reliability and cargo-
as evidenced here. As with Mr Nijsen said: “The In studying the handling efficiency.
the engines they replace, US Navy knows our 48/60 replacement of the existing This new order came
these Royal Australian Navy engine very well, especially tankers, the United States just two months after the
newbuildings are powered by our L48/60A variant, and Department of Defense United States Coast Guard
MAN units. We welcome the this played a key role in carried out detailed design selected multiple Fairbanks
repeat business and feel it Fairbanks Morse winning studies with specific Morse MAN 28/33D STC
is testament to the quality of this contract. The 48/60CR shipyards capable of engines for its offshore
our portfolio.” is the next generation building the new tanker patrol cutter programme.

Cummins to power new DSV

Cummins has supplied engines and gensets to a new, state- Electrical power for the bow thrusters and a variety of
of-the-art dive support vessel (DSV) recently delivered to deck cranes and winches is provided by three Cummins
Brazilian owner Oceânica. QSM11 powered 300 ekW gensets as well as a Cummins
The vessel’s builder believes that a combination of 6BT5.9 powered 92 ekW emergency genset. The vessel is
shallow diving ability, a wide performance range and also equipped with a hyperbaric chamber, a CaviBlaster, a
DP2 capability, will establish a new benchmark in subsea dive bell, a remotely operated vehicle (ROV) for 1,500m and
operations, reducing costs and increasing work flexibility another for 300m, an ROV A-frame and a complete range of
and safety compared with previous existing concepts. equipment to handle a wide range of subsea tasks.
For a vessel of this kind, the engine power and In the hull the main engines and jets are arranged in two
propulsion method are of paramount importance. The owner pairs, port and starboard, with the three QSM11-powered
chose four Cummins QSK19-M main engines and coupled gensets forward of the propulsion engines. Forward of the
them to ZF 2000 gearboxes driving Hamilton HM521 engineroom an auxiliary machinery room contains, among
waterjets. With each of the four engines delivering 485kW other equipment, the main switchboard, five compressors,
the vessel, at just under 500gt, has a maximum speed the ROV power pack, and three water makers. Forward
of 12.5 knots and a cruising speed of 10 knots. The jets of that, six four-person cabins, with a head in each cabin,
eliminate the danger that propellers can present for divers. share a companionway and stairs up to the main deck.

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chosen for a further FSRU
Although the The first LNG carrier for Yamal
with options attached for three
LNG sector – Christophe de Margerie – is
more, vindicating the faith of
currently undergoing extensive
is moving Hoegh LNG in this concept.
ice trials (credit: SCF)
More countries are
forward, it is still expected to employ LNG
hampered in offshore but charters at the
right rates are not easy to
some areas, says achieve. Hyundai is currently
Barry Luthwaite negotiating a further FSRU
with Turkish construction
companies Kolin and Kaylon in
working partnership with the
government. New markets are
expected to spring up in South

he energy slump is Asia, Middle East and South
still affecting LNG America for imports of FSRUs.
prospects. Ordering has Dynagas is expected to
slowed considerably and several and developing countries like country received a blow this year, order at least one FSRU.
exploration projects under Indonesia and Bangladesh however, when Kawasaki Heavy Plans to convert an existing
development by the oil majors pursuing their own LNG Industries confirmed the transfer fleet unit were abandoned
have been delayed or are facing ambitions by acquiring or of conventional ship construction when the vessel secured
mothballing until things improve. leasing tonnage. LNG prices from Japan to China. a favourable charter.
Demand for gas is steady, have dropped over the last few The shipbuilder already has Unconfirmed reports
but many of the exploration years and it is a good time to interests in China but will retain indicated two FSRU’s were
projects are linked to long term be ordering gas carriers. construction at Sakaide for gas committed at China’s leading
Certificates of Authenticity A study of the LNG carriers only in both LNG and LNG builder – Hudong
(CoAs) from newbuildings. orderbook reveals a backlog LPG sectors. The company has Zhonghua – but nothing
The result is that owners are of 137 vessels on order been hit hard by the offshore transpired. Undoubtedly
seeking newbuilding delays or including floating storage slump but sees a future in this yard will be among the
negotiating lay-up on delivery. and regasification units gas because of tightening bidders for any new contract.
Some will trade on the spot (FSRUs) that will commission environmental regulations. With the downturn in the
market but this is not always 26,333,266m3 of capacity by Due to the difficult market short term, some existing LNG
possible since vessels are built 2019 for all but eight units. conditions, more owners are newbuildings with long lead
to specifications to serve The latter take deliveries as far turning to FSRUs. Pioneered times are under the microscope
purpose-built terminals. ahead as 2023. Most owners are by Norwegian owner Hoegh for conversion to FSRUs, with
Spot fixing however is optimistic of better times ahead LNG, 2017 so far has been Golar LNG leading the way.
becoming a way of life and from the end of 2017. Clean air productive in this sector. Maran Tenders are expected to be
the market is now witnessing regulations will always boost Gas, Greece booked a single invited by the end of 2017
owners establishing LNG pools the gas industry. Around 20 unit from Daewoo for delivery for a 135,000 to 170,000m3.
as they wait for higher time LNG carriers are currently laid in 2020 but no employment FSRU to be anchored off
charter rates. All the energy up on a cold state basis, while has been secured so far. An Alexandroupolis and linked
majors have taken a bashing several others are in a warm option is attached for two to a natural gas transmission
from the fall in oil prices with status position waiting for spot more. Hoegh itself has followed system and subsequent markets.
OPEC’s remedial situation employment prospects. up with a further 174,500m3 It will be built for Greek utility
failing after a few short weeks. In the meantime, research FSRU option at Hyundai company Gastrade which
The encouraging factor is and development continues where all seven previous vessels will be assisted by shipowner
that the markets are seeing apace. Japan is gaining ground have been built. GasLog, which has a 20 per
more tenders emerging for against South Korea in the In a break with previous cent shareholding in the utility
long term development projects LNG construction rivalry. The policy, Samsung has been company. Other bids for FSRUs Marine Propulsion & Auxiliary Machinery | April/May 2017


are in the pipeline from India, The ship design will allow for type-B LNG cargo tanks for intense competition for four
Indonesia and Argentina. bunkering operations also. The a newbuilding 165,000m3 unit specialist ice breaking shuttle
Excelerate Energy has signed duo will operate for the state for Mitsui OSK Lines. The tankers to serve the Yamal
a letter of intent for one plus owned utility Kogas. vessels are being built by Japan Peninsular in the Russian Arctic.
optional six 173,400m3 FSRUs. The Chinese were to Marine United. Export of Yamal’s first cargo
Now Asia is examining first to introduce a policy of Japan Marine United will is expected to materialise by
more dual-purpose vessels to construction of small scale seek a licence to adopt the tank the end of the year. Shipments
serve dual roles of coastal trade LNG vessels to serve their vast system for a series of proposed will be handled by the Arc 7
and bunkering duties. Offers hinterland. Kogas has specified coastal LNG tankers to serve 173,400m3 icebreaking units
have been invited from South utilisation of its KC-1 cargo Japan’s hinterland. Imabari has capable of conquering sea ice of
Korean owners for construction containment system, which also supplied two 13,160m3 up to 2.1m thick. The first LNG
of two 7,500m3 LNG tankers is normally employed on very SPB cargo tanks for an FSRU carrier for Yamal – Christophe
whose principal purpose will large gas carriers. Imabari for Exmar, Belgium in China. de Margerie – is undergoing
be to supply the island resort has revived the application With a dearth of extensive ice trials for SCF
of Jeju Island with natural gas. of self-supporting prismatic conventional business there is Group (Sovcomflot). MP


Gas Carriers Total 2017 2018 2019 2020

Type no. m3 no. m3 no. m3 no. m3 no. m3

Liquid Natural 133 20,029,398 62 8,949,498 35 5,318,900 28 4,866,000 2 340,000


LNG/LPG 4 109,500 4 109,500 – – – – – –

LPG Carrier 103 4,991,868 74 3,501,068 20 776,400 8 631,400 1 83,000

LPG/Ammonia 3 114,000 3 114,000 – – – – – –

LPG/Ethylene 35 1,088,500 23 534,500 8 342,000 4 212,000 – –


Grand Total 278 26,333,266 166 13,208,566 63 6,437,300 40 5,709,400 3 423,000

Country of Total 2017 2018 2019 2020

Type no. m3 no. m3 no. m3 no. m3 no. m3

China 25 2,049,500 17 1,054,500 5 473,000 3 522,000 – –

Germany 1 18,000 1 18,000 – – – – – –

Japan 26 4,425,100 12 2,010,400 9 1,538,700 2 342,000 – –

Korea (South) 82 13,625,498 35 5,970,298 19 3,292,200 23 4,002,000 2 340,000

Netherlands 1 5,800 1 5,800 – – – – – –

Singapore 2 15,000 – – 2 15,000 – – – –

Grand Total 137 20,138,898 66 9,058,998 35 5,318,900 28 4,866,000 2 340,000

Country of Total 2017 2018 2019 2020
Type no. m3 no. m3 no. m3 no. m3 no. m3
Bangladesh 1 1,200 1 1,200 – – – – – –
Brazil 2 8,000 1 4,000 1 4,000 – – – –
China 40 1,700,500 26 994,500 11 523,000 3 183,000 – –
Japan 37 1,535,618 21 630,018 8 204,200 7 618,400 1 83,000
Korea (South) 57 2,795,050 48 2,404,350 7 348,700 2 42,000 – –
Philippines 4 154,000 3 115,500 1 38,500 – – – –
Grand Total 141 6,194,368 100 4,149,568 28 1,118,400 12 843,400 1 83,000

Marine Propulsion & Auxiliary Machinery | April/May 2017

HPS will deliver a 13.5% improvement in hydrodynamic efficiency
as compared to market average.
We either deliver guaranteed high performance or we pay back
the additional investment.

Damen Shipyards Group’s range of Liquefied gas carriers is a response

to the changes seen in the maritime LNG market in recent years


The maritime liquefied natural gas (LNG) market has long been areas can be designed to considerably reduce sound and
faced with a conundrum about supply and demand. Shipowners vibration levels.
have been reluctant to make the switch to LNG because of the lack With regard to cargo, Damen’s designs use industry-recognised
of bunkering infrastructure. At the same time, the development of tank layouts provided by suppliers specialising in cryogenic gas
bunker infrastructure has been slow to get off the ground because handling systems and tanks. Vaporised LNG can also be used for
of low demand from the market. This has been described on propulsion or auxiliary engines.
numerous occasions as a ‘chicken and egg’ situation. “At the moment this is a small niche market, but it is up and
However, the outlook for the LNG market is changing. This can coming,” continues Mr Schurink. “The European market is getting
be put down to a number of factors. First, according to Bastiaan the ball rolling, and we expect these developments to continue in
Schurink, Damen Shipyards Bergum’s design and proposal marketeer, other regions too.”
there is a continued focus on tightening exhaust emissions. “For example, the North American market is paying more
“Emissions regulations are getting tighter every day. Ships attention to emissions. And the feeder markets in Indonesia and
need to reduce their emissions, and one way to do that is by using the Mediterranean are also interesting. We have designs and
LNG.” Indeed, following the establishment of emission control specs available. All in all, we are ready to build these vessels.”
areas (ECAs), shipowners are looking for solutions to meet the
requirements of new legislation. “Of course there are other ways,
but LNG is a preferred method to reduce not only SOx and NOx,
but also a substantial volume of CO2 emissions.”
“Another important point is that the subject of LNG is becoming
more and more of interest, both commercially and politically,”
Harris Pye to convert
explains Mr Schurink. “There is a growing number of European
LNG bunkering projects that have been initiated by well-known oil
carriers to LSDO
and gas majors. EU funding is also making its presence felt.” At the end of 2016, the on more than 75 vessels
In response to these developments, Damen is promoting its Harris Pye Engineering around the world, including
range of liquefied gas carriers. Richard Nugteren, Damen’s cargo Group announced that it had some 30 LNG carrier main
vessels product director, explains: “These vessels will be capable of been awarded a contract boiler plants on behalf of
transporting all types of liquefied gases – LPG [liquefied petroleum by a prominent Chinese more than a dozen clients,
gas] and VCM [vinyl chloride monomer] in addition to LNG, for liquefied natural gas (LNG) offering the conversion as a
example. They will also exhibit a wide range of cargo capacities, company to convert six turnkey package.
including 500m³, 1,500m³, 3,000m³, 5,000m³, 6,500m3 and 7,500m³.” vessels to low sulphur “We are particularly active
Damen’s liquefied gas carrier designs draw on a number of diesel oil (LSDO), with an in the crucial area of LSDO
tried and tested characteristics. “For example, they are designed option for conversions on conversions as required
with proven hullforms,” says Mr Nugteren. “Focused on efficient further vessels to follow. The by Marpol Annex VI, which
hydrodynamics, this results in minimal resistance during sailing group has undertaken work, sets limits on NOx and SOx
which, in turn, minimises fuel consumption.” predominantly on main emissions from ship exhausts,”
Fitted out to the highest levels of comfort, accommodation and auxiliary boiler plants, explained Chris David, Harris ››› Marine Propulsion & Auxiliary Machinery | April/May 2017


››› Pye’s chief technical officer.

“After the initial push for
per cent mark at present,
potential shortages of
When undertaking
conversions of this kind
CNdM signs
vessels to be compliant for
US and European emission
compliant heavy fuels, and
the option to lower the limit
Harris Pye takes care of
class submissions, carries
LNG cargo
control areas (ECAs) the
new ECAs in China, which
to 0.1 per cent sulphur by the
ports, means that converting
out a complete survey,
undertakes the full design
tank repair
came into effect late in 2015,
have resulted in an influx
the vessels to operate on
LSDO will ensure a ready
with the assistance of the
client and of class, and
deal with
of enquiries and orders. fuel supply and future- fabricates and installs, Europe
While the sulphur limit in the proof them against stricter whether at sea, in drydock,
Chinese ECAs is at the 0.5 emission limits.” or a combination of both. Technologies
French shipyard Chantier
Naval de Marseille (CNdM)
has signed a memorandum
with the liquefied natural
gas (LNG) division of Europe
Technologies to develop
and market membrane cargo
tank-repair services for LNG
carriers, floating storage and
regasification units and, in
future, other ship types that
use natural gas propulsion.
The two companies will
promote the CNdM shipyard
for drydock surveys for
these ship types, building
on the dock’s strategic
Mediterranean location and
on Europe Technologies’
experience in carrying out
these repairs.
Europe Technologies
has a technical service
agreement with market-
leading membrane
containment system
manufacturer Gaztransport &
Technigaz. It will supply the
material, tools and equipment
to the new partnership.
Last year it signed a
similar partnership with
Shipbuilding and Repair
Development Co of Trinidad
& Tobago.
CNdM carries out
occasional LNG carrier
repairs but wants to grow this
business. It is part of Holding
Genova Industrie Navali. Its
base at Marseille handles
shiprepairs and conversions.
The shipyard said in a
statement: “CNdM aims to
boost its market share in
the LNG tanker specialist
market. We have the
certification and trained staff
to operate on these vessels.”

Teekay makes the locations in PrimeServ’s

global organisation and its
takes care of equipment,
planned and unplanned
have traditionally taken care
of maintenance themselves.
maintenance headquarters “an essential
prerequisite for the success of
maintenance, the dispatching of
personnel, and the provision of
The close co-operation within
MAN PrimeServ’s global
deal with the EMC concept.”
The EMC is a tailor-
spare parts – all obvious tasks
for the engine designer.
network means that it can
pool resources and exchange
MAN made service model that
is customised to suit each
MAN Diesel & Turbo
describes the adoption of the
knowledge, and is able to
offer customers a considerably
PrimeServ customer’s particular EMC by the shipping industry higher level of service than
requirements. Operating on a as a paradigm change within individual PrimeServ hubs
MAN PrimeServ, the after-sales fixed budget, MAN PrimeServ maintenance, as shipowners would otherwise be able to. MP
division of MAN Diesel & Turbo,
has signed a maintenance
contract with Teekay Shipping,
one of the world’s largest marine
energy transportation, storage
and production companies.
The new Engine
Management Concept (EMC)
contract is for the maintenance
of Oak Spirit, Creole Spirit
and Torben Spirit, sisters from
Teekay’s 173,400m³ liquefied
natural gas (LNG) carrier
series. The agreement covers
the provision of spare parts,
maintenance management and
the servicing of each vessel’s
two MAN B&W 5G70ME-GI gas
injection, dual-fuel main engines.
Jeffrey Ang, MAN Diesel
& Turbo head of CoC for
engines and marine systems,
Asia Pacific, said: “This
agreement is significant
in that it is the first market
agreement that MAN PrimeServ
has clinched involving our
dual-fuel, two-stroke ME-GI
engines. Furthermore, with
Teekay nominating us as its
preferred service provider, this
contract will undoubtedly add
momentum to our efforts to
expand the EMC’s reach within
the gas engine segment.”
According to the terms of the
contract, MAN Diesel & Turbo
in Copenhagen will deliver
maintenance management and
spare parts, while MAN Diesel &
Turbo in Shanghai will take care
of service for the engines.
Jens Seeberg, head of
retrofit and upgrades and
EMC, praised the co-operation
between the two geographically
diverse PrimeServ entities that
facilitated the drawing up of
the final agreement. He called
the close relationship between
3000 – 5280 kW
@ 750 rpm

Find out more:


068_lastminute_ad.indd 1 25/04/2017 15:03

Meet us at
Stand 02-25, Hall D


PM machines
manufactured by The
Switch convert energy
from a mechanical form to
electrical and vice versa

The Switch is seeing demand for its advanced drive train

technology, both for LNG carrier newbuildings and LNG-fuelled

wned since 2014 by Japan-based Yaskawa Electric development plan to grow its marine-related business by 200
Corp, The Switch is a leading player in advanced drive per cent over the next five years.
train technology, with an installed base of more than PM machines manufactured by The Switch convert energy
13GW of megawatt-class permanent magnet (PM) machine from a mechanical form to electrical and vice versa. The
and converter packages. company’s PM shaft generators convert energy from mechanical
The Switch has stepped up its efforts to win marine business to electrical for hotel power and heavy consumers.
in general since being taken over by the €3.3 billion turnover When using pumps or propellers, the change of form goes
Yaskawa, then having bought out Wärtsilä’s power drives from electrical to mechanical. In all cases, The Switch says, its
product portfolio in Norway in November last year. technology provides smooth conversion.
The company specialises in megawatt-class variable The Switch also distributes the energy created in the most
speed drives and PM technology. It has unveiled a business cost-efficient way – for example, through the use of DC hubs. Marine Propulsion & Auxiliary Machinery | April/May 2017


During distribution, it also stores energy to ensure smooth loading In April last year, Saga LNG Shipping ordered a PM shaft
or peak shaving, balancing and maximising power resources. generator for the 45,000m³ LNG carrier newbuilding it has
The Switch PM shaft generators aim to create cost-effective ordered from China Merchants Heavy Industries ( Jiangsu) Co.
electricity and to save fuel. The systems also aim to improve Norway based, Singapore-owned Saga LNG Shipping will take
efficiency, as the designs are modular, flexible and lightweight. delivery of the newbuilding in the first quarter of next year.
The Switch claims that its systems can help large merchant The order is part of a complete energy-efficiency solution
vessels, such as liquefied natural gas (LNG) carriers, to from Finland-based WE Tech and includes the PM shaft
consume less energy during slow steaming. generator technology from The Switch. The order also contains
Its frequency converters aim to deliver reliable speed control the option to build a second system, if Saga LNG Shipping
with PM machines. They are well suited for vessels that operate exercises its option with the shipyard.
in diverse environments and at different speeds – including LNG- The PM technology-based system will help the mid-sized
powered ferries, cruise ships, ice breakers and tugs – to meet the LNG carrier to improve its efficiency, no matter what speeds it
demands of modern, flexible power production and consumption. sails at. That flexibility may be crucial, as the vessel has yet to
Having entered the marine market in 2013, by January 2017 be chartered.
The Switch had received nearly 30 orders for its PM shaft The WE Tech drive active front-end low harmonic drive
generator technology through WE Tech Solutions, its Finland- technology enables The Switch’s PM shaft generator to operate
based solutions provider and business development partner. over the full range of main engine speeds and to generate
“We entered the marine market four years ago,” said The electricity for the ship’s networks as efficiently as possible. That
Switch business development manager Mika Koli. “We saw offers a particular advantage for electrical part-loads, which is
potential to transfer our competency and the benefits that the normal electrical load condition on a ship.
our technology can deliver to a sector facing challenges with WE Tech will also supply an efficient power distribution
regard to operational costs, falling profit margins and increasing solution to provide the vessel’s electrical network with up to
environmental impact and regulations. 1,200kW in power take-out (PTO) mode. The high-speed
“Our products address all these issues. With this in PMM 500 shaft generator will connect to the PTO shaft of the
mind, we believe we can make a real difference in marine, reduction gear in the propulsion line.
championing enhanced efficiency, the environment and our The Switch offers PMM 500 shaft generators across the
customers’ competitiveness. We see this as the beginning of a 0.5MW-4MW power range, at speeds of up to 2,000 rpm for
new energy era.” optimum flexibility.

Moss-type LNG carriers highlight green technology

MISC Berhad has taken them to call at all major LNG
delivery of its new liquefied terminals around the world.
natural gas (LNG) carrier These new vessels provide
Seri Cenderawasih. The a more robust and superior
150,200m3 LNG carrier is cargo containment system
the second in a series of and ensure a higher degree
five Moss-type LNG carriers of operational flexibility for
ordered from Hyundai Heavy MISC to operate in harsh
Industries. On delivery, these meteorological conditions.
new LNG carriers will be The new generation of
on a long-term charter to LNG carriers incorporate
Malaysia’s Petronas. state-of-the-art technologies
Seri Cenderawasih, along in various forms, including
with its sister vessel Seri the integrated hull structure
Camellia which was launched with four spherical tanks
in September last year, will be shielded by the continuous the installation of a selective The Seri Cenderawasih, MISC’s
part of the new generation of cover, which improves the catalytic reduction system Second Moss-type LNG carrier
the Seri C class LNG fleet of overall structural strength of for the diesel generator (credit: MISC)
Moss type vessels. the hull. to comply with the latest
The newbuilds are part Additional green IMO Tier III requirements
of MISC’s long-term fleet technology features adopted and an ozone ballast water
expansion programme for these new carriers treatment system. The
to cater for the energy include energy efficiency, carriers will be powered by
transportation needs of emissions reductions, a Mitsubishi Ultra Stream
Petronas. They have been biodiversity management Turbine plant, and installed
designed for worldwide and end-of-life disposal. with a pre-swirl duct and a
trading capability to enable These features also include propeller boss cap fin. MP

Marine Propulsion & Auxiliary Machinery | April/May 2017

ECAP propeller by MMG

Visit us at No
Hall D – Stand


When you’re designing and building a new ship or regions, we help to realize the optimal vessel for your
offshore structure, DNV GL provides much more than just operations.
regulatory compliance. With strong, long-term relations Can you afford anything else?
not only with owners and operators, but also with ship-
yards, suppliers and designers in all major shipbuilding Learn more at
Visit us: 05
Booth E

E 2017
6-8 JUN
Maritime Hybrid Drive
MARHY® is a redundant propulsion system for ships, driven by a slow
speed diesel engine. MARHY® is used for economical and environmen-
tally friendly propulsion for slow steaming and maneuvering, Power-Take-
Home (PTH), additionally covering the Power-Take-Off (PTO) and Power-
Take-In (PTI/Booster) features.
The package of RENK’s proven drive components
• RENK Propeller Shaft
Clutch (PSC)
• RENK tunnel gearbox
• Highly flexible couplings
• Electric package including:
- Electrical motor/generator
- Frequency converter with harmonic filters
and digital control & monitoring system

Authorized service stations:

Unauthorized service stations:


Steerprop expands
thruster solutions
The end of 2016 saw some significant
product innovations from Steerprop

innish manufacturer Steerprop chose maritime trade fair
SMM in Hamburg to unveil the expansion of its Steerprop
CRP ECO product line with the new, compact and cost-
effective Steerprop CRP ECO LM propulsor with integrated
vertical permanent magnet (PM) motor.
The LM model is claimed to offer reduced lifetime costs,
improved fuel efficiency and low vibration and underwater noise
levels, while its compact construction makes installation and
maintenance easier and maximises onboard comfort.
Development of the Steerprop CRP ECO LM began in 2015.
The manufacturer planned to integrate a vertical electric motor Development of the Steerprop ECO LM concept began in 2015
onto the propulsor, to replace the upper gear and separate electric
motor. The aim was to combine the hydrodynamic features of
Steerprop CRP ECO propulsors with an efficient and compact
electric motor to create a highly efficient, extremely compact Steerprop has also launched a new generation of ducted azimuth
propulsive unit. propulsors with an upgraded design and improved technical features.
The new model consists of a mechanical azimuth propulsor, The company claims that the new generation of Steerprop
an electric motor and a shaft line with flexible couplings. The propulsors offers greater agility and endurance in a compact
integrated PM motor, auxiliary electric systems and instrumentation package, with a lighter-weight construction, cast steel housing and
are located inside the vessel hull above the waterline, enabling enhanced robustness.
maximum reliability and easy service access. The compact The unit is designed for hydrodynamic optimisation to
arrangement also results in saved space inside the hull. achieve improved free-running efficiency and fuel economy,
The PM motor does not need a separate base and the with a more slender body, a smaller hub ratio and a new high
LM unit can be retrofitted easily. The shaft line and flexible performance HJ4-nozzle design. The HJ4-nozzle guarantees
couplings are inbuilt, so no separate shaft alignment is needed superior bollard pull and allows optimal nozzle positioning.
during the installation of the propulsor. The bearing and Traditional sacrificial anodes have been replaced with a new, non
lubrication systems are integrated with the propulsor and are flow-disturbing shape cast anode.
equipped with standby systems. Propulsor cooling motors and The new generation of Steerprop propulsors are available with
lubrication pumps are controlled by a frequency converter, either electric or hydraulic steering, with direct diesel drive, electric
optimising the auxiliary system’s power usage and enhancing motor drive and the option of a hybrid drive. A shallow draught
overall propulsive efficiency. version is also available that is designed especially for confined
The PM motor has a simple hollow rotor which makes it spaces at the stern.
lighter in weight, while the inbuilt air and water cooling units are The control system architecture is also new, from its
easy to connect to the vessel’s water cooling circulation system. programmable logic controller to levers, enabling functions such as
The PM motor offers high efficiency through the whole speed the collection of data on performance history.
range, especially at lower power and speed. These features help to Steerprop propulsors offer various installation methods and,
bring Steerprop CRP ECO propulsors to an even higher level of it claims, have an overhaul time of at least 15 years, which can
efficiency and compactness in the form of the Steerprop CRP ECO potentially be lengthened by the company's optional condition
LM concept. monitoring service. MP Marine Propulsion & Auxiliary Machinery | April/May 2017


Rolls-Royce delivers Damen’s 1,000th Coating

azimuth thruster enhances
ZF Marine Krimpen is applying
Subsea Industries’ Ecoshield
hard coating to the nozzles
and underwater components
of its azimuth thruster units
supplied to vessels operating
in inland waterways.
The Netherlands-based
company, a division of
Germany’s ZF Group, is
using Ecoshield on thrusters
supplied to a number of its
US-based customers to reduce
operational wear and tear
in brown waters such as the
Mississippi River.
Frank van der Vegt, ZF
Marine’s area sales manager
for commercial craft thruster
systems, explained: “We
Damen’s 1000th and 1001st Rolls-Royce US-type thrusters were delivered at the end of the year for were looking to improve
installation in Romania protection of the thruster’s
underwater components
against damage due to the
Rolls-Royce has delivered its 1,000th azimuth manager, who has 20 years’ experience at the debris, sand and silt that is
thruster to Damen Shipyards Group. This is a Rauma thruster plant, said: “You could say that common in shallow draught
milestone achievement in a relationship that Damen has become part of our life now. Rauma inland waterways, particularly
spans more than 30 years. has produced a wide range of azimuth thrusters the Mississippi, as well as
The 1,000th and 1,001st Rolls-Royce US 255 for Damen’s various tug designs. The ASD [azimuth preventing damage due to
FP type azimuth thrusters, each with a power of stern drive] design and the Rolls-Royce US-type cavitation and corrosion.”
2,525kW, will be installed on a new Damen ASD azimuth thrusters make a unique combination.” The solution was found in
Tug 2913, meeting customer demand for high She added: “We have worked closely 2015, when ZF approached
bollard pull and cost efficiency. in co-operation with Damen over the years Subsea Industries to
Damen’s first ASD tug design with Rolls- to develop the optimum azimuth thruster investigate whether its hard
Royce US azimuth thrusters was delivered in range for tugs. We have a very creative and coating could protect its
1993, but the relationship between the two talented team in Rauma. Whenever Damen thrusters from the effects of
companies goes much further back. presents new requirements, we accept the abrasive waters.
Ronald Lindeman, head of Rolls-Royce Marine challenge of developing solutions that allow After a series of patch tests
sales for Central Europe West, said: “In 1983, us to continue to be Damen’s first choice for proved successful, ZF Marine
before its acquisition by Rolls-Royce, Rauma, propulsion equipment. We continually invest in began applying the hard coating
Finland-based Aquamaster supplied the first research and development to optimise thruster to all the underwater surfaces
retractable thruster for installation on the anchor performance and environmental efficiency. of the thruster. Since then,
handling tug Damen Dragon Fly. Ultimately we endeavour to design the best Ecoshield has been applied
“In 2002 the ASD Tug 2810 design was propulsion solution for all of our customers.” to the ZF 1,000hp azimuth
introduced and is today one of the world’s most Mr Lindeman added: “We are constantly thrusters that are installed on
popular tug designs. More than 420 Rolls-Royce developing our azimuth thrusters to meet 12 towboats and pushboats
azimuth thrusters have been delivered to this series. customers’ expectations...Work to transform the operating in US waters.
“The milestone delivery of the 1,000th and facility in Finland is underway and is due for “We offer the Ecoshield-
1,001st US units underscores our partnership completion in 2020.” coated thruster as an option,
with Damen, our biggest customer for this type Damen’s 1,000th and 1,001st Rolls-Royce but it is a very good solution
of thruster.” US-type thrusters were delivered at the end of for increasing the life of
Aila Lainio, Rolls-Royce marine area sales the year for installation in Romania. thruster installations ›››

Marine Propulsion & Auxiliary Machinery | April/May 2017


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pushboats operating in has more than 400 ship
shallow waters,” said Mr van references for Ecoshield
der Vegt. “We see a really on rudders but is seeing
big improvement. They are a marked increase in its
less prone to damage, which application to thruster tunnels
reduces maintenance and and gearboxes because of the
operational costs. We see operational savings it brings.
these benefits not only with “We are also seeing
the towboat applications, but an increase in interest
also with other applications from original equipment
such as harbour tugs and manufacturers,” said Mr
passenger vessels.” Hof. “Ecoshield safeguards
Manuel Hof, production propulsion systems and
executive and NACE Inspector steering gear against
at Subsea Industries, said: cavitation and corrosion
“We are pleased that ZF damage throughout the
Marine’s decision to apply vessel’s service life. This can
our award-winning Ecoshield significantly increase the
hard coating to its thrusters operational life of rudders
is paying dividends for its and thrusters. We have
customers. The Ecoshield- Ecoshield-coated rudders
coated thruster option adds and thrusters that have not
considerable strength to needed recoating after more
its position as the leading than five years of operating
supplier of propulsion systems in some of the harshest After a series of patch tests ZF Marine has applied the Ecoshield
to the US pushboat market.” marine environments.” hard-coating to all underwater areas of its thrusters

ABB expands polar cruise sales with MV Werften

ABB will supply the complete power, propulsion and will be built to Polar Class 6 and will enable cruising in the
automation package for a series of new cruise vessels being Arctic. They will then follow the route of migrating whales
built by MV Werften for Genting Hong Kong brands Crystal along the coast of the Americas and Europe to Antarctica
Cruises and Star Cruises. during the northern winter.
The three Crystal Cruises luxury Endeavor class megayachts The Star Cruises Global class vessels will be two of the
largest on the market with 204,000 grt each. These impressive
vessels are specially designed for the Asian cruise market.
The five vessels will all feature a complete ABB propulsion
system, electric power plant, automation and a marine software
system. The three Crystal Cruises ships will each be powered
by two Azipod D units, to enable the ships to navigate polar
conditions, while the two new Star Cruises Global class
ships will each be installed with three Azipod XO thrusters.
All the vessels will also feature ABB’s flagship automation
with Intelligent Maneuvering Interface and OCTOPUS marine
software for optimised energy management.
Approximately two thirds of modern large cruise ships, ice-
breakers and high Ice class cargo vessels are fitted with Azipod
propulsion. Cruise ship owners have been using Azipod units for
two decades, favouring their increased efficiency, manoeuvrability
and space saving properties over shaft line systems.
Marcus Högblom, vice president of global sales, passenger
vessels and Azipod propulsion, said: “We are seeing increased
interest in the polar regions from the passenger sector, so our
expertise in the cruise and ice-going sectors means we are
ideally positioned and can fully support our customers with
The two new Star Cruises Global Class ships will each be installed their new projects.”
with three Azipod XO thrusters (Credit: ABB) Delivery of the five vessels is scheduled for 2019 onwards. MP Marine Propulsion & Auxiliary Machinery | April/May 2017

Schottel Combi Drives give increased manoeuvrability for a
wide range of different applications (credit: Ulstein Verft)


Island Venture manoeuvres

with Schottel thrusters
Schottel thrusters have of the propulsion system and reduce fuel consumption. Electric
energy generation systems on board are capable of producing

brought considerable benefits

only the power that is required at the time and distributing it to the
various consumers.
The desired thrust is set via the speed of the electric motor
to an offshore application (frequency control). The connected generators always run at the
optimum operating point. Combined with an SCD, offering high
hydrodynamic and mechanical efficiency, a system of this kind is
particularly economical.
The SCD is based on the Schottel Rudderpropeller, the

mechanical azimuth thruster proven in decades of service in
orway’s Ulstein Verft shipyard has commissioned all sectors of shipping. According to the manufacturer, with the
an offshore construction vessel, Island SCD Schottel’s engineers have implemented a concept that
Venture, which is designed for a high level of unites the decisive technical and economical advantages of the
multifunctionality. Schottel supplied three powerful Rudderpropeller with the electric drive principle.
SCD 710 Schottel Combi Drives (formerly SCD 3040) in the The SCD is available in both single and twin-propeller
Rudderpropeller version with an input power of 3,300kW each. versions. As with the Schottel Rudderpropeller, extensive positive
They give the vessel increased manoeuvrability for a wide experience with the mechanical Schottel Twin Propeller has
range of different applications. contributed to the electric concept.
Island Venture is 160m long, 30m wide and has been Its compact design makes the SCD suitable for applications
designed in such a way that it can be redeployed with a when space is limited. This is particularly the case with offshore
change of use. It was the product of a European joint venture, supply vessels, but the SCD is also an ideal propulsion system
with building work carried out at two different locations. While for ropax and double-ended ferries, tankers, container ships and
the stern was produced at the Crist shipyard in Poland, the yachts, according to Schottel. The SCD is based on the successful
bow was built by Ulstein in Norway, where both parts were Rudderpropeller models SRP 1515, SRP 2020 and SRP 3030,
also assembled. with their proven mechanical components, and covers the power
The vessel is designed for operation as an offshore spectrum from 2,000kW to 3,800kW, with propeller diameters
construction vessel with multifunctional applications. Its equipment ranging from 2,500mm to 3,500mm.
includes a 400 tonne crane for deepsea drilling operations down In contrast with other commercially available systems, in which
to a depth of 4,000m, a 140-tonne crane with 3,000m cable the electric motor is housed in an underwater pod that is over-
capacity, and three moon pools. It is ready for a subsequent dimensioned for this purpose, the motor in the SCD is vertically
change-over to passenger and cargo operations, including special integrated into the support tube of the thruster and is thus
measures for use as a module carrier. inside the vessel. The SCD therefore features a very compact,
The SCD is an electric azimuth thruster. In combination with a hydrodynamically optimised underwater housing. It is also easy to
power management system, electric drives increase the efficiency install and to maintain. MP

Marine Propulsion & Auxiliary Machinery | April/May 2017

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MJP wins military waterjet orders

Marine Jet Power is to supply waterjets for the Korean Coast Guard The third Car Nicobar class vessel, Tillanchang, was
(credit: RoK Navy) commissioned in March (credit: Indian Navy)

arine Jet Power has been awarded a repeat order west coast. The first two ships, Tamugli and Tihayu, were
to supply waterjets to another three Patrol Killer commissioned last year in Vishakhapatnam.
Experimental (PKX-B) fast attack craft for the Republic “These ships play a vital role in light of the security
of Korea Navy. Last year, South Korean shipbuilder Hanjin Heavy environment in the country, and are designed to take on both
Industries & Construction Co (HHIC) launched the first unit, which conventional and asymmetric threats. Tillanchang was able to
is currently undergoing sea trials. achieve the fastest speeds – more than 35 knots – among all
The propulsion system comprises an MJP 950 single drive waterjet fast attack craft during speed trials,” said vice admiral
and MJP 650 double drive waterjet installation. Powered by Girish Luthra.
General Electric’s 7,355kW LM500 gas turbine engines and
Caterpillar Marine’s 1,397kW CAT C32 diesel engines in a DSVs use Hamilton waterjets
combined diesel and gas turbine configuration, the top speed Oceânica Offshore in Rio de Janeiro, Brazil, has taken delivery
is 40 knots. of Oceanicasub V, the second vessel of a pair of monohull
The 275 tonne platform has an overall length of 44m and an diving support vessels that will be chartered to Brazilian oil
overall beam of 7m, and can accommodate a crew of 20. The company Petrobras.
PKX-B is lighter and faster than the previous generation of PKX-A Designed by Incat Crowther in Australia and constructed by
guided-missile patrol boats. A total of 16 vessels are planned with Arpoador Shipyard in Guarujá, Oceanicasub V is a 43m vessel and
an option for another 18. is classed by RINa. The new diving support vessel is fitted with an
Marine Jet Power has also been awarded two new contracts to array of support equipment, including a deck crane, an A-frame for
supply waterjets for another eight 500-tonne patrol vessels for the a remotely operated vehicle, another A-frame for a diving bell, a
Korea Coast Guard. Five vessels are to be built by HHIC and three hyperbaric chamber, a high precision acoustic positioning system,
by Kangnam Corp. a rescue or workboat with associated davit, and all necessary
The propulsion system comprises an MJP 950 double drive diving operations-related spaces and equipment.
and MJP 750 double booster waterjets. Powered by four diesel Crew accommodation and operational spaces are finished to a
engines at a total of 14MW, the top speed is over 35 knots. high standard, and the layout of machinery and open deck spaces
The new vessels will be delivered during 2018, continuing are well thought out to provide safe operations. As a result, the
the existing 500-tonne programme and extending the series to two vessels are said to be exceeding the expectations of both the
comprise a total of 23 vessels. operator and the charterer.
Four Cummins QSK19 660 bhp main engines coupled to
Indian Navy launches waterjet fast-attack craft Hamilton HM521 waterjets through ZF 2000 gearboxes provide
The Indian Navy has commissioned a waterjet fast attack craft to propulsion power to the vessel. The waterjet propulsion was
enhance its maritime capabilities in the Indian Ocean region. selected to reduce the risk to divers. Electrical power is provided
Built by government-owned Garden Reach Shipbuilders by threeCummins QSM11 300 ekW gensets plus one Cummins
and Engineers (GRSE), the third Car Nicobar class vessel, 6BT5.9 92 ekW emergency genset. Three Thrustmaster 150kW
Tillanchang, was commissioned on 9 March at Karwar on the tunnel thrusters enhance manoeuvring. MP Marine Propulsion & Auxiliary Machinery | April/May 2017


Wind propulsion to be tested

on Maersk tanker
Flettner rotor sails are to be installed on a product tanker

throttled back, providing a to the project, and sharing our

net saving in fuel costs and decades of experience and
emissions, without affecting knowledge within safety and
the vessel’s schedule. tanker operations.”
Independent experts will Karrie Trauth, technology
analyse the data gathered and innovation general
from the project before manager for Shell Shipping
publishing technical and & Maritime, commented:
operational insights, and “At Shell, we believe that
performance studies. innovation and technology are
Commenting on the key elements to improving the
An illustration of the Maersk P-class product tanker with two partnership, Norsepower efficiency and environmental
Norsepower Rotor Sails chief executive Tuomas Riski performance of shipping
said: “We are privileged and operations. We look forward
excited to be collaborating to using our shipping and

with Maersk Tankers, Shell, technical expertise to support
inland’s Norsepower, expected to reduce average and the ETI on this project. We this trial.”
Maersk Tankers, fuel consumption on typical are optimistic that support for Andrew Scott, ETI’s
the UK’s Energy global shipping routes by this trial from these industry- programme manager for
Technologies Institute 7-10 per cent. leading organisations will marine, heavy duty vehicles
(ETI), and Shell Shipping & The project is majority open up the market for our and offshore renewable
Maritime have announced funded by the ETI with technology to a larger number energy, added:“Flettner
that Flettner rotor sails are contributions from Maersk of long-range product tanker rotors have the potential to
to be installed and trialled Tankers and Norsepower. vessels – paving the way for reduce ship fuel consumption
on board a Maersk Tankers Shell will act as project ship fuel efficiencies, and substantially, especially
owned vessel. co-ordinator and provide ultimately reducing emissions, on tankers and dry bulk
The project will be the operational and terminal including greenhouse gases. carriers. It is one of the few
first installation of wind- and port consultancy to the As an abundant and free fuel saving technologies
powered energy technology project team. Maersk Tankers renewable energy, wind power that could offer double digit
on a product tanker vessel, will provide technical and has a role to play in supporting percentage improvements.
and will provide insights into operational insight. the shipping industry to To date, there has been
fuel savings and operational The Norsepower Rotor reduce its fuel consumption insufficient full-scale
experience. The rotor sails Sail Solution is a modernised and meet impending carbon demonstration on a suitable
will be fitted during the version of the Flettner rotor – reduction targets.” ocean-going marine vessel
first half of 2018, before a spinning cylinder that uses Tommy Thomassen, to prove the technology
undergoing testing and data the Magnus effect to harness Maersk Tankers chief technical benefits and operational
analysis at sea until the end wind power to propel a ship. officer, explained:“Together impact. Demonstrating the
of 2019. Each Rotor Sail is made with our partners, we have technology in this project
Maersk Tankers will using the latest intelligent the opportunity to deploy an will make it more attractive
supply a 109,647 dwt LR2 lightweight composite innovative technology that to shipping companies and
product tanker vessel sandwich materials, and can improve fuel efficiency investors, and could play a
which will be retrofitted offers a simple yet robust on our LR2 product tanker significant role in reducing
with two 30m tall, 5m hi-tech solution. When wind vessels and help to reduce the fuel costs and improving
diameter Norsepower Rotor conditions are favourable, their environmental impact. We the environmental impact of
Sails. Combined, these are the main engines can be look forward to contributing shipping in the future.” MP

Marine Propulsion & Auxiliary Machinery | April/May 2017

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Military To date, the US Navy – GE’s largest marine gas turbine
customer – has taken delivery of over 700 LM2500 engines
applications still
dominate the
landscape when it
comes to the use
of gas turbines,
with light weight
and high power
being the key

hile gas turbine engines are system technology to match the requirements
increasingly finding applications for its popular LM2500, LM2500+ and
in vessels including ferries, cruise LM2500+G4 engines.
ships, container ships and gas carriers, their most “Our LM2500+G4 gas turbines were selected
widespread use remains in naval vessels, where for the Italian Navy’s new Pattugliatori Polivalenti
their power-to-weight ratio gives them a key d’Altura or PPA multipurpose offshore patrol
advantage over diesel engines. ships. This will be the first use of GE’s electric
GE’s Marine Solutions is one of the leaders start system for the LM2500 engine family,” said
in this field. Worldwide, more than 1,400 GE Brien Bolsinger, GE’s vice president and general
gas turbines log over 14 million hours serving 35 manager for marine operations. “The benefits of
navies on 500 naval ships for 100 military ship our electric start system include an 82 per cent
“The benefits programmes, ranging from patrol boats, destroyers decrease in footprint and an 85 per cent reduction
and cruisers to corvettes, frigates, amphibious in weight compared to a hydraulic start system.”
of our electric ships and aircraft carriers. The initial application of GE’s electric start
start system GE is one of the world’s leading system is on the LM500 gas turbines that power
manufacturers of marine propulsion products, the Republic of Korea’s PKX-B patrol boats. GE’s
include an 82 per systems and solutions including aeroderivative LM6000PC and LM6000PG gas turbines are
cent decrease gas turbines ranging from 6,000 to 70,275 shp, or available with an electric start system, too.
4.5MW to 52MW. According to the company, A system of this type has an integrated clutch
in footprint and
these gas turbines operate reliably all over the that is included with the module. The electric start
an 85 per cent world in some of the most arduous conditions, in system requires only a single cooling interface on
reduction in temperatures ranging from -40oC to +48oC. the module with the option of either fresh water or
Recently, GE has started offering electric start mineral oil cooling media. The system has the same
weight compared systems for its line of aeroderivative marine gas functionality as other starters including engine start,
to a hydraulic turbines. Along with lower lifecycle costs and motoring or purge, water wash, and borescope.
improved reliability, the electric start system costs The electric start system for GE’s marine
start system.” 60 per cent less than a hydraulic start system. gas turbines is being designed to meet ABS
GE says that it scaled the electric start Naval Vessel Rules certification for the United Marine Propulsion & Auxiliary Machinery | April/May 2017


States Navy, specifically for shock, vibration and marine gas turbine with the highest power density
electromagnetic interference. For the Italian Navy and will deliver a high power output in a compact
PPA ship, GE is certifying to RINa’s Rules for space – an essential factor for naval propulsion. “We are extremely
the Classification of Naval Ships. “We are extremely proud that the MT30 proud that the
GE has also recently marked the milestones will power the new landing helicopter dock and
in its sales of gas turbines to the United States we very much welcome Fincantieri as the latest MT30 will power
Navy and United States Coast Guard surface customer for our MT30 gas turbine which we the new landing
combatant programmes that all use GE’s reliable believe will provide it with the optimum solution
LM2500 aeroderivative marine gas turbines. for the needs of the vessel they will build for the helicopter dock”
In December, the US Navy accepted delivery Italian Navy.”
of the fifth Independence variant littoral combat The factory acceptance test, which has to be
ship (LCS), Gabrielle Giffords. GE will provide completed before the gas turbine can be delivered,
20 LM2500 gas turbines for the Austal USA LCS was carried out at the Rolls-Royce test facility
programme, part of a contract for up to 10 ships to in Bristol, UK. The engine was put through a
be built by the manufacturer. The two LM2500s week of rigorous performance tests, witnessed by
are arranged in a combined diesel and gas turbine representatives from Fincantieri and the Italian Navy.
(CODAG) configuration with two diesel engines. The MT30 is derived from Rolls-Royce Trent
John Finn (DDG 113) has also been delivered aero engine technology and builds on more than
to the US Navy, by Huntington Ingalls Industries. 45 million hours of operating experience and
John Finn is the 63rd Arleigh Burke class destroyer ultra-high reliability. It is initially built as separate
and the first of the DDG 51 Flight IIA restart modules, on the same build line as the Rolls-
ships. GE LM2500 gas turbines propel these new Royce Trent aerospace engines, in Derby. It is
destroyers to speeds in excess of 30 knots. then assembled at the company’s Bristol facility.
Also in December, the US Coast Guard accepted The construction of the engine is based on a
delivery of the sixth national security cutter (NSC) twin-spool, high-pressure ratio gas generator with
Munro, in Pascagoula, Mississippi. Munro is a free power turbine. Eight variable geometry
scheduled for commissioning in April 2017. A day stages are included in the intermediate pressure
later, the seventh NSC, Kimball (WMSL 756), was compressor, with six corrosion-protected stages
launched at Huntington Ingalls Industries. Ships in in the high-pressure compressor. Technology for
the US Coast Guard’s Legend class NSC programme the four-stage free power turbine comes from the
feature the same LM2500-based CODAG Industrial Trent and Trent 800 products. To ensure
propulsion system. GE marine gas turbines can be reliable life, the latest blade cooling technologies
applied in a variety of propulsion configurations so are included throughout and emissions levels meet
naval architects have the design flexibility to match all current and anticipated legislative limits.
speed, endurance and mission payload requirements. Rolls-Royce MT30s are also being installed in
To date, the US Navy – GE’s largest marine the UK Royal Navy’s new aircraft carriers Queen The MT30 is derived from
gas turbine customer – has taken delivery of over Elizabeth and Prince of Wales and the Type 26 Rolls-Royce Trent aero engine
700 LM2500 engines operating aboard surface global combat ship. They are also in service with technology and builds on
combatants such as frigates and destroyers. the US Navy’s Freedom class LCS and its Zumwalt more than 45 million hours
Not to be outdone, Rolls-Royce, too, has recently class destroyers, and will power the Republic of of operating experience and
reached a significant milestone for the Italian Navy’s Korea’s Daegu class frigate programme. MP ultra-high reliability
new landing helicopter dock (LHD) multipurpose
amphibious vessel, to be built by Fincantieri – one
of the world’s largest shipbuilding groups – by
successfully completing the factory acceptance test
for the vessel’s first MT30 gas turbine.
Rolls-Royce has been selected to provide two
MT30 gas turbines to power the new 20,000 tonne
displacement vessel. The LHD will be built and
launched in Fincantieri’s Castellammare di Stabia
shipyard in Naples before being set up and delivered
at the company’s yard in Muggiano, La Spezia.
It is a result of Italy’s Navy Act, under which the
Government is undertaking a major investment
programme to renew the Italian Navy’s fleet.
Don Roussinos, Rolls-Royce president –
naval, said: “Successful completion of the factory
acceptance test is a significant achievement for
everyone involved in the LHD programme.
Producing 36MW to 40MW, the MT30 gas
turbine is the world’s most powerful in-service

Marine Propulsion & Auxiliary Machinery | April/May 2017

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T In its efforts to popularise use of its combined
owards the end of performance and a high level
2016, GE Aviation’s of reliability. The basis of the
marine gas turbine gas turbine, electric and steam (COGES) COGES system is GE’s dual-
business announced system, GE is focusing on various ship types fuel gas turbine, which can
that it had signed a meet increasingly stringent
multilateral memorandum worldwide environmental
of understanding (MoU) regulations while reducing
to co-operate in the joint operating expenses.
development of a liquefied Separately, GE and Hudong-
petroleum gas (LPG) fuelled In fact, GE gas turbines are operational costs and contribute Zhonghua Shipbuilding
ferry design. The ferry will no stranger to the seas and no to the reduction of our global announced an approval in
feature GE’s compact and new technology is required to environmental footprint.” principle received from ABS for
lightweight combined gas construct the COGES system. This is part of a wider effort a jointly developed liquefied
turbine, electric and steam Instead, GE is configuring on GE’s part to popularise the natural gas (LNG) carrier design,
(COGES) system for all ship existing products and integrating use of COGES for propulsion. also to be powered by a GE
power, including propulsion. them into new applications. GE In 2016, GE and Dalian COGES system. “Thanks to
Participating in the MoU gas turbines operate on cruise Shipbuilding Industry Co the compact and lightweight
signing were Youngsung ships, eight of which feature received approval in principle attributes of GE’s COGES
Global Co chief executive COGES arrangements. Other for their jointly-developed arrangement, customers can
Bumsu Ku, Dintec Co director commercial marine applications 20,000 teu container ship realise an additional 4,000m³
Hunsoo Ha, Korea LPG Industry include fast cargo ships, high design to be powered by a GE of LNG cargo space compared
Association chairman Joonseok speed yachts, offshore platforms, COGES system. The design will with a traditional 174,000m³
Hong, GE Aviation MSO Korea and floating production and also permit increased container LNG carrier powered by dual-
leader Kirby Luke, Far East offloading ships. carrying capability, as well fuel diesel engines,” said
Ship Design & Engineering Mr Ku said: “With the use as offering a lower lifecycle Hudong-Zhonghua Shipbuilding
Co (FESDEC) chief executive of LPG, we expect to save on cost, better environmental president Chen Jun. MP
Jungkang In, and Cryos chief
executive Daesung Kim.
As this is the world’s first
LPG-fuelled COGES ship,
the LPG industry is taking an
active part in this project. For
instance, FESDEC is handling
(Heat Recovery
the ferry design, and Cryos Steam Generator) Steam
Heating Steam
Steam Loads
brings extensive experience in
designing and manufacturing Steam Turbine
LPG fuel tanks.
The new ferry design is
expected to improve safety
Electrical Distribution

and efficiency while reducing

nitrogen oxide and carbon Ship Service Load
dioxide emissions, meeting Gas Turbine
IMO regulatory standards. The Hotel Load
ferry’s operational expenses
will decrease by 35 per cent,
BOG Propulsion Load
too. This means that the newly
developed ferry should deliver
the economic value and
eco-friendliness that global
markets require today. The COGES system applied on the design of the Hudong-Zhonghua Shipbuilding LNG carrier Marine Propulsion & Auxiliary Machinery | April/May 2017


Rolls-Royce is to supply hybrid power systems for

Hurtigruten’s two new hybrid-propulsion expedition
cruise ships (credit: Hurtigruten)



assenger ship operators, especially in Northern Europe, are batteries for energy storage, thrusters, and remote control modules
adopting electric propulsion and automation technology. for the propellers.
One recent order was received last year by Rolls-Royce ABB, too, has gained orders – for electric drive technology for
to supply hybrid power systems and new bridge and automation battery-powered passenger ships. The latest contract, from Stena
technology for Hurtigruten’s two new hybrid-propulsion expedition Line, is for an energy storage control system and Onboard DC Grid
cruise ships. to retrofit two HH Ferries Group vessels, Tycho Brahe and Aurora,
Hurtigruten ordered Roald Amundsen and Fridtjof Nansen from in 2017. They will operate on battery power between Helsingør
Kleven Verft in Norway. Rolls-Royce then received a contract in Denmark and Helsingborg, Sweden. In another order, ABB is
to supply the latest automation and control systems, including supplying an Onboard DC Grid for a new hybrid car ferry being
its Unified Bridge, as well as electrical power systems, Azipull built at Fiskerstrand Verft in Norway.
propellers using permanent magnet technology, two large tunnel Norwegian Electric Systems has signed a contract, valued at up
thrusters, stabilisers, engines and winches. to US$3.5 million, with Remontowa shipyard of Gdańsk, Poland
The hybrid technology is planned for delivery in two phases. In for the delivery of two hybrid electric systems, for two new ferries.
phase one, auxiliary battery power will provide large reductions in The package consists of ultra-light converters forming a DC grid
fuel consumption by enabling peak shaving. This solution is to be system with four battery packages, two on each side of the DC bus
installed on the first expedition ship ready for delivery in 2018. for redundancy. In addition, for the main propulsion there are water-
For phase two, larger batteries will be installed, enabling the cooled, high-efficiency permanent magnet motors and four direct
possibility of fully electric sailing across longer distances and over driven propellers. The ferries are being built to operate the Woolwich
longer periods of time. This will be used when sailing into fjords, service across the River Thames for Transport for London, in the UK.
at port and in vulnerable areas, providing silent and emissions Norwegian Electric Systems has already installed one of Europe’s
free sailing. Rolls-Royce will install this new technology in the largest test facilities for electric propulsion systems, including energy
second ship to be built, which is scheduled for delivery in 2019. storage, and is developing a new energy management system.
Hurtigruten intends to retrofit the first ship with the same Ferry operators in the Solent in the UK are harnessing battery
technology, at a later date. power. Cemre Shipyard in Turkey is building a hybrid battery-
Hybrid propulsion and batteries have been installed on operated ferry for Wightlink Ferries. The ship will have batteries
increasing numbers of ferries operating in Scandinavia and the for powering the ship’s electrical supply and motion-activated light
Baltic. Siemens supplied systems for the first electric-driven ferry, emitting diode (LED) lighting, as well as assisting with propulsion.
Norwegian operator Norled’s Ampere, in 2015, and has since gained Red Funnel is considering using batteries on a new fast ferry. It took
fresh orders. These have included a follow-up order from Finland- delivery of Red Jet 6, which has conventional propulsion and power
based Finferries. It is also supplying two new battery-driven ferries systems, in 2016, and plans to order another one from Shemara
for Fjord 1 in Norway, due for delivery in January 2018 from Refit on the Isle of Wight. It is interested in combining batteries
Turkey’s Tersan Shipyard. The order involves supplying lithium-ion with fuel for future new dual-fuel electric vessels. MP

Marine Propulsion & Auxiliary Machinery | April/May 2017

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ABB to power new FRSU vessel

ABB will supply the power and electric propulsion system for a
new floating storage and regasification unit (FSRU) for BW Group,
which will also be remotely connected to ABB’s Collaborative
Operations Centers. The equipment on board will provide data
to the shore-side centres, enabling ABB and the vessel owner
to take a proactive approach to maintenance throughout the
lifetime of the vessel.
“The modern power system must be both efficient and
connected,” said Juha Koskela, managing director of ABB’s marine
and ports business. “Our hardware will optimise fuel efficiency on
board whilst the Collaborative Operations Centers will monitor the
vessel, enabling a more informed approach to maintenance.”
ABB’s power generation and distribution system, along with
the electric propulsion system, will work in conjunction with the
dual-fuel diesel engine plant to maximise uptime. Much of ABB’s
scope of supply of generators, switchboards, transformers, main
propulsion drives and motors will transmit performance data via
sensors. This information is automatically monitored from shore at ABB’s power generation and distribution system will work in
the Collaborative Operations Centers and ABB will work with the conjunction with the dual-fuel diesel engine plant
customer during routine and urgent maintenance cases.
The 174,000m³ capacity FSRU has been ordered from South
Korea’s Daewoo Shipbuilding & Marine Engineering Co. The and tankers at ABB said, “ABB’s track record in commissioning and
membrane-type vessel is expected to be delivered by its Okpo servicing LNG installations at South Korean shipyards, coupled
yard in 2019. with end-user recommendations and the reputation of the ABB
Erik Bolstad, sales vice president for liquefied natural gas (LNG) brand, all played a key role in securing this substantial order.”

Norwegian Electric Systems signs ferry contract

Norwegian Electric Systems the ferry industry, according to requirements for these two the batteries and includes the
has signed a new contract a statement from Norwegian ferry routes have resulted Odin’s Eye solution. Odin’s Eye
with Havyard Ship Technology Electric Systems. The ferries in the choice of an electrical is an ultra fast-acting safety
for the delivery of hybrid are designed by Multi Maritime. propulsion system using solution. It is flexible, too,
electric systems for three Two of the ferries will chargeable lithium-ion batteries. allowing for future upgrades
new ferries being built operate the route between Norwegian Electric Systems of the vessels such as larger
for Norway’s largest ferry Brekstad and Valset and has developed a very robust battery capacity or higher
company, Fjord 1. By including one will operate between DC system for applications charging power from shore.
the latest environment-friendly Sandvikvåg and Husavik. such as these. The main DC “We have had close
technology on its ferries, Fjord The Norwegian Public Roads system ensures the safe contact with Fjord 1, Havyard
1 sets the green standard within Administration’s strict emissions charging and discharging of and Multi Maritime during
this preliminary process,”
said Stein Ruben Larsen,
Norwegian Electric Systems’
vice president for sales.
“Teamwork has been the
keyword for securing this
contract,” said Mr Larsen. “It
proves that Norwegian Electric
Systems has the technical
knowledge to win, and
strengthen, our clients’ trust.”
Norwegian Electric Systems
has installed one of Europe’s
largest test facilities for electric
propulsion systems, including
Norwegian Electric Systems has developed a very robust DC system (credit: energy storage. Marine Propulsion & Auxiliary Machinery | April/May 2017


Kohler launches new Tier 3 diesel marine generators

Kohler Power Systems, which manufactures diesel and gasoline
marine generators for a wide range of pleasure and commercial
craft applications, has launched new single and three-phase Tier
III marine diesel generators. The company’s 14-24EKOZD/12-
20.5EFKOZD generators integrate Kohler diesel Tier III engines and
other enhancements, including improved sound shields and Kohler’s
highly regarded Decision-Maker 3500 controller (DEC 3500).
“Our generators are always evolving to meet the diverse and
dynamic needs of today’s boat builders and pleasure craft owners
alike,” said Greg Klompenhouwer, senior product manager for
Kohler Marine. “These newest models reduce sound levels with
an air induction silencer while also delivering the performance and
peace of mind that come with our Kohler Tier III diesel engines. We
are confident the market will respond strongly to these new and
improved marine generators.”
In addition to enhanced sound-dampening and engine reliability, The DEC 3500’s space-saving design eliminates the need for
users of these new models will benefit from the ability to quickly oversized switchgear
and easily parallel two or more Kohler generators with a single
communication wire, which is delivered through the DEC 3500.
The DEC 3500’s space-saving design eliminates the need which provides the ability to monitor and control the generator
for oversized switchgear. Other benefits include built-in load from anywhere on the vessel. There are also fully enclosed circuit
management software, which removes over-fuelling issues and boards and sealed connectors, which protect against corrosion,
the need for exhaust treatment systems, and remote monitoring, and fewer failure points, providing enhanced dependability.

Ulstein Verft to build new hybrid vessel

Norway’s Color Line and and we are looking forward to compounds in this area. be built to Norwegian flag
Ulstein Verft have signed a further co-operation with Color The 160m vessel, with the requirements and registered
firm contract for construction Line,” stated Ulstein Group’s working name Color Hybrid, on the Norwegian Ordinary
of the world’s largest plug-in chief executive Gunvor Ulstein. can take 2,000 passengers and Ship Register. Color Line is
hybrid vessel. The natural environment 500 cars. It will have almost the only company providing
The environmentally- is an important consideration twice as much capacity as international passenger and
friendly vessel will operate for Color Line. The vessel will Bohus, which is scheduled to freight traffic to and from
between Sandefjord and feature new solutions to reduce be phased out when the new Norway with ships registered
Strømstad from summer 2019. noise and emissions. It will ferry is put into operation in on the Norwegian Ordinary
Ulstein won the contract in be a plug-in hybrid, in which summer 2019. The ship will Ship Register and with
competition with several the batteries are recharged provide considerably more Norwegian headquarters.
other yards. via a power cable with green capacity on the route between The solution comprises
“It is very gratifying electricity from shore facilities Norway and Sweden, and a number of Nidec Control
that the Norwegian or, as a secondary alternative, will provide expanded and Techniques’ Unidrive M variable
shipbuilding industry has recharged on board by the improved services on board, speed drives, along with
proved its competitiveness ship’s generators. and thus a new and better motors, transformers, brake
internationally, and that Color With new shore power travel experience. resistors, rectifier units and
Line is contributing to the in Sandefjord, all Norwegian The new vessel will generators.
further development of the ports on Color Line’s network
Norwegian maritime industry,” will have shore power
said Color Line chief executive facilities. The ship will have full
Trond Kleivdal. battery power for its passage
“We are very pleased that into and out of the fjord, to
Color Line decided to proceed and from Sandefjord’s inner
from a letter of intent to a firm harbour, which means that
contract for the construction there will be no emissions of
of this hybrid vessel. This is harmful greenhouse gases
an important milestone for us, or nitrogen and sulphur
The 160m vessel has the working name Color Hybrid

Marine Propulsion & Auxiliary Machinery | April/May 2017


STAND NO: E03-12




CONTACT :: :: :: Phone: +47 55 61 30 00






Immanuel's propulsion is diesel-electric with a

variable speed generator and DC bus

Power solutions help

achieve competitive gain
idec Control Techniques and sister company Nidec of a conventional diesel engine. Along with higher efficiency, further
Leroy-Somer Holding, both formerly part of Emerson benefits include its small size, with no need for an inline gearbox
Industrial Automation, have recently helped complete with transmission.
a landmark fishing industry project by contributing to the Moreover, the fact that impact loads can be absorbed electrically
construction of a brand new type of marine vessel, the MDV-1 by the engine controller makes the generator more stable and
Immanuel. The solution comprises a number of Unidrive M energy-efficient, with less engine noise, less vibration and virtually
variable speed drives, along with motors, transformers, brake no need for maintenance.
resistors, rectifier units and generators. Four Nidec Control Techniques Unidrive M variable speed
The MDV-1 Immanuel is a Dutch-built 30.2m long 8.6m drives work in tandem with the propulsion engine, with another
wide twin-rig fishing vessel devised for The Netherlands’ unit deployed for driving the rotary transformer. Others are for the
masterplan for sustainable fishing (MDV ). The boat offers a hydraulic pump, flushing pump, engineroom ventilation, and fish
number of key innovations including, notably, savings of up to hold cooling system, with two more for the pulse fishing windlasses.
80 per cent in both fuel consumption and emissions of CO2 The windlasses have to pay an electric cable in and out with a stable
and NOx. tensile force (without breaking), but with a variable swell.
The remit of the MDV, which was established in 2012 to Further products supplied include a Nidec Leroy-Somer
drive innovation in the Dutch fishing sector, is to seek efficiency motor-generator transformer for the onboard electrical system, a
improvements in every area, including propulsion, which on brake resistor for the power generation system, rectifier units for
Immanuel is diesel-electric with a variable speed generator and the common DC bus, a 12-pulse transformer suitable for variable
DC bus. frequencies, and Leroy-Somer main and auxiliary generators.
This design means that the generator can be run extremely As well as the drive components, the two companies were
efficiently, at speeds ranging from 800 rpm to 1,200 rpm. It responsible for the engineering, documentation, testing, set-
also means that the boat can be equipped with two generators, up, training and drives operating software – not just for the
one running at a time, instead of the three that would be programmable logic controller, but for managing the frequency
needed with an AC system, where two would normally be in controllers of the propulsion engine and rotary transformer.
operation. The larger, 500kW, generator is used during transit In order to reduce harmonic current distortion, engineers
and fishing, while the smaller one (117kW ) is mainly an also recommended the use of an electrical system in which
emergency generator, capable of bringing the boat back to shore a 12-pulse isolating transformer was employed. Switching
at a lower speed. controllers and generators guarantees a broad-based redundant
The system benefits from the use of a 400kW water-cooled system without any onboard electrical system interference
permanent magnet motor (120 rpm) for the main propeller in place compromising the instrumentation. MP Marine Propulsion & Auxiliary Machinery | April/May 2017


aton has introduced a contactors can handle 1,000 alternative energy sources, DC 600 contactors have
new range of hybrid VDC per pole and current many of them DC, are been specifically designed to
contactors. Described flow in both directions – rapidly gaining in popularity. overcome these limitations
by the power management bi-directional and polarity- In these applications, the and to provide superior
company as compact and insensitive. The contactors, compact space-saving design, control in a wide variety of
dependable, the new contactors which can be controlled zero maintenance requirements DC switching applications.”
support loads of 300A to 600A conventionally or with a and long operating life of the To achieve their
at up to 1,000 VDC. programmable logic controller, contactors are important benefits. performance and long
Conventional contactors have a compact frame size “There has been lifespan, Eaton DIL DC 300
all require maintenance in the that reduces panel space considerable growth in the and DIL DC 600 contactors
form of replacement of contacts requirements. In addition, the need for convenient, effective use novel hybrid switching
after approximately 10,000 to contactors feature a wide-range and reliable DC switching,” technology. They have two
25,000 electrical operations. coil that covers AC operating said Chris Pack, field product mechanical contacts – an
However, Eaton’s new DIL voltages from 110V to 250V as manager at Eaton Electric. extinguishing contact and an
DC contactors require no well as DC operating voltages “But traditional devices have isolating contact – connected
maintenance and provide an from 110V to 350V. notable limitations. They in series and a solid state
operating lifespan of more than Eaton’s new DC hybrid all have a relatively short IGBT (insulated gate
150,000 electrical operations. contactors are particularly lifespan and often need bipolar transistor) switch
As well as having extremely well suited to applications separate bridging links. Our connected in parallel with the
long lifespans, DIL DC in the marine sector where new DIL DC300 and DIL extinguishing contact.
When the contactor is
required to break a circuit, the
current commutates to the
IGBT, with the opening of the
Joint development of a binary cycle power
generation system for ships began in 2014
extinguishing contact. Next,
the IGBT is turned off to
interrupt the current and, finally,
the isolating contact opens to
provide galvanic isolation. With
this arrangement, under normal
operating conditions neither of
the mechanical contacts has to
switch off the load current. This
means that arcing and contact
erosion are virtually eliminated.
Eaton DIL DC 300 and
DIL DC 600 hybrid contactors
are available in two versions,
with extensions to the range
planned for introduction in the
near future. Both versions are
two-pole devices and both can
be used on systems up to 1,000
VDC. Maximum operating
frequency is 100 operations per
hour. MP Marine Propulsion & Auxiliary Machinery | April/May 2017


Kobe Steel binary cycle power generation system for

ships completes sea trials
Japan’s Kobe Steel plans to start marketing a new binary cycle for the ship and contributes to the efficient utilisation of
power generation system for ships. energy. In the sea trials, Kobe Steel confirmed that an
Kobe Steel, Asahi Shipping Co and Miura Co began the engine output of 7,500kW per hour generated 125kW of
joint development of a binary cycle power generation system electricity. This is equivalent to about 20 to 25 per cent
for ships in 2014. Land-based testing of the system was of the fuel used in marine generators, depending on
successfully completed in 2015 and in December 2016 the conditions, and is the largest scale of power generation
system passed sea trials. It recently received approval from from exhaust heat on a ship.
Japan’s class society ClassNK. Having passed these tests, the Through the new system, the three companies are
new system has been marketed since April, with sales starting promoting the effective utilisation of unused energy. This
in April 2019. Kobe Steel is in charge of marketing and sales. project to develop the binary cycle power generation
In the past, exhaust heat from the turbocharger attached system was adopted as a joint research theme by the
to a ship’s engine was not used, but allowed to disperse. next-generation marine environment related technology
Kobe Steel’s new system is the first in the world to development support programme of Japan’s Ministry of Land,
generate electricity from this exhaust heat. The electricity Infrastructure, Transport and Tourism and ClassNK and was
produced by the new system serves as auxiliary power undertaken with its co-operation.


Becker Marine Systems’ is available by freely “Despite significant Becker Marine Systems’
COBRA compact battery configuring modular units regulatory requirements, managing directors.
rack is an advanced concept in standardised cabinets of the operation of our LNG “During AidaSol’s recent
employing tried-and- up to 1,000 VDC including hybrid barge supplying call to the port, the barge
tested 18650 lithium-ion integrated and individually power to cruise ships transferred approximately
cell technology and taking controlled cooling equipment. moored along the quay wall 35 MWh of energy” he
the special requirements Becker has developed at the port of Hamburg is explained. In addition, there
of maritime operation and a number of offerings for running smoothly and to is the LNG PowerPac, a
classification into account. the use of low-emissions our complete satisfaction,” specially-designed modular
Any scale of power storage liquefied natural gas (LNG). said Dirk Lehmann, one of container system used to
supply power to ships. It
allows the alternative fuel
to be used directly on
board container ships, for
example. This obviates the
use of other technologies
and construction work on
infrastructure at ports, which
can be costly.
COBRA was presented at
maritime trade fair SMM in
2016 and is currently in test
phase. Starting in summer
2017 it can be delivered
as a single product or in
combination with hybrid
drives. Initial orders for
passenger ferries, among
other vessel types, have
already been placed for this
technology based on lithium-
ion cells. Its use in products
such as the LNG PowerPac
COBRA was presented at maritime trade fair is also possible and being
SMM in 2016 and is currently in test phase planned. MP

Marine Propulsion & Auxiliary Machinery | April/May 2017




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LNG | 63

lthough ships in northern Europe have used liquefied
natural gas (LNG) as fuel safely for more than a decade, There is a growing case to standardise LNG bunkering operations
as LNG-fuelled ships emerge in other parts of the world at the international level (credit: Transmar)
and more players are involved, there is a growing case to standardise
LNG bunkering operations at the international level. So said
the International Organization for Standardization (ISO), as it
unveiled a new standard, ISO 20519 Ships and marine technology –
Specification for bunkering of liquefied natural gas fuelled vessels.
LNG bunkering involves different stakeholders, from the
shipowner and the LNG supplier to ports, safety personnel and
administrations. The organisation says its new standard ensures that
LNG-fuelled vessels bunker in a safe and sustainable way.
“As demand for LNG fuelled vessels has increased, so has the demand
for practical, cost-effective and efficient LNG bunkering, so there was
an urgent need for an international standard to ensure LNG bunkering
operations could be conducted safely,” ISO said in a statement. European Commission and the Baltic and International Maritime
“ISO 20519 will help operators to select vessel fuel providers Council (BIMCO).
that meet defined safety and fuel quality standards.” Last year members of the Poseidon Med II LNG bunkering
As the size of ships fuelled with LNG increases, the vessels project staged a series of simulation workshops to evaluate safety and
transit greater distances that require them to bunker in a greater operating issues for LNG vessels carrying out bunkering in port.
number of ports in different countries. This inevitably increases the Four Greek commercial ports – Piraeus, Patras, Heraklion,
number of parties involved in LNG bunkering. Igoumenitsa and Limassol, Cyprus – joined the Revithoussa LNG
ISO says that standardising safety practices is necessary to ensure terminal in the initiative. They studied more than 90 real-time
a common set of requirements that are understood by all – from simulation scenarios, modelled using specialist software, based on
LNG provider to ship personnel. It says that ISO 20519 contains various environmental issues.
requirements not covered by IMO’s IGC Code, which covers the The workshops studied how an LNG feeder ship would carry
safe carriage by sea of liquefied gases in bulk. These include: out cargo transfers to storage units and how an LNG barge might
• hardware – liquid and vapour transfer systems deliver bunkering to ropax ships at each of the five ports. The
• operational procedures sessions brought together project teams from the ports, including
• requiring the LNG provider to provide an LNG bunker delivery note pilots, masters and other experts, to assess the navigation issues and
• training and qualifications of personnel to identify and mitigate risks.
• requiring LNG facilities to meet applicable ISO standards and The workshops concluded in September 2016 and the findings
local codes. will underpin future safety and environmental impact assessment
ISO technical committee chair and convenor of the working studies for proposed LNG installations at the five ports and at
group that developed the standard Steve O’Malley said: “The Revithoussa – Greece’s first, and so far only, LNG import terminal.
requirements of ISO 20519 can be incorporated as a management “The navigation simulation workshops were significant
objective into existing management programmes and provide components in fostering collaboration with the project ports and
verifiable compliance.” port stakeholders,” said Poseidon Med II project manager for
This matters, he says, because “the requirement to comply with Lloyd’s Register Anna Apostolopoulou. “We built a common
ISO standards is often incorporated into business contracts and may knowledge base about the proposed bunkering operations within
also be referenced by local regulations.” each port, aiming at improving operational effectiveness and
The working group that developed ISO 20519 included mitigating risks.
maritime industry experts, equipment manufacturers, representatives Poseidon Med II brings together ports in Greece, Italy and
from the Society for Gas as a Marine Fuel, trading companies, class Cyprus, working to increase the adoption in southern Europe of
societies, international registries and the United States Coast Guard. LNG as marine fuel. The project is co-funded by the EU.
Because LNG as a fuel for vessels is relatively new, the standard Revithoussa is expanding its re-gas capacity to 4.7 million tonnes
will need to be updated to incorporate lessons learned over time a year. Family conglomerate Gastrade plans to develop a floating
and technological changes. ISO has created a group to track LNG import terminal at Alexandroupoli. Shipowner GasLog has bought
bunkering incidents and identify when to update the standard. a 20 per cent stake in the company and hopes to supply a floating
ISO 20519:2017 was produced at the request of IMO, the storage and regasification unit to support the project. MP Marine Propulsion & Auxiliary Machinery | April/May 2017

64 | LNG

MSC Cruises to develop LNG bunkering system with ARTA

MSC Cruises is to develop an LNG bunkering system for its cruise
ships after striking a partnership with ARTA Group. MSC Cruises is to develop an LNG bunkering system for its
The two companies revealed their new partnership at the LNG cruise ships after striking a partnership with ARTA Group
Bunkering Summit 2017 in The Netherlands, where they said they
would create a tailor-made LNG bunkering system that takes full
account of the cruise industry’s specific needs.
MSC Cruise Management’s LNG project director Yves Bui said:
“With up to four LNG powered cruise ships scheduled to join our
fleet, we are highly committed to developing the best possible
technologies and systems to support the introduction of LNG to
cruising. In ARTA, we have found a partner that matches our focus
on innovation and the best maritime technology at sea and that
understands our industry’s specific needs.”
The result is a system that features a newly developed
coupling and decoupling mechanism and a double-walled
hose that will allow MSC Cruises to conduct bunkering
operations without disrupting the activities taking place on
board the ship.
Andreas von Keitz, ARTA’s managing director of gas a technologically advanced solution that will help ensure that
manufacture and liquid transfer solutions, added: “We are the double-wall principle is maintained across the entire LNG
exceptionally pleased with the new system we have developed bunkering supply chain.”
to suit the cruise industry’s specific bunkering needs. Thanks MSC Cruises and STX France signed a letter of intent in June
to our partnership with MSC Cruises we have been able to fully 2016 to build up to four LNG fuelled cruise ships. This is part of the
understand these needs and have put over 40 years of our operator’s plan for 11 new next-generation cruise ships over the
bunkering engineering experience to good use. The result is next 10 years.

First LNG bunkering in Australia

The first case of a vessel vessel Siem Thiima took on owned EVOL LNG in Western vessel on 23 January 2017.
being bunkered with liquefied LNG at King Bay Supply Base Australia. Under an agreement “Our decision to enter the
natural gas (LNG) in Australia near Dampier. with oil and gas company LNG bunkering market is part
took place at the beginning The operation was Woodside, EVOL LNG of a long-term strategy that
of this year when the offshore undertaken by Wesfarmers- refuelled the platform supply recognises the environmental
and economic sustainability
of LNG as a fuel,” said EVOL
Siem Thiima taking on LNG at King Bay LNG in a statement. “The
Supply Base near Dampier LNG marine fuel market is
still in development so the
fact EVOL has over 15 years’
experience in distributing
LNG means we saw an
opportunity to provide a
suite of services. EVOL can
safely manage the bunkering
process and provide key
services such as training
in safe handling of LNG,
enabling our customers to
confidently adopt LNG as a
marine fuel.”
The company’s business
manager, Nick Rea, said
growth in demand for LNG-
fuelled vessels had largely
been driven by ›››

Marine Propulsion & Auxiliary Machinery | April/May 2017



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LNG | 67

››› IMO regulations and the “LNG is a cleaner fuel than importance globally, including Australian and regional
introduction of emission marine diesel, emitting 25 per in Australia, the adoption ports to conduct LNG
control areas in Europe and cent less carbon dioxide, less of LNG as a low emissions bunkering operations.”
North America. In addition, nitrogen oxides and almost zero marine fuel was expected to Mr Rea said EVOL LNG
China has introduced emission sulphur oxides and particulates, increase accordingly. “It is would be able to supply
control areas around its which largely addresses certainly an offering we would Fremantle customers with
three major ports. “Interest emissions concerns for the like to expand, particularly as LNG at a price competitive
in LNG as a marine fuel is shipping industry and avoids truck-to-ship LNG bunkering with low sulphur marine
growing, especially since IMO expensive and complicated can be achieved relatively diesel and would be able
announced it would introduce scrubbing systems.” inexpensively with existing to refuel ships at up to 45
a global marine fuel sulphur Mr Rea said that as logistics assets. If interest is tonnes per hour, which is
limit of 0.5 per cent from emissions reduction efforts there, EVOL LNG will obtain comparable to traditional
2020,” he said. continued to grow in licences from other major bunker fuels.


The new type of liquefied
natural gas (LNG) tanker
would be based on converted
offshore vessels

Norwegian company Cryo Shipping says it sees a future for a new

type of liquefied natural gas (LNG) tanker based on converted
offshore vessels. “We are working on the conversion
The founders of the company say they have extensive
experience in developing and operating LNG value chains and in
of platform supply vessels into LNG
building and operating tankers and shortsea vessels. tankers, which should be ready for
“Based on this experience, we have under development new
and innovative LNG ship designs,” they say. “Due to confidentiality
operation in the first half of 2018,”
we cannot convey public details of our designs, but we will gladly Nicholai Olsen, Cryo Shipping managing
discuss any customer requirements.” The company says it aims to
become the world’s largest LNG feeder and bunker operator.
director and partner
It notes that there is plenty of LNG in the world “but
infrastructure is missing.” It wants to solve infrastructure challenges
using specially designed LNG tankers. Its short-term goal is to
develop a fleet of flexible and efficient small-scale LNG tankers “We are working on the conversion of platform supply vessels
that could supply LNG to consumers regardless of location. “The into LNG tankers, which should be ready for operation in the first half
ships will be able to undertake ship-to-ship bunkering operations of 2018,” said Cryo Shipping managing director and partner Nicholai
in all types of waters and ports,” it says. Olsen. “We have designed the LNG system ››› Marine Propulsion & Auxiliary Machinery | April/May 2017

68 | LNG

››› using existing technology, but combined in a new way. We “Based on our preliminary market research, we have received
have also developed designs for newbuildings with completely a very positive response in the market where both LNG suppliers
new functionality.” such as wholesalers and manufacturers, and LNG consumers
“Today there are many industries using LNG as an energy such as heavy industry, power generation and shipping, have
source, in addition to approximately 100 vessels using LNG as shown great interest in our solutions,” says Mr Olsen. “We are
fuel. By 2020 the expected number of LNG-powered ships will be working on specific customer projects that we expect will be
about 1,000 with further exponential growth in the next decade,” announced soon.”
the company said. “Today LNG logistics are predominantly by
road transport. The few small-scale LNG tankers that exist are not
designed to meet regularity and supply requirements in a growing
LNG market. MAN Cryo to supply fuel
“Use of LNG storage bunkering facilities will result in congested
traffic at storage facilities and harbours, and we therefore focus system to LNG ferry
on providing direct ship-to-ship bunkering at port, at anchor and
at sea. Cryo Shipping’s solution will provide both marine and MAN Cryo – MAN Diesel and is scheduled for delivery
land-based industry with more efficient operations with less time & Turbo’s marine liquefied in November 2017. The vessel
consumed in LNG supply, and consequently at a lower cost than natural gas (LNG) fuel gas will be the first of its kind with
what is achieved today.” system manufacturer – has LNG propulsion.
Another challenge the company will be able to address is the signed a contract with Sefine The equipment will be
current uncertainty associated with the cost structure of LNG. This Shipyard in Turkey to deliver installed aboard a double-
is a critical issue that needs to be resolved in order for the shipping a marine LNG fuel-gas supply ended ropax ferry, designed
industry to implement LNG in its operation. In today’s market, it has system to an Italian ferry. by Norway’s LMG Marin, for
given rise to questions about the structure of the LNG industry, such The LNG supply system Italian shipowner Caronte &
as lack of competition and the formation of monopolies, which has consists of a 150m³ vacuum- Tourist. It will operate primarily
resulted in artificially high prices for LNG. Cryo Shipping believes insulated storage tank, with on the Strait of Messina
that as an independent player it will create real competition that auxiliary equipment that between Villa San Giovanni on
is essential to the dynamics of the LNG market and credibility for includes an LNG vaporizer, a the Italian mainland and the
consumers of LNG in terms of both price and supply. pressure build-up unit, a bunker city of Messina in Sicily.
Cryo Shipping will, naturally, use LNG as fuel for its vessels. In station and a heat exchanger. The 133m long and 21.5m
addition, it will install battery technology to supply power during The MAN Cryo system will wide ferry will have capacity for
loading, unloading and ship-to-ship bunkering. This will completely supply gas to the ferry’s three up to 290 cars on two vehicle
eliminate local and regional emissions during port stay. dual-fuel propulsion engines decks, and 1,500 passengers.

World’s first purpose-built LNG bunkering vessel delivered

Gas4Sea partners Engie, Mitsubishi Corp and NYK Line, and their Built by Hanjin Heavy Industries & Construction Co at its
project partner Fluxys, have taken delivery of Engie Zeebrugge, Yeongdo shipyard near Busan, South Korea, 5,000m³ Engie
the world’s first purpose-built liquefied natural gas (LNG) bunker Zeebrugge took on LNG fuel, delivered to the shipyard by truck,
supply ship. preparatory to making its maiden voyage. The ship is based at
Fluxys’ Zeebrugge terminal, supplying LNG as marine fuel to ships
in northwest Europe.
Its first customer is United European Car Carriers, which
has ordered two LNG-fuelled car carriers. Fluxys has recently
commissioned a second jetty that can handle small LNG carriers
of 2,000m³. It is considering the business case for a third LNG-
supply jetty.
Engie said in a statement: “Currently, the bunker market
amounts to approximately 250 million tonnes of heavy fuel oil a
year. The challenge in making LNG grow in the bunker market is to
develop sufficient supply infrastructure to support the increasing
number of LNG-fuelled ships expected to come into operation.
“Engie Zeebrugge marks a milestone in the development of the
European LNG-bunkering chain.”
NYK Line, Engie and Mitsubishi launched Gas4Sea at maritime
trade fair SMM in Hamburg last year. The partners plan similar
ventures to their Zeebrugge project, in which Fluxys holds an
Engie Zeebrugge marks a milestone in the development of the equity stake, in Europe, North America and other regions around
European LNG-bunkering chain the world. MP

Marine Propulsion & Auxiliary Machinery | April/May 2017



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LNG | 71

The gas combustion unit (GCU) is the

centrepiece of the new installation


eflecting what it believes will be the shipping inaugurated in 2014 and now acts as a hub of the
An extension industry’s transition towards the widespread company’s research and development in exhaust gas
of its testing adoption of gas as a marine fuel, Alfa Laval
has expanded its testing facilities to include extensive
cleaning, ballast water treatment, steam production,
fuel cleaning and other key areas. Its original 250m2
facilities gas testing capability, the centrepiece of which is the testing space is essentially a full-size machine room
gas combustion unit (GCU). on land, equipped with Alfa Laval products that
reflects Alfa In March, the company invited marine are installed and integrated into major process lines
Laval’s belief customers and industry representatives to its
Alfa Laval Test & Training Centre in Aalborg,
around a 2MW marine engine.
Now a further 1,100m2 have been added to
that gas-fuelled Denmark for the opening of the expansion focus on combustion technologies for gas and
into gas testing. The company claims that the other fuel alternatives. Among the new equipment
vessels are expansion, which extends the testing space to are burner systems, inert gas systems and the GCU,
five times its original size, makes this the world’s which is installed at the centre in full scale.
here to stay most advanced test centre for environmental and “Our investment in the Alfa Laval Test
combustion technology. & Training Centre reflects the extraordinary
The Alfa Laval Test & Training Centre was changes we see in the marine industry,” said Marine Propulsion & Auxiliary Machinery | April/May 2017

72 | LNG

Peter Leifland, president of Alfa Laval’s marine

division. “Tightening emissions legislation is
driving many customers from residual fuels
towards LNG and other alternatives. As a
comprehensive marine supplier, we must be at
the cutting edge in supporting our customers, no
matter what fuel they choose.”
As things stand, Alfa Laval already has a
substantial portfolio of solutions for gas as fuel and
gas as cargo. It includes Alfa Laval’s Aalborg dual-
fuel boiler systems, the FCM One Gas booster
system, its Smit inert gas systems and the GCU,
as well as a complete range of heat exchangers for
working gas at different pressures. However, the
company is convinced that more and more will be
required in the very near future in order to keep up
with the increasing use of gas as fuel.
“Within 15 years, it is expected that thousands
of vessels will be sailing with LNG as fuel,
compared with the hundreds using gas today,” Denmark in Copenhagen. ABOVE: The Alfa Laval
said Lars Skytte Jørgensen, vice president for Alfa In another part of the centre, a development Test & Training Centre has
Laval’s boilers product centre. “We can clearly see project is running for large burners and boilers been expanded
emissions regulations driving the trend. But the involving comprehensive tests with both gas and
success of the transition will depend in large part diesel flames. The GCU will be subjected to test
on advanced technology, much of which has yet flame and heat flow characteristics in different
to be developed.” conditions as a means of identifying the possibilities
Offering some context in this respect was for improving performance even further.
Mark Bell, general manager of the Society for The GCU is a good example of the sheer
Gas as a Marine Fuel, who offered an overview scale of Alfa Laval’s investment as far as the
of the market for gas in which he was keen to expansion of the centre is concerned. Designed to
manage expectations for this fuel. He said that gas deal with LNG boil-off gas in a safe, reliable and
was not a “silver bullet” offering a magic solution environmentally responsible manner, the GCU is
for shipping, pointing out that less than 0.2 per 23m in height and can burn up to 4.5 tonnes of
cent of the world fleet is currently running on gas. LNG per hour – the rough equivalent of 60MW.
He suggested that a gas-fuelled fleet of around To enable indoor work with the unit, an extensive
1,500 vessels was a reasonable assumption. amount of preparation was needed.
This, he pointed out, would represent a shift The GCU fans are capable of moving 458m3
from 0.2 per cent of the world fleet to 2 per cent. of air per hour at full load. Automatic systems
He said: “What suppliers would like to see is connect its control with the large doors of the
more like 20 per cent, but it is going to take a facility, which must be open during operation.
long time for that to become reality. The cost of investing in the centre is, however,
Nonetheless, he made it clear that there far outweighed by the benefits, claims Mr
were obvious areas where LNG could score, Leifland. “After just three years of operation,
particularly the cruise and container sectors. we can point to many areas where the Alfa
The cruise sector, he believes, will adopt LNG Laval Test & Training Centre has accelerated
on a large scale because it has relatively small our research and development and improved its
fleets and the need for a good public perception. quality,” he said. “Exhaust gas cleaning, where
Meanwhile, container ships offer the greatest our PureSOx platform is fully ready for the 2020
potential for CO2 savings. global sulphur cap, is just one example.”
Mr Bell went on to say that an increase in the Both in meeting new regulations and in
use of gas as a fuel was inevitable and that this paving the way for gas, the centre’s technological
meant a need to grasp the relevant technologies. He edge will be vital in bringing customers the most
said: “What you are going to see is a mix of fuels. environmental and energy-efficient solutions.
Gone are the days when one fuel type dominates.” “The rate of change in marine legislation is
It is this transition that the expanded Alfa increasing, and shipowners and operators are
Laval Test & Training Centre is designed to forced to keep in step,” Mr Leifland concluded.
address. In this regard, Alfa Laval is in the “With the expanded capabilities of the Alfa
process of testing a new dual-fuel burner for Laval Test & Training Centre, we will ensure
gas-diesel applications on smaller boilers. This that onboard technologies are ready to meet their
will later be developed into a multi-fuel solution technical challenges, whether the fuel is diesel, gas
in partnership with the Technical University of or something else altogether.” MP

Marine Propulsion & Auxiliary Machinery | April/May 2017


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LNG | 75

Torque transducer enables

Wärtsilä to use natural gas
D Test and measurement specialist HBM’s
ual-fuel engines operating
on natural gas require highly
accurate torque measurement in
order to function. This is because in order
expertise was crucial in the development of
to use the dual-fuel engines in marine
installations with direct driven propulsion,
Wärtsila’s dual-fuel engines
a precise load signal is required from the
engine’s propeller shaft.
In the case of Wärtsilä’s dual-fuel
engines, a T40MAR torque transducer power the engine produces in order business development manager at
from leading test and measurement that it can be controlled. To produce HBM, explained: “The main contribution
company HBM was crucial in achieving a precise load signal, the torque to this remarkable accuracy class is
this, being accurate enough to offer the transducer needs to provide highly made by the documented unbroken
data Wärtsilä needed in shipbuilding. accurate measurement. chain of comparisons tracing back
The dual-fuel engines developed by HBM and Wärtsilä worked together to the HBM torque transducers to the
Wärtsilä run on natural gas (LNG), marine find a solution. The most suitable option reference transducer of the German
diesel oil or heavy fuel oil. This means was HBM’s T40MAR torque transducer. national standard.”
that the engine has to be switched from Wärtsilä installed the T40MAR to its engine Wärtsilä’s dual-fuel engines are
operating in gas mode to oil mode and between the engine flexible coupling and compliant with IMO Tier III regulations
vice versa while it is running. All of these the gearbox hub. when the engine uses gas, and with
modes present different challenges in When the engine operates on gas, IMO Tier II regulations when the engine
terms of torque measurement. the fuel injection system needs the uses liquid fuel oil. If the user wants to
For instance, when the engine runs precise load signal in order for the operate in compliance with today’s IMO
in gas mode, a precise load signal is engine to work correctly. The T40MAR Tier III requirements, they need to use
needed from the output measures the output shaft’s torque, natural gas or liquid fuels in combination
shaft, providing data which creates the load signal. This is with exhaust gas cleaning. When
on how much why the torque transducer needs to operating on natural gas, exhaust gas
have a high accuracy level. While other cleaning is not required. As the market
methods were not accurate enough, for natural gas powered ship engines is
the T40MAR fulfilled the accuracy growing, it is very important to be able
requirements with an accuracy class to meet this new demand.
of only 0.15. This provides the best “However, using the dual-fuel engines
possible operating conditions for with direct driven propulsion would not
the engine to run and move be possible without the T40MAR, so
the ship. we are very pleased with the solution
Guy Beaho, we reached with HBM,” said Viktor
Häggblom, development engineer at
Wärtsilä Marine Solutions.

A T40MAR torque transducer from test

and measurement company HBM
76 | LNG

Components for LNG piping

systems gain approvals
LNG piping presents particular difficulties. particulate matter and nitrogen oxide emissions.
With this in view, the company now
Here, Dr Dirk Broneske, managing partner of produces special pipe openings for extreme
temperatures. They are certified for bulkhead
SB Broneske, outlines the options and deck and can withstand temperatures
of 1,000°C for 60 minutes (A60) and are
waterproof for at least 30 minutes (6m, 0.6
bar). The pipe openings have been designed
for pipes that can transport media between
-200°C and +600°C. Hundreds of them have
already been installed on cruise ships, ferries,
passenger ships, offshore ships and other ship
types. The SB Broneske LNG pipe openings for
LNG piping systems have type approvals from
the major classification societies.
Heat expansion and shrinkage takes place
in LNG lines and has to be compensated for
through heat expansion elements. The most
suitable thermal expansion elements are LNG
expansion joints which absorb expansion

in axial and lateral directions. One of SB
SB Broneske has designed ince 2015, IMO and the European Union Broneske’s core activities is the calculation
certified LNG components with have been requiring ship operators to of the heat expansion in high or low-pressure
its development engineers use low-emissions fuels with a maximum pipes and in very hot (up to +600°C) or very
sulphur content of 0.1 per cent when navigating cold (up to -200°C) exhaust pipes. The SB
the North Sea and the Baltic Sea. Broneske LNG expansion joints for LNG
Globally, a massive tightening of exhaust piping systems have type approvals from
gas limits by 2020 is planned. Shipping is various classification societies, including
the most important international means of Lloyd’s Register.
transport for goods, and ships require an On board a ship, the LNG fuel is
alternative fuel that complies with current and transported via pipelines from the LNG tank to
future emissions regulations (IMO Regulation the engine. These pressurised LNG pipes have
14). In the shipping industry, liquefied to meet various requirements. For example,
natural gas (LNG) is considered to be a they have to allow thermal expansion. In
low emissions and environmentally friendly addition, they must have redundant safety
fuel, which contributes to a considerable systems and must be made of specific
reduction in pollutant emissions in ports and materials. To meet the requirements for
on waterways. maritime LNG technology, SB Broneske has
LNG is an environment-friendly alternative to developed special LNG pipes for shipbuilding
the particulate matter and soot emitting diesel which, like the pipe openings and expansion
or heavy oil fuels and offers great potential as joints, have been tested and certified.
an alternative fuel for the shipping industry. LNG pipes have to be stored in a particular
SB Broneske wants to exploit this potential for way to keep the pressurised lines in their
its customers and has designed certified LNG position and protect the pipes against tearing
components with its development engineers. under extreme conditions, including worst
SB Broneske’s objective is to provide expert case scenarios such as capsizing. Furthermore,
assistance to ship operators in the upgrade and the mounts must allow thermal expansion. SB
conversion of ships to LNG propulsion and thus Broneske has developed LNG mounts for these
to contribute to the global reduction of sulphur, special requirements, too. MP

Marine Propulsion & Auxiliary Machinery | April/May 2017

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K public-private deployed on a range of marine
partnership the vessels, including chemical
Energy Technologies tankers, general cargo vessels,
Institute (ETI) has launched container feeders, offshore
a new project that aims to support vessels and roll on roll
develop and demonstrate a off passenger ships.
waste heat recovery system Project manager Paul
for ships that could deliver Trinick said: “The ETI has
fuel efficiency savings of at recently published an insight
least 8 per cent. report which analyses the
The project will be led by UK shipping fleet and the
Avid Technology which is potential opportunities for
based in Cramlington in the shipowners and operators,
north east of England. and identifies the most
It will work alongside RED promising technologies
Engineering (formerly RED that could reduce fuel
Marine) and Royston, both also consumption economically.
in the north east, and Enogia “We have established
based in Marseille, France, to that a 30 per cent reduction
deliver a cost effective waste in fleet fuel consumption
heat recovery system for use can be achieved by using a
across all types of ships. combination of innovative
The 26-month project technologies, including waste
should see the waste heat heat recovery systems, with an
recovery system installed on an approximate payback period of
offshore support vessel by the just two years.
end of 2018, for a further six “It is important that we
months of testing. now develop and demonstrate
The ETI said in a statement this technology to provide
that, unlike the power and confidence to shipping owners
heat sectors and other forms of and operators that it can deliver
transport there does not seem tangible efficiencies and savings
to be a credible alternative to under real world conditions.”
fossil fuels to power vessels, so Ryan Maughan, founder
in the medium to long term, and managing director of Avid
the best potential to achieve Technology, which specialises
substantial CO2 reductions is in the design and manufacture heat energy from the exhaust Ryan Maugham, managing
by reducing fuel consumption. of electrically powered systems stream, therefore reducing the director of Avid Technology:
Fuel efficiency in shipping for low emissions vehicles electrical load provided by “Unlike other forms of
can be improved by reducing the said: “Unlike other forms of the ship’s generators, and by transport, the marine industry
electrical load provided by the transport, the marine industry lowering the temperature of the has yet to establish a credible
ship’s generators, by recovering has yet to establish a credible exhaust gas by converting heat alternative to fossil fuels"
heat energy from the exhaust alternative to fossil fuels so the to electricity.”
stream and by substantially immediate priority is to achieve This project is one of a
reducing the temperature of the substantial CO2 reductions by number of demonstrations
exhaust gas by converting the reducing fuel consumption. currently being commissioned
heat to electricity. “The technology solution by the ETI that will seek to
The technology being we are targeting with our reduce emissions and increase
developed in the ETI’s project partners is based on improving the efficiency of shipping
should be capable of being fuel efficiency by recovering fleets. MP Marine Propulsion & Auxiliary Machinery | April/May 2017


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and in particular demanding, that they offer the same are simple, as each cooler is fitted
climate controlled applications. cooling ability with a unit with only four O rings and only
Thanks to a design pressure that is approximately 25 per a few threaded connections. MP
of up to 30 bar(g) (test pressure cent smaller and lighter than
of 39 bar(g)), heat exchangers conventional models. The oil
with NX plates can also be flows through the fine finned The Kelvion PF Cooler
connected to networks with structure with low pressure
high riser piping – for example, drops and transfers its heat
in skyscrapers and in district to the cooling medium
cooling networks. that flows through the heat
The NX series offers exchanger tubes.
characteristics that are Double O ring seals ensure
familiar from the N-series reliable separation of the
models, such as the NT plate, medium with this design. The
including the OptiWave cylindrical form and the inner
design, EcoLoc gasketing, and configuration of the coolers
PosLoc installation. enable great stability and only
OptiWave features slight susceptibility to vibration.
optimised corrugation of the PF coolers are designed for
plates, which ensures ideal operations at a maximum of
flow over the entire width of 120°C and up to 10 bar(g) in the
the plates, counters ineffective interior of the tube bundle, and
flow distribution, and reduces up to 16 bar(g) on the oil side.
the surface area required. The Four different diameters

Marine Propulsion & Auxiliary Machinery | April/May 2017

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Value calculator tool estimates cost savings

In November last year, Alfa Laval announced the launch of a To be able to calculate the savings, customers supply Alfa
new cost estimator tool, the Value calculator. Laval with actual operating data, such as energy costs, flow
The tool quantifies operating costs for rate and pressure. The Value calculator can
decanters, air heat exchangers and compare those operating costs with future
gasketed plate heat exchangers and operating costs when using Alfa Laval’s
helps determine actions to reduce services. It shows customers how much
these costs. money they can save by using one or
The Value calculator consists of more of Alfa Laval’s services.
two critical operating parameters. An Alfa Laval condition audit, for
First, it provides customers with example, evaluates the mechanical
a clear and easy-to-understand condition of the equipment, while
overview of their current operating a performance audit assesses the
costs for decanters, air heat actual performance of the equipment.
exchangers and gasketed plate Both services provide fact-based
heat exchangers. Second, it shows insights and indications on how to
customers how to reduce these improve current operations.
operating costs by implementing “It is important for customers to
services available in the Alfa Laval understand their current operating
360° Service Portfolio. costs in order to understand how to
“Succeeding in today’s reduce costs,” Mr Norrby continued.
competitive business environment “The Value calculator helps our
puts enormous pressure on customers realise measurable savings
our customers. So we have on their decanters, air heat exchangers
put ourselves in our customers’ and gasketed plate heat exchangers.”
shoes and asked: What can we do The tool quantifies operating In addition to the condition and
to help them save more money?” said costs for decanters, air heat performance audits, the Alfa Laval 360°
Peter Norrby, Alfa Laval general manager for exchangers and gasketed Service Portfolio offers a broad range of
process technology service. “With the Value plate heat exchangers services to address every phase of the
calculator, we can show customers how they equipment life cycle, including start-up,
can reduce costs and realise measurable maintenance, support, improvements and
savings by using our services.” monitoring services.

Norwegian collaboration cuts energy costs

Green Technology of Norway is a new collaboration between from engine cooling and exhaust systems, used for a variety
four companies with a shared vision of making a major of purposes to enable substantial fuel and cost savings to be
difference in how energy is utilised. made in addition to the major environmental benefits.
The collaborators have a clear goal of increasing sales and Among the developments is a system for generating clean,
strengthening their position as Norway’s leaders in sustainable emissions-free electricity from waste heat recovery, and hybrid
technology for the maritime market. power solutions for energy storage and peak operations.
“The cost of energy is high, especially in terms of negative “We believe that shipping companies are genuinely
environmental impact. The world is facing huge challenges interested in reducing their carbon footprint and installing
related to emissions from fossil fuel. More than ever, green environment friendly equipment, but reducing emissions is
technology is needed,” said sales and marketing director of not just a technologically challenging task,” said Mr Eidem.
Ulmatec Jon Åge Eidem, representing the co-operation partners. “Normally changes of this kind increase the client’s capital
Green Technology of Norway is a collaboration between expenditure. The fact that charterers carry the cost of fuel can
Ulmatec Pyro (waste energy management systems), Sperre also be an obstacle to shipowners investing in environmentally
Coolers (heat exchangers), Anda-Olsen (hybrid power solutions) friendly equipment.”
and Climeon (power generation from waste energy). “Laws and regulations will probably help to force new
The four companies have a clear environmental focus, solutions into the market, but we have already met these
both through each company’s technology, and in terms of the challenges and opportunities by developing an environment
integration of technology between the parties. friendly system package with a low installation cost and a short
Together they offer technology that utilises waste energy payback time – typically less than two years,” he concluded. MP Marine Propulsion & Auxiliary Machinery | April/May 2017

We offer you on site Call
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rotating equipment Detect
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Advertentie.indd 1 9/5/13 1:09 PM


Nor-Shipping (May 30-June 2)

Photo courtesy of Sanmar Shipyards Visit us at Stand #D05-36



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Martek Marine named on world’s biggest manoeuvrable in addition

to having the ability to
ever maritime drone contract start and land vertically
both from shore and from
a vessel. Focusing on
UK-headquartered Martek short range operations, the
Marine has been awarded drones will be equipped
a ground-breaking two-year with the latest sensors
remotely piloted aircraft designed for maritime
systems (RPAS) contract from surveillance. To operate
the European Maritime Safety effectively in the harsh
Agency (EMSA). The services maritime environment,
offered by Martek will help the technology has been
fulfil the world’s largest ever developed to withstand
maritime drone contract. storm force wind and heavy
Part of a five-year EMSA rain, snow and salt spray.
strategy of improving Paul Luen, Martek Group
coastguard monitoring and chief executive, says: “This
surveillance of maritime contract sets us up for major
activity valued at €67 expansion as the maritime
million, the service provision drone experts.More world
from Martek includes not firsts will be delivered by us
only the RPAS (drones), but in this exciting technology
also the pilots, long-range field during 2017, as we
antennae, mission control The services offered by Martek will help fulfil the world’s largest launch further disruptive
vehicles and ground crew. ever maritime drone contract drone services.”
Video and drone sensor Martek’s continued
data will be streamed live to contractual success follows
a control centre, to enable operations and monitoring the requested surveillance the company previously
EU member states to make pollution, as well as the information before sending it, being awarded a €10
prompt decisions about detection of illegal fishing and in addition to payload data, to million contract by EMSA
intervention actions. drug and people trafficking. the users. for ship engine emissions
RPAS will be used to A typical surveillance task The drones that have monitoring using RPAS in
perform BVLOS (beyond visual involves the deployment of a been specified under November 2016. Martek’s
line of sight) operations and drone from the deck of a ship the EMSA contract are sister company Coptrz
will assist with border control to a specified area of interest. of compact design, provided consultancy on
activities, search and rescue The drone then collects making them extremely both contracts.

Enginei wins key environmental award

The beneficial impact of UK diesel power specialist Royston’s improvements in vessel efficiency and emissions control.
fuel monitoring technology has been formally recognised with an Damian McCann, enginei product manager at Royston, said:
important maritime industry award. “With the marine sector moving inexorably towards the greater use
At this year’s Annual Offshore Support Journal Awards Royston of intelligent onboard data, the successful ability of the enginei
was named as winner of the Environmental Award for its advanced system to accurately monitor and manage fuel consumption is
technology enginei fuel management system. essential to improving a vessel’s operating efficiency.
The achievement recognises the product or project that has “The Offshore Support Journal Award is a real mark of maritime
made a significant contribution to a reduction in the environmental industry quality and we are delighted to have been recognised in
footprint of the offshore support industry and marks the successful this way.”
introduction of the new enginei auto mode detection system The enginei system uses volumetric and mass flow
which optimises offshore support vessel fuel consumption across measurement for enhanced fuel data analysis and engine
different vessel operating phases. reporting options that give vessel owners and operators
The automatic detection of different operational modes detailed performance data, fuel optimisation rates and mission
enables more reliable vessel and engine performance data critical information.
to be produced and analysed. This means that onboard Successful enginei systems are now installed in vessels of
engineers and offshore fleet management staff have the ability all types operating across the globe, helping vessel owners and
to make more informed and accurate decisions based on charterers to maintain high standards of operational performance
trusted information about fuel consumption, with consequent and demonstrate compliance with environmental controls. MP Marine Propulsion & Auxiliary Machinery | April/May 2017


Langh Tech water treatment to be used in EGR systems

Already established in the market for supplying scrubbers and treatment technology is applied. The technology is based on
water treatment systems, Finland’s Langh Tech is now expanding membrane filtration, which means that the operational costs are
its water treatment technology to new areas. kept low and the waste consists only of small amounts of compact
The company has been working in close co-operation with dry sludge.
MAN Diesel & Turbo to develop a water treatment system to be The first test runs of the system were performed in December
used for cleaning the process water of exhaust gas recirculation 2015 at MAN Diesel & Turbo’s testing facility in Copenhagen,
(EGR) systems. EGR is a method of reducing NOx emissions to Denmark, using a small-scale prototype built into a container. The
meet IMO Tier III requirements. results were good, leading to a continuation of the co-operation
In the EGR process, approximately one third of the exhaust between the companies. The process has been fine-tuned over
gas is recycled back into the engine, after the particles from the time, and MAN Diesel & Turbo has granted approval for the Langh
redirected gases have been removed with a small scrubber. The Tech water treatment system to be used in combination with the
process water from exhaust gas washing is continuously cleaned EGR process. The approval process includes a long-term testing
during EGR operation and this is where Langh Tech’s water period in co-operation with MAN Diesel & Turbo.

EGCS scrubbers installed on 60 per cent of Carnival fleet

Carnival Corp has completed
the installation and certification
of its exhaust gas cleaning
system (EGCS) on 60 ships
across its brands. Representing
a US$400 million investment
to date, the company is on
track to develop and deploy
these systems on more than 85
vessels across its global fleet by
2020 – significantly improving
the quality of air emissions from
its ships and reinforcing its
environmental commitment.
First announced in 2013,
the company broke new
ground in engineering a
technology that would function In addition to mitigating costs for low-sulphur fuel, the systems further Carnival's sustainability goals
successfully in the confined
spaces of a cruise ship to
reduce sulphur compounds “Our exhaust gas This is part of our ongoing from the company’s AIDA
and particulate matter from a cleaning systems represent focus on evaluating new Cruises brand was the first
ship’s engine exhaust at any advanced environmental technologies, employing new cruise ship in the world to be
operating state of a ship – at technology, and underscore shipbuilding techniques and supplied with power by an
sea, during manoeuvring and our company’s strong implementing energy saving LNG hybrid barge. Last year,
in port. The systems enable commitment to responsible initiatives throughout our newly delivered AidaPrima
Carnival to meet international sustainability practices,” fleet to protect the health became the first cruise ship
regulations that place a cap on said Mike Kaczmarek, vice and vitality of the oceans, to routinely use LNG with a
the sulphur contentof fuel oil president of corporate seas and communities in dual-fuel powered engine
at 0.1 per cent. marine technology for which we operate.” while in port.
According to Carnival, Carnival Corp. “Due to The sulphur reduction By 2019, with the
in addition to mitigating the success we have had programme is in line with introduction of the first of
costs for low-sulphur fuel, in improving air quality other proactive steps seven fully LNG-powered
the systems further the with our systems, we have Carnival has taken to vessels, Carnival Corp will
company’s sustainability expanded our commitment reduce its carbon footprint, be the first cruise company
goals of reducing the to install and deploy this including the adoption of in the world to use LNG to
intensity of carbon emissions technology from an original liquefied natural gas (LNG) – power cruise ships both
while improving the overall 32 vessels to over 85 the world’s cleanest burning while they are in port and on
quality of emissions. through to the end of 2020. fossil fuel. In 2015, AidaSol the open sea. MP

Marine Propulsion & Auxiliary Machinery | April/May 2017

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LNG Fuels Advert 210 x 142.pdf 1 18/04/2017 11:55


The TPIL vessel is capable of speeds of 40 knots and more

ver increasing pressure on major energy of greater than 8 per cent on the UK heavy duty
An initiative consumers to reduce carbon emissions, vessel fleet.
to develop a coupled with rising energy costs, is Based on system level analysis of ship power
driving innovation in the shipping industry and, paths, the ETI identified credible options to
high efficiency specifically, improvements in propulsion efficiency. deliver greater than 30 per cent fuel efficiency
propulsion The UK’s Energy Technologies Institute
(ETI) – a public-private partnership between
improvements across the UK fleet. The
development opportunities that could produce the
system could global energy and engineering companies and most benefit were judged to be Flettner rotors,
the UK Government – has recently published waste heat recovery (see page 77) and high-
result in a a report in its Insights series which analyses efficiency propulsion systems.
solution that the UK’s heavy duty shipping fleet and the The last of these has led to a project the
potential opportunities for shipowners and overall aims of which are to design, develop and
cuts fuel operators. It also identifies the most promising demonstrate a high efficiency propeller based
consumption technologies, including high efficiency
propulsion systems (HEPS), that have the
propulsion system and from that provide a
commercially viable, retrofittable HEPS.
by as much as potential to reduce fuel consumption and so The project began in February this year, with
drive a reduction in carbon emissions. a view to completion by February 2019, when it
8 per cent This is part of the ETI’s heavy-duty vehicle is intended that the results will be demonstrated
programme and is one of a number of marine in independent full size ship trials with the ETI
technology demonstration projects that the representative UK heavy-duty marine fleet vessels.
ETI has commissioned. The two-year heavy At this point, it will be possible to inform ship
duty vehicle HEPS project aims to develop a operators and owners of actual fuel saving benefits
commercially viable system that can be retrofitted and to deliver a platform technology to provide
to a variety of vessel types. The technology has benefit across the marine market.
an ambitious fuel efficiency improvement target In this project, the ETI is partnering with Marine Propulsion & Auxiliary Machinery | April/May 2017


Teignbridge Propellers International to develop team and a background of design development.

a HEPS for ships which aims to reduce fuel The project will be helped by the use of the
consumption by around 8 per cent. dedicated research test vessel presently under “This project
Teignbridge is a marine propeller and construction for Teignbridge. Selection by the
propulsion equipment designer and manufacturer. ETI is a recognition and endorsement of the
will develop a
The company specialises in the design and company’s abilities.” commercially
manufacture of high performance custom The vessel itself is being provided by
designed propellers. Duncan Research & Development, a company
viable product
It is ideally placed to carry out the associated with Teignbridge. The craft is suitable for a
research project because it has a complete a floating hydrodynamic laboratory and
propeller design and manufacturing facility, workshop, where innovations in propellers
wide range of
including a foundry. It is one of the few and propulsion equipment can be developed vessel types
propeller companies that actually designs and and tested in full sized and true operating
manufactures propellers, with a particular conditions. The vessel is a catamaran and capable of
specialism in fast boat trials. The research configuration with clear undisturbed water being retrofitted
project will enable the company to develop a between the hulls where low and high speed
high efficiency ship’s propeller. testing can be carried out under observation. to ensure it is
The two year project aims to develop The vessel is capable of speeds of 40 knots attractive to
a commercially-viable system that can be and more, and offers a range of shaft speeds
retrofitted to a variety of vessel types. Based in that utilise the full engine power at different shipowners and
Newton Abbot, in the south west of England, speeds. At the lower speed range it can test operators”
Teignbridge is the largest propeller and stern for bollard pull performance, and at the higher
gear producer of its kind in Europe. Deborah speed ranges it can test for efficiency and
Stubbs, the ETI’s HEPS project manager, said: cavitation avoidance. Propellers up to 1.5m in
“Unlike other forms of transport it is difficult diameter will be developed and tested, which
to replace fossil fuels in marine vessels with low in many cases will be full size models. This will
carbon alternatives, so increasing fuel efficiency provide more accurate results than using small
will become progressively more important if scale models in test tanks.
emissions and costs are to be reduced for the The vessel is to be equipped with a full range
shipping industry. of instrumentation for testing and recording all
“This project will develop a commercially necessary aspects of performance. The company
viable product suitable for a wide range of vessel plans to optimise its highly efficient C-Foil
types and capable of being retrofitted to ensure it propeller design further, and to produce a new
is attractive to shipowners and operators. It is one propeller design series.
of a number of demonstration projects the ETI is The innovative high performance C-Foil
running which, when used in combination, could propeller, developed by Teignbridge, has an
reduce fuel consumption by up to 30 per cent and improved, anti-cavitation blade section shape
cut the carbon emissions from shipping in a cost which increases thrust and improves propeller
effective manner.” efficiency. Independent computer modelling
David Duncan, chairman of Teignbridge and numerous comparative sea trials have
Propellers International, said: “We are delighted shown that this ground-breaking design
to have been selected for this technology generates greater thrust and efficiency over
development and demonstration project. It standard propeller designs. When fitted with
fits very well with the company’s research and C-Foil propellers, vessel operators have noted
development strategy and plans. Teignbridge significant improvement in performance and
Propellers has an excellent engineering design fuel economy. MP

About the ETI

The ETI is a public-private partnership engineering projects that develop affordable,
between the UK Government and global secure and sustainable technologies to
energy and engineering companies BP, help the UK address its long-term emissions
Caterpillar, EDF Energy, Rolls-Royce and Shell. reductions targets as well as delivering
The role of the ETI is to act as a conduit nearer-term benefits. It makes targeted
between academia, industry and the commercial investments in nine technology
Government to accelerate the development programmes across heat, power and transport
of low carbon technologies. It brings together and the infrastructure that links them.

Marine Propulsion & Auxiliary Machinery | April/May 2017

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Organizer: Leading sponsors: Partner:

Main sponsor:


Shell Marine has become the first company we see this recognition under the IMPA ACT
involved in the development, supply and scheme as particularly important. Our customers
support of marine lubricants to receive also confirm that the IMPA ACT preferred
accreditation under the International Marine supplier status is being used as a benchmark for
Purchasing Association’s IMPA ACT sustainable quality throughout the supply chain.”
maritime suppliers scheme. The preferred Members are leading shipowning and
supplier status is conferred within the IMPA management companies with a commitment
responsible supply chain management (RSCM) to implementing the IMPA ACT Supplier Code
initiative which seeks to improve the economic, of Conduct both within their company and
social and environmental sustainability of through their supply chain. Preferred supplier
international shipping and marine industries. accreditation is awarded to organisations that
“We, at Shell Marine, are delighted to be the meet the IMPA ACT standards or reach agreed
first in our sector to secure accreditation under milestones, in a process that is fully audited by
Jan Toschka, general the scheme,” said Jan Toschka, Shell Marine IMPA and may be subject to spot checks.
manager, Shell Marine executive director. As a global supplier with more “IMPA ACT is an exclusive community of ship
Products than 30 blending plants and a maritime supply purchasers and suppliers working to become
network of more than 700 ports in 58 countries, sustainability frontrunners by working towards
anyone visiting or working with Shell Marine will compliance with internationally endorsed
know how seriously we take our responsibilities standards,” said Stephen Alexander, IMPA
as a world citizen. secretary general and chief operating officer.
“However, we also realise it is imperative that “It is an independent initiative representing
our own strict code of ethics is fit to stand up international best practice and is aligned with
to the scrutiny of external parties. That is why UN principles.”

Babcock LGE Process presented with LR Approval in Principle

Babcock International Group subsidiary Babcock LGE Process The scalable ecoSMRT system, optimised for LNG carriers,
received Approval in Principle (AiP) from Lloyd’s Register (LR) at this uses the well-proven and reliable technology of mixed refrigerant
year’s Gastech conference and exhibition for its liquefied natural refrigeration, but is based on a novel arrangement of these
gas (LNG) mixed refrigerant reliquefaction system, ecoSMRT. components. The improved single mixed refrigerant LNG
reliquefaction system reduces complexity, minimises overall
footprint and reduces cost in terms of initial investment as well as
during operation.
“It is an exciting time for Babcock, as we Alan Duckett, technical and sales director for Babcock LGE
Process, said: “As innovators in the field of LNG technologies it is
introduce new technological solutions for a real privilege for Babcock to be recognised in this way and to be
LNG carriers as well as shuttle tankers” presented with an AiP from LR.
“Our ecoSMRT technology can provide significant operational
benefits to LNG carriers and is testament to our ground-breaking
design capabilities, developed along with long standing partner
With innovation at the heart of its market-leading philosophy, Hyundai Heavy Industries and with valuable input from LR.
Babcock said that it was delighted to receive AiP for its new “It is an exciting time for Babcock, as we introduce new
technology, which recognises its successful assessment against technological solutions for LNG carriers as well as shuttle tankers
demanding industry codes and standards. – ecoVOCC – and LNG gas supply vessels – FGSVo.”
Designed in response to the growing requirement for a solution The presentation by LR closely followed the announcement that
to the problem of excess boil-off gas resulting from the introduction Babcock LGE Process would bring its award-winning innovation and
of dual-fuel propulsion engines with high efficiency, the ecoSMRT extensive international experience to bear in a collaboration with
LNG reliquefaction plant is designed for application on LNG carriers ExxonMobil, Bernhard Schulte Shipmanagement, Calor Gas and
to save excess boil-off gas by means of its reliquefaction. Orkney Islands Council in the Caledonia LNG project, that will explore
“We are pleased to present the AiP certificate to the provision of LNG for northern UK and North Sea customers.
representatives of Babcock here today at Gastech,” commented With a track record of success in Asian markets, where
Jose Navarro, principal gas technology specialist for LR. He Babcock has developed cutting edge solutions for its clients –
continued: “There is lots of discussion at the show around including ecoSMRT and its patented Vent Gas Cooler, SuperCooler
efficiency, so it is very fitting to be able to recognise Babcock’s and FGSVotechnology – the company brings an unrivalled depth
LNG reliquefaction system, ecoSMRT.” of knowledge and skill to LNG operations. MP Marine Propulsion & Auxiliary Machinery | April/May 2017


Alfa Laval AFEM produces significant fuel savings

The Alfa Laval Automatic Fuel in the exact amounts 2002, was selected as the test This provided Alfa Laval with
Efficiency Module (AFEM) required. In a two-year pilot vessel for the project. The ample statistical information
is a new modification for project, the AFEM enabled ship generally sails in the on the AFEM’s performance
reducing the fuel consumption Italian shipping company Mediterranean, with gas oil and reliability.
of Alfa Laval Smit Combustion Navigazione Montanari to and gasoline cargo. Compared Data collection was
inert gas systems. It does achieve an average fuel saving with similar vessels with Smit one reason that Alfa Laval
so by ensuring the inert gas of 30 per cent. Combustion systems, Valle di decided on a particularly
that keeps cargo safe during Valle di Navarra, a 40,000 Navarra discharges frequently long pilot programme, but
offloading is only generated dwt product carrier built in – up to three times per week. guaranteeing the cargo’s safety
and reliable availability was
even more crucial.
“The AFEM modification
is part of the inert gas
generator’s combustion control
circuitry,” said Mart Blankert,
inert gas systems customer
support manager at Alfa Laval.
“A failed module could prevent
cargo from being discharged,
meaning expensive delays in port.
Working with potentially volatile
cargo, we took our time with the
pilot to ensure that everything
functioned as intended.”
“The AFEM was designed
with capabilities for full
override in case of any such
problems,” added Alessandro
Federico, Navigazione
Montanari technical director.
“And although you expect
some issues with any pilot
project, we are glad to say
that we never lost a minute
of commercial operation with
Alfa Laval Equipment Upgrade AFEM for Smit inert gas systems the AFEM.”

Chevron expands oil analysis into China

Chevron Marine Lubricants has cemented its commitment to the Testing is conducted by SGS, Chevron’s lubricants analysis
Asian market by expanding its FAST used oil analysis service into a partner, in a state-of-the-art laboratory in Shanghai, with the same
new laboratory in mainland China. This offers the ability to analyse test procedures and operational excellence standards that Chevron’s
FAST and drip oil analysis DOT.FAST samples with a faster turn- customers have come to expect, according to the company. The
around for vessels visiting Chinese ports. new location provides the same format of testing, reporting and
commenting while using a common database that ensures access
to Chevron’s FASTWeb for historical trends and results, no matter
where the sample was tested.
“The introduction of FAST testing facilities “We continue to grow our world class lubrication services,
in China will significantly reduce the time designed to help our customers maximise efficiency on board,” said
Chia Yoo Soon, general manager of Chevron Marine Lubricants.
taken for samples to be delivered to existing “This demonstrates our focus on customer requirements and our
laboratories, meaning faster results and ability to adapt to their needs quickly. The introduction of FAST
testing facilities in China will significantly reduce the time taken
improved onboard monitoring.” for samples to be delivered to existing laboratories, meaning faster
results and improved onboard monitoring.” MP

Marine Propulsion & Auxiliary Machinery | April/May 2017

Saving Fuel With Precise
Torque Measurements
Directly integrating a torque transducer into the drive train of
a ship is an easy and very precise method of ensuring optimum
operating conditions in the engine.

With its T40MAR model, HBM offers a torque transducer specially

developed and certified for use in ship propulsion systems.

■ Simple installation
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Ultrasonic Cylinder pressure Fuel injector Cylinder liner

cleaning monitoring testing maintenance

The Optimum Solution

for 2-stroke & 4-stroke Diesel and Gas Engine Maintenance
Asian Marine
7-8 November 2017, Singapore

Book now at

Specifically tailored to the needs of shipowners. Focused on the latest Brought to you by

developments across all engine power ranges and related marine engineering
technology. The must-attend event for Fleet Managers, Superintendents, Chief
Engineers and Technical Directors.

Key topics:
Gold sponsors
• Analysis of the market for marine engines and auxiliary equipment
• Main causes and sources of engine failures
• Current and upcoming regulations
• Shipowner operational strategies
• Latest marine fuel and lubricant developments
• The latest developments in ballast water treatment systems and enforcement
• Update on emission reduction technologies
• Engines forum: two-stroke engines and four-stroke engines
• Vessel maintenance and drydocking strategies Silver sponsor
• Cost effective compliance with the 2020 Sulphur Cap regulations
• Case Studies on exhaust scrubber installation
• Technological and operational benefits of turbochargers
• Using Big Data to improve operations

Testimonials from past attendees:

“An excellent marine industry conference with good coverage of pertinent topics & gathering of
key stake holders”
Infinium Singapore

“Good presence of ship owners, ship managers and associated industry stakeholders sharing Organised by

concerns of trends, regulations, challenges, new solutions etc.”

Chevron Marine

Book online today at or by contacting

Kym Tan on +65 6809 3098 or at

For sponsorship or exhibition enquiries you can view our sponsorship document at or contact Kym Tan on the details above

Estimates differ for cost of

2020 sulphur cap
lobal bunker fuel according to a recent report. availability of marine gas oil fuel and eventually cost the
costs could rise Analyst Wood Mackenzie (MGO) could take the price entire industry the additional
by up to US$60 shows that a combination of of the product up to almost US$60 billion.
billion annually from 2020, higher crude prices and tight four times that of current Research director for
Asia refining at Wood
Mackenzie Sushant Gupta
said: “Despite attractive
returns, the penetration
World bunker prices (Bunker price Indications – Wednesday 5 April 2017)
rate for scrubbers could be
limited by access to finance,
scrubber manufacturing
Settle $54.17 +$1.05 $51.03 +$0.79 $477.75 $7.25 capacity, drydock space and
technological uncertainties.
EUROPE IFO-380 3.5% IFO-180 MGO 0.1%
Rotterdam MTD $295-$299 $464-$470 The shipping industry is
Antwerp MTD $298-$303 $464-$470 traditionally slow to move,
Falmouth MTW $307-$312 $501-$506
Gibraltar MTD $305-$310 $499-$505
but in this case early
Gothenburg MTD $300-$310 $495-$505 adopters may benefit
Las Palmas MTD $315-$320 $505-$510 hugely,” he added.
Malta MTD $303-$308 $485-$495
Piraeus MTW $305-$309 $491-$495 Mr Gupta made the point
St Petersburg MTD $265-$275 $460-$470 that switching to MGO is a
Lisbon MTW $327-$333 $531-$536
more costly solution. When
MIDDLE EAST, SOUTH AFRICA the IMO regulation is in
Fujairah MTD $310-$316 $560-$565
force and vessels are in
Durban MTW $352-$355 Subject Enquiry Barging $11.50pmt
Dammam-Ras Tanura MTD $287 $530 PPDD full compliance, shippers are
Jeddah- Yanbu- Rabigh MTD $321 $530 PPDD expected to try to pass the cost
Richards Bay MTW Subject Enquiry Subject Enquiry Barging $14.00pmt
on to consumers and freight
AMERICAS rates, which could increase by
New York MTW $325-$332 $490-$505 up to US$1 a barrel.
Houston MTW $305-$312 $485-$505
New Orleans MTW $310-$320 $475-$485 In response, the
Vancouver MTW $340-$345 $565-$585 International Bunker Industry
Panama MTW $319-$330 $505-$520
Santos MTD $320-$312 $668.50-$669.50 DMA
Association (IBIA) said that the
headline figure in the report
FAR EAST assumed the majority of the
Hong Kong MTD $314-$319 $495-$500
Singapore MTD $316-$321 $490-$500 world fleet switching from high
Busan MTD $338-$343 $530-$535 sulphur fuel oil to MGO. It has
Tokyo Bay MTD $344-$350 $450-$460 Diesel LSDDMB
Shanghai MTW $333-$336 $595-$600
been provided with details from
Qingdao MTW* $335-$338 $600-$605 another analysis of the potential
cost of the 2020 sulphur
regulation based on modelling
assuming a higher uptake
MTD = delivered Information supplied by Dave Reid - Broker @ WMF of scrubbers. IBIA said:
MTW = ex-wharf e:
PP = posted price Wilhelmsen Premier Marine Fuels Ltd
“Combining the bunker cost
differentials with the prices
All prices listed are in US Dollars. These are indicative prices only to be used as a guide, subject to change depending on market
and the uptake in scrubbing
conditions, quantity & supply date. results in an average
DISCLAIMER: Please note that the information provided hereby merely contains observations and forward-looking expectations
annual cost to the shipping
which are subject to risk and uncertainties related to financial and market conditions in relevant markets and may otherwise be community of US$24 billion
subject to change. The purpose of this information is to share insight, which has been reported through common sources or over the decade starting in
our network. WMF undertakes no liability and makes no representation or warranty for the information and expectations given
in this information or for the consequences of any actions taken on the basis of the information provided. 2020. These costs would
subsequently decrease.” MP Marine Propulsion & Auxiliary Machinery | April/May 2017


A new container ship
design intended to
enable shipowners

to adapt to future
circumstances has been
unveiled by Rolls-Royce

olls-Royce has unveiled a new modular concept in ship The ship also has wider dimensions than current container
design to provide smart future shipping. ships, with a slightly arched hull design and a deeper, sharper bow
Speaking at the company’s London, UK offices, Oskar design to minimise the effects of wave slamming when out at sea.
Levander, vice president for concepts and innovation, showed its Dual propellers have been specified for ballast and also propeller
concept design for a future-proof container-carrying ship featuring redundancy. They have been set as low as possible to ensure they
modular components that can be swapped out or renewed to adapt always remain below the waterline.
to changing requirements. An additional advantage of the wide steel hull is that there
Called Electric Blue, the proposed vessel is based on a 1,000 teu is no need for water ballast on board to stabilise the ship, and
feeder vessel and represents Rolls-Royce’s response to the challenges therefore no need for ballast water management. Mr Levander
of low charter rates, changing environmental regulations, fuel said: “This way, we avoid having to invest millions in a ballast
diversity and emerging technologies. water treatment system.”
This is achieved by offering a flexible design based on Because so much on the vessel is based around containers, it becomes
the concept of ‘everything in a container,’ whereby alternative a relatively simple task to use a crane to replace or upgrade various
gensets, batteries, accommodation areas, fuel tanks and so on are elements depending on market conditions, the voyage, and so on.
containerised and can simply be swapped out as required. “By using the ‘everything in a container’ concept, the vessel can

Containerisation will allow huge

changes to take place in port

Marine Propulsion & Auxiliary Machinery | April/May 2017


be tailored for specific routes and local emissions regulations, as well shipping mean that the decision to invest in vessels for the long term
as adapting to various political and economic situations,” said Mr is more risky and uncertain than ever before. Its response has been
Levander. “Meanwhile, through the use of standard interfaces, we to offer a design with low building costs, low maintenance and new
can minimise the number of systems that are needed. There would adaptive possibilities.
be no fixed engines, no fixed fuel tanks, no ballast water system, no “The compliance options, fuel diversity, fuel price uncertainty,
water production and no sewage treatment plant.” low freight rates and possible future environmental regulations
In fact, even the control bridge is housed in a container. While mean that, in terms of investment, the picture has never been more
this would obviously not be compatible with current regulations on complicated,” said Mr Levander. “To some extent, any decision
design, it is intended in part to ensure that the vessel is ready should about equipment is going to be a gamble because you simply cannot
fully unmanned container ships ever come into service. Should know what may be forthcoming over the lifetime of the vessel. This
that be the case, the owner would be able to remove the bridge is why a flexible solution that allows shipowners to chop and change
entirely from the ship and relocate it on shore to control the vessel according to circumstances makes so much sense.”
remotely from dry land. For now, however, the bridge is on board Rolls-Royce believes the new conditions, and the responses to
the ship, housed below the containers at the rear of the ship rather them, will see a variety of seismic changes to the market. The idea
than above, thus freeing valuable space for additional cargo payload of low-cost smart shipping, it believes, will see new players emerging
– although, as Mr Levander made clear, this aspect would require who will want flexible, adaptable and remote-ready vessels such as
approval from regulators before it could be built. Electric Blue, in order to exploit the market.
Overall, Rolls-Royce estimates that Electric Blue has the potential Mr Levander used the phrase ‘Uber of the seas’ to describe
to save €2.5 million compared to an equivalently capable newbuild, the possible future of the market, in which global retailers may
in terms of capital expenditure. However, this saving would be seek to control their own means of distribution by chartering or
offset to some extent by the increased operating costs incurred in even owning vessels. This would make access to a low-cost, high-
swapping out individual pieces of equipment. Mr Levander said: capability vessel such as this one invaluable.
“Yes, there will be additional opex costs related to these things. Inspiration has in part come from Rolls-Royce’s experiences in
There is an impact, yes. However, cost plans will be based on the aviation sector, where low-cost airlines have transformed the
individual charters and the ability to adapt will bring its own cost market by focusing on standardised fleets and high asset utilisation.
benefits. Equally, if you are operating a fleet, it may be the case that This, it believes, may also be the future for the shipping industry.
you have kit that you can chop and change between vessels, thus Mr Levander said: “I think the standardisation of vessels is
minimising any such costs.” something that will become a shipping trend. All ships today are
Another effect of such a design, of course, would be to increase effectively prototypes, but it makes much more sense going forward
the lifespan of a modular vessel to its hull life, since any equipment that they should become standardised, modular designs able to
could easily be replaced or upgraded. adapt to a variety of needs.”
The modularity of this design is part of a wider picture, as far The design of Electric Blue can be scaled down or up and Rolls-
as Rolls-Royce is concerned. It feels that the various pressures on Royce is already talking to potential customers. MP

The ability to swap out different propulsion

systems is a key advantage of the design Marine Propulsion & Auxiliary Machinery | April/May 2017

European Maritime
Cyber Risk Management
20 June 2017, London

Maritime Cyber Security: In association with

People, Processes and Products

There is no single solution to managing cyber risks. However, there is one event in
the maritime industry that brings together experts from across the entire maritime
security chain to better understand cyber security management in the industry, the
Maritime Cyber Risk Management Summit. Last year we had 80 attendees and more
than 40 different vessel owner/operators represented.

The Maritime Cyber Risk Management Summit is a one day event that addresses cyber
security management in the maritime industry from operational, technical, training,
insurance, regulatory and legal standpoints.

What will you learn?

• New and emerging maritime cyber security risks and regulation
• Maritime cyber security and loss prevention, reputational risk and business interruption
• The maritime industry and malware – the owner/operator perspective
• Maritime cyber tech: the good, the bad and the ugly
• Can you counter-attack a maritime cyber security attack?
• Cyber security health check: benchmarking your company’s ability to withstand a
maritime cyber security breach
• How to embed maritime cyber security awareness onshore and at sea
• Maritime cyber security and the law
• What the maritime industry can learn from other industries

Book now! Supporting media

Places at this year’s Maritime Cyber Risk Management Summit are strictly limited,
but attendance for qualified personnel from shipowners and managers is free.

If you are in an IT, security, compliance, legal or risk management role within a shipowning
company and are interested in attending this event please contact Paul Dowling on or visit Organised by


Erma First applies for a Lipstronic control system. The Yara to deliver scrubbers to Toll
USCG type-approval equipment is scheduled to be delivered Yara Marine Technologies has been
Another ballast water management system to Incat Tasmania yard – which is awarded a contract for the supply of
(BWMS) maker has applied for US Coast building the ferry – in April 2018 and hybrid scrubber systems on two roro
Guard (USCG) type-approval. It is Erma the ship is to be delivered to the owners vessels to global logistics company Toll.
First of Greece, which submitted its approval at the end of 2018. Work is underway on the first vessel at
last Tuesday (11 April) but only made its Jinling Shipyard in Nanjing, China.
application public yesterday (18 April). At With both vessels operating on the
the time of writing, its application had not environmentally sensitive Australian coast,
yet been included in USCG’s online list of the exhaust gas cleaning system from Yara
applications it has received. Marine Technologies has been carefully
It is now planning to be one of designed with technology to minimise the
the first – perhaps the first – to apply AkzoNobel coatings applied vessels’ environmental footprint.
for type-approval to IMO’s revised to 1,000th vessel
G8 Guidelines, which set out testing AkzoNobel’s ongoing efforts to make
requirements under the Ballast Water shipping more sustainable reached
Management Convention. another landmark recently with the
1,000th application of Intersleek 1100SR, the biocide-free fouling control coating,
part of the International range. The The world's LNG-fuelled
milestone was achieved with the Al fleet in 2017
Gattara LNG tanker operated by Nakilat As of March, the in-service and
Shipping Qatar. on-order fleet of LNG-powered
Wärtsilä scoops waterjets contract Delivering outstanding macro and seagoing ships has reached the 200 mark.
for Virtu Ferries’ new catamaran micro fouling control with improved static The fleet hit its double century on 20
Malta-based Virtu Ferries’ new high-speed resistance, even in warm waters, the product March 2017 when Sovcomflot confirmed
ferry – set to be the largest high-speed enables vessels to reduce drag and achieve orders for four ice-class Aframax tankers
catamaran in the Mediterranean Sea – will fuel efficiency and emissions savings of 9 of 114,000 dwt at Hyundai Samho
deploy Wärtsilä waterjets. per cent on average. Heavy Industries.
The scope of supply covers four
Wärtsilä LJX1500SRI waterjets and

To view more whitepapers visit the Knowledge Bank on

To upload a whitepaper to the Knowledge Bank, please

email Steve Edwards at

Editor’s selection:
Recognising the Value of Data in the
Maritime Space
Rapidly developing technologies are transforming the way
Editor’s comment: major trans- portation assets are managed. Innovations
such as the cloud, cognitive analytics, the industrial
This paper addresses the maritime industry’s progression internet of things (IIoT), and advanced cyberse- curity are
towards more proactive strategies and tools to monitor the showing emergent signs of improving operations of a oat,
health of shipboard machinery. ashore, subsurface, and aloft transportation assets. Marine Propulsion & Auxiliary Machinery | April/May 2017


The Nordics:
the home of disruption?
he world is not standing still, and shipping including the Norwegian University of Science
cannot afford to. The pace of change in and Technology (NTNU), Kongsberg Seatex,
society is accelerating every day, enabled Kongsberg Maritime, the Norwegian Marine
by digitalisation and facilitated by individuals and Technology Research Institute (MARINTEK),
firms that see potential rather than challenges. Trondheim Harbour and Maritime Robotics –
New business models can be born overnight, this project is a world first, bringing innovative
efficiencies unlocked with the tap of a screen, partners together in what is effectively a huge
and resources utilised as never before. natural laboratory to develop and pilot ideas that
So where do we, as an industry, fit in? How could transform the very nature of shipping.
can we ensure we keep up with developments And, have no doubt, this endeavour is
and, where possible, push them forward? underpinned by digital expertise. The sharing
I believe we have to look to the Nordics. of information, seamless connectivity between
Before any readers accuse me of bias – yes, assets and teams at sea and on shore, and
I’m Norwegian, and proud of it – I will back up collaborative technological solutions are what
Birgit Liodden, director this opinion with some hard facts. Denmark, will bring this project into being.
of Nor-Shipping, argues Norway, Finland and Sweden fill the first four Shipping is facing a series of challenges –
that the Nordic countries positions, in that order, in the latest European from unpredictable and hugely damaging cyclical
will drive shipping’s digital Commission Digital Economy and Society shifts to environmental concerns, geopolitical
transformation Index. This ranks nations within the continent threats, economic macro-trends, and more. We
according to connectivity, human capital (digital need new solutions, new technology and new
competency), internet use, integration of digital ways of working together, as we are seeing in the
technology and digital public services. Trondheim fjord, to tackle these challenges and
The Nordics lead the way, defined by chart a course to a sustainable future.
sophisticated skills, business digitalisation and In short, we need to disrupt. We need to
near universal access to high speed services question convention and embrace innovation.
and connections. That is why at Nor-Shipping 2017 we are
What is more, when compared with leading dedicating the whole of Hall A to the concept of
non-European nations – including the United disruptive sustainability. This will see innovative
States, South Korea and Japan – the quartet exhibitors from the maritime industry rubbing
retain their positions, based on the judging shoulders with leading players from the wider
criteria, emerging as undisputed world leaders. business and technology and digital industry
There is no other place where digital arenas, enabling the sharing of insights and a
technology is as well integrated as it is here, in cross fertilisation of potentially disruptive ideas.
the Nordics. It has emerged as a natural part of By opening the doors to the best minds from
our collective culture. outside the industry we can help push maritime
This understanding, in combination with our forward in new directions that would not have
distinct maritime heritage and expertise, gives been possible working in isolation. Inspiration
us – and the industry as a whole – a unique can come from anywhere, and anyone, and
opportunity. We can be a global centre of shipping needs to accept that if it is to realise its
excellence for advanced digital maritime solutions. true potential.
My home country’s decision to take the lead There is no doubt that digital technology will
in autonomous vessel research provides a case be at the heart of not just our exhibition hall, but
in point. also the next generation of shipping solutions.
In October last year the Norwegian It therefore makes perfect sense to look to
Maritime Authority and the Norwegian Coastal the most digitally advanced countries in the
Administration signed an agreement allowing the world to seek. MP
testing of autonomous ships in the Trondheim
fjord in central Norway. With collaborators from Nor-Shipping 2017 takes place in Oslo and
across the maritime and technology spectrum – Lillestrøm, Norway, from 30 May to 2 June 2017

Marine Propulsion & Auxiliary Machinery | April/May 2017

The Leader in Fuel Testing & Inspection

Veritas Petroleum Services We introduced the first commercial bunker fuel

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