MEM Issue 1914 November 2016MEM

MARINE ENGINEERS MESSENGER

KONGSBERG TO BUILD AUTONOMOUS SHIPMAN D&T’S HYPROP ECO SYSTEM ORDEREDLNG FUEL WON’T REDUCE GHGSHAPAG-LLOYD EMISSIONS DOWN 45%BUNKER TANKERS EXEMPT FROM BWM CONVENTIONFLAT-PACKED EQUIPMENT SUPPLY SAVES TIME AND SPACEGRIMALDI AWARDED LARGEST NUMBER OF CARBON CREDITSART FOR ACO’S SAKE

Telegraph

MEMMARINE ENGINEERS MESSENGER

MEM Issue 1914 November 2016

Ulstein's decision to diversfy into the passengership sector amid the decline in orders for offshore vessels ,has been underpinned with an order to build an 88.5m long megayacht for a private owner, one of the

world’s biggest ship owners. This will be the first vessel for Ulstein within this segment.While it is notoriously difficult for builders of merchant tonnage to break into the luxury cruise and yacht

market, this is an important contract as it highlights the synergies between the high-end offshore vessel andthe magayacht and the sophisticated technologies and designs that straddle both vessel types.

What is interesting about the order is that the megayacht Ulstein will design and build will be based on itsaward-winning X-BOW hull form. "The customer wanted the characteristic X-BOW from Ulstein and togetherwith Espen Øino, responsible for the exterior design and GA-plan, we have developed a solid yacht project. Weare definitely looking forward to realising this project," said Ulstein Verft managing director Kristian Sætre.

The planning and engineering work has started and the project will keep a significant part of the UlsteinVerft workforce occupied throughout 2017.

In another first for the Group, Ulstein will modernise and upgrade the expedition cruiseship Sea Adventurer,which is operated by Quark Expeditions. The upgrade works include the renovations to the ship's interior,significant technical upgrades such as the replacement of main engines and gears, as well as the addition ofnew passenger cabins.

The shipowner said that that the refurbishment will give the ship a new look and feel throughout.Renovations to the interior of the ship include outside cabins with en suites, the addition of new passengercabins, new bathrooms in every cabin, and upgrades to the main lounge, dining areas and gymnasium.Significant technical upgrades includ two new engines, generators, gear boxes, drive systems, and re-bladedpropellers to optimise fuel efficiency and a minimise the vesssel's carbon footprint.

"This is an important contract to us within a new segment. The shipowner wanted a quality partner, andeven if it’s a demanding project with short delivery time, we will deliver on-time with quality as always," Sætreexplained. "The work in our engineering and design department has started."

The ship will most likely drydock at Ulstein Verft early April 2017 with the project scheduled forcompletion by mid-June.

AUTONOMOUS SHIPSKONGSBERG TO BUILD AUTONOMOUS SHIP

Norway’s Kongsberg Maritime has signed a Memorandum of Understanding with M Subs subsidiaryAutomated Ships to build the world’s first unmanned and fully-automated vessel for offshore operations.

The vessel, designated Hrönn, will be designed and built in Norway in cooperation with Kongsberg, withsea trials taking place in Norway’s in the Trondheim fjord, a stretch of water given over to the testing ofautonomous vessels. Trials will be carried out under the supervision of DNV GL and the Norwegian MaritimeAuthority (NMA).

Currently, only small unmanned boats are being used for near shore operations but there are no technicallimitations to constructing large, unmanned and automated systems, according to Kongsberg. The onlyimpediments are regulatory, but with the participation of DNV GL and the NMA, and Norwegian and UKcompanies and institutions, the project partners believe it will be possible to rapidly and at low-cost bringthe first full-size unmanned ship to market.

Hrönn is a light-duty, offshore utility ship servicing the offshore energy, scientific/hydrographic andoffshore fish-farming industries. Its intended uses include survey, ROV and AUV launch & recovery, lightintermodal cargo delivery and delivery to offshore installations, and open-water fish farm support. Thevessel could also be used as a standby vessel, able to provide fire-fighting support to an offshore platformworking in cooperation with manned vessels.

Automated Ships is currently in discussion withseveral end-users that will act as early-adopters and toestablish a base-rate for operations and securecontracts for Hrönn offshore, in the near future.

Hrönn will initially operate and functionprimarily as a remotely piloted ship, in Man-in-the-Loop Control mode, but will transition to fully automated,and ultimately autonomous operations as the control algorithms are developed concurrently duringremotely piloted operations.

Automated Ships Ltd will be the primary integrator, project manager and shipowner of this world’s firstfully automated and unmanned ship for commercial use. The project will leverage existing technology todevelop a robust, flexible and low-cost work-boat, providing an unparalleled R&D asset for the furtherdevelopment of the autonomous ship.

Kongsberg’s role in the project is to deliver all major marine equipment necessary for the design,construction and operation of Hrönn. The manufacturer will deliver all systems for dynamic positioning andnavigation, satellite and position reference, marine automation and communication. All vessel control systemsincluding K-Pos dynamic positioning, K-Chief automation and K-Bridge ECDIS will be replicated at an OnshoreControl Centre, allowing full remote operations of the Hrönn.

Norwegian shipbuilder Fjellstrand has been earmarked to build the craft. Morten Berhovde, TechnicalDirector, Fjellstrand, said: “Fjellstrand has for years worked within the high-end development of newvessels. To design and build future ships with autonomic technology will be an exciting challenge, andfollows the path laid from the recent building of Ampere where technology is pushed forward in goodcooperation with partners.”

The project will leverage existingtechnology to develop a robust,flexible and low-cost work-boat,

PRIME MOVERSFIRST HYPROP ECO SYSTEM ORDEREDMAN Diesel & Turbo has won the order for a complete propulsion package based around its novel fuel-saving,hybrid propulsion system HyProp ECO. The system will be installed aboard a 7500-dwt stainless-steel chemicaltanker ordered and operated by Turkey’s IÇDAŞ Çelik Enerji Tersane Ve Ulaşim Sanayi.

The propulsion package also features a MAN 6L32/44CR common-rail main engine, an MAN Alpha Kappelpropeller and an MAN SCR (Selective Catalytic Reduction) system capable of operating on MGO, MDO and HFO.The newbuilding is scheduled for a September 2017 delivery.

Lex Nijsen, Head of Four-Stroke Marine, MAN Diesel & Turbo, said: “For many applications, a hybridpropulsion system is a good choice, especially when flexibility, performance and efficiency are prized. In achallenging market, we are embracing innovative technology as a means to grow. HyProp ECO is a flexible andpowerful system with low first-costs that offers a real alternative to a purely mechanical propulsion solution,while maintaining its benefits. We are proud that IÇDAŞ chose our high‐efficiency technology package for theirnewbuilding.”

HyProp ECO is a system solution that combines a diesel engine with a frequency-converter-driven shaft-alternator/motor and features multiple operational modes. Jointly developed by Vacon and MAN Diesel &Turbo, the system combines the advantages of a bi-directional operating frequency converter for the shaftmachine with a high-efficiency CP propeller plant. HyProp ECO is also open for shore connection and theintegration of energy storage devices / batteries.

Vacon is a global manufacturer of variable-speed AC drive systems. Its NXC drives have a proven trackrecord in marine applications with reliable performance.

HyProp ECO’s major advantage is that it enables the use of frequency converters of just 30% of the installedalternator/motor power up to fullPTO power, according the ship’sindividual demand. This solutionenables the propeller, as well asthe main engine, to run onvariable speed (CombinatorCurve) at slow ship speeds andstill use the PTO as the mosteconomic source of electric-powergeneration on board. As a bypassaround the converter unit isinstalled, the system suffers noelectrical losses when the converter is notin operation. Another advantage is that thetotal installed GenSet power can be keptlow as the HyProp converter allows a smoothstart of the shaft machine in PTH-mode without a bigvoltage drop at the main switchboard. The result is a flexible andpowerful system with low first-costs, compared to a conventional-frequencyconverter solution.

WÄRTSILÄ TO POWER NEW CHINESE SAND PUMPING VESSELThe Wärtsilä Yuchai Engine Company Limited (WYEC), a joint venture company founded in 2013, has beencontracted to supply two 16-cylinder Wärtsilä 32 engines for a large new sand pumping vessel underconstruction at the Dongguan Xiandai Shipbuilding yard.

The Wärtsilä engines, capable of operating on both heavy fuel oil (HFO) and marine diesel oil (MDO), will bethe largest ever to be installed in this type of ship in China, enabling the unnamed owner to extend itsoperations into deeper waters.

“This is an important order that will strengthen WYEC’s position in China’s marine industry. Our modernproduction facilities enable us to meet the needs of the most demanding marine customers,” said TapaniKarinkanta, Managing Director, WYEC.

Shipowner representative Mai Xiwen said. “We are expanding our sand pumping business by developing theability to work in deeper waters than was previously possible. For this we need bigger ships with strong andreliable engines. We are therefore pleased to have WYEC as a partner in this important newbuild project.”

The Wärtsilä engines are scheduled for delivery by mid 2017, and the ship is expected to begin operations inMay 2018. A ceremony marking the start of construction was held on October 21, and was attended bymanagement and sales personnel from WYEC.

MAN D&T SELECTED FOR FINCANTIERI CRUISE NEWBUILDSMAN Diesel & Turbo has inked an engine-supply contract with Fincantieri for the cruiseships it is building forCosta Asia and P&O Cruises, Australia, both Carnival Corporation brands.

All three 133,500gt vessels will feature twin 14V48/60CR plus a trio of 8L48/60CR medium-speed MANengines, providing 62,400kW installed power. The engines will be delivered to Fincantieri’s shipyards inMonfalcone (Trieste) and Marghera (Venice) between August 2017 and September 2019.

Lex Nijsen, MAN Diesel & Turbo’s Head of Four-Stroke Marine, said: “We are extremely pleased with thecontinuation of what has been a very positive development for us within the cruise segment since our firstbreakthrough at Fincantieri and Carnival. Our company’s firm approach of the risk-controlled introduction ofnew technologies to the market over many years is bearing fruit and fully in line with the very high safety,reliability and environmental standards demanded by the cruise business.”

Sokrates Tolgos, the enginebuilder’s Head of Sales, Cruise & Ferry, added: “The recently increased number ofnew cruise customers opting for MAN engines encourages us to maintain our focus on continuous innovationwithout compromising quality or reliability. This new order is an exceedingly positive milestone and bodes wellfor our future growth in this market, which has always been a frontrunner for developing sensitivity for theenvironment, emission reduction, and state-of-the-art technology.”

During the evaluation period for selecting the most suitable engine configuration, the cruise line owners andFincantieri paid special attention to the highest possible degree of redundancy, safety, power flexibility andreliability. The MAN 48/60CR engines will operate in conjunction with MAN Diesel & Turbo’s well-proven,state-of-the-art, common-rail injection system that accommodates running on both heavy fuel oil and distillatefuels. This technology, developed in-house by MAN Diesel & Turbo and fully optimised for its engines, providessuperior performance in terms of fuel consumption and smoke emissions, especially at part load compared toits IMO Tier II engine version with conventional injection system.

EMISSIONSWÄRTSILÄ EGC APPROVED FOR USE IN SINGAPOREThe Maritime and Port Authority of Singapore has approved Wärtsilä’s exhaust gas cleaning (EGC) system,making it the first EGC to be approved by an Asian flag authority.

The approval relates to the Wärtsilä EGC systems ordered for two new RoRo vessels owned by a Japaneseshipowner and currently being operated by Wallenius Wilhelmsen Logistics, the privately ownedSwedish/Norwegian shipping company. The ships entered into service this year.

The new ships, Theben (pictured above) and the Themis, are the fourth and fifth vessels being operated byWallenius Wilhelmsen to have Wärtsilä EGC systems installed. The vessels are almost 200m long, 36.5m wide,and feature five liftable car decks, allowing for multiple configurations and a wide variety of customer cargo.The vessels can transport up to 8000 car equivalent units.

“The approval from Singapore is a milestone event as it opens up the whole of Asia for Wärtsilä’s EGCtechnology. It also means that our systems meet the most stringent emission requirements. Our many years ofexperience, and the development work that enabled us to be the first company in the world to be awarded classcertification for SOx removal systems for marine applications, have laid the foundations for this latest success,”said Sigurd Some Jenssen, Director, Exhaust Gas Cleaning, Wärtsilä Marine Solutions.

“Scrubbers are our preferred choice to meet the new emission regulations in ECAs [emissions control area]and to meet the IMO-announced global cap for SOx in 2020/2025. After a thorough evaluation, we selectedWärtsilä to be our preferred scrubber supplier for the pilot retrofit installation on our Ro-Ro vessel, the Taragoin 2013, which was a success. This cooperation continued with four more Wärtsilä scrubbers on our recentnewbuilding ships, built in Korea. Since our fleet now voluntarily operates on MGO in ports worldwide, we seescrubbers as an even more environmental friendly solution because they also reduce particle emissions whenoperating in ports around the world,” said Wilhelmsen’s Senior Project Manager, Thamba Rajeevan.

Wärtsilä says its exhaust gas cleaning technology represents an economical and environmentally friendlysolution that “meets the highest standards of emission compliance”. Wärtsilä’s SOx scrubber system solutionsare suitable for both newbuildings and the retrofitting of existing vessels having either two-stroke or four-stroke engines, and are designed to provide flexibility and reliable operations. More information is available viathis link: Wärtsilä exhaust gas cleaning (EGC) systems

HAPAG-LLOYD CO2 EMISSIONS DOWN 45%The emissions reduction project transport and logistics service provider DB Schenker and liner companyHapag-Lloyd began in 2006 has prevented 130,000 tonnes of carbon dioxide being released to atmosphere.

Since 2006, Hapag-Lloyd has reduced the specific CO2 emissions of its container transports by a total of 45per cent. The companies have now taken the initiative a step further with the signing of a contractualagreement obliging the shipowner to reduce CO2 emissions by up to 20,000 tonnes with the DB Schenkercontainers it transports by 2020.

“Leading shipping companies like Hapag-Lloyd play a major role in our improved environmental balance.This is not least due to transparent reporting on emissions reductions. The basis for a sustainable and long-term business relationship is mutual trust and working together as partners to reach quality andenvironmental goals. The agreements are milestones because they enable us to introduce sustainability issuesinto business relations,” said Andrea Schön, who is responsible for climate protection and CO2 controlling at DBSchenker.

During the initial cooperation in 2006, the total reduction in CO2 emissions was validated by way of Hapag-Lloyd’s use of The EcoTransIT World emissions calculator, which has since become the current standard inemissions calculations. Hapag-Lloyd and DB Schenker jointly developed the tool along with other partners totransparently and precisely determine the environmental impacts of transport chains on global routes. Thecalculator reliably calculates the energy consumption as well as the emissions of CO2 and pollutants for thedesired freight transports.

“One can only reach such an ambitious goal if one has a young fleet and, at the same time, is constantlylooking in daily operations for innovative ways to constantly keep reducing the ships’ fuel consumption,” saidAnthony J. Firmin, Chief Operating Officer (COO) of Hapag-Lloyd.

Hapag-Lloyd is widely regarded as a pioneer in reducing its fuel consumption, being one of the first lineroperators to initiate slow steaming operations across its fleet.

SCRUBBERS OFFER COST-EFFECTIVE SULPHUR COMPLIANCEShipowners can continue using residual fuels, maintain their existing fuel economy and complywith the 2020 global sulphur cap using scrubbers, said Alfa Laval last week.

According to the Swedish company the MEPC’s announcement ofa global fuel sulphur cap in 2020 has been met with concern. “Shipowners have questions not only about the availability ofcompliant 0.5%S fuel, but also about the likely difference in pricecompared to today’s bunker fuel,” said the manufacturer of thePureSOx scrubber system.

René Diks, Alfa Laval’s Manager Marketing & Sales, ExhaustGas Cleaning, said: “Scrubbers are an approved means of meetingfuel sulphur limits without switching from residual fuels. Bycleaning sulphur compounds from the exhaust gas, they providefull compliance while protecting the vessel’s fuel economy. AlfaLaval PureSOx has been doing this for many years in EmissionControl Areas, where the sulphur emission limits are far stricterthan 0.5%.”

Alfa Laval has prepared its PureSOx platform for 2020, offering arange of systems to meet different compliance needs. PureSOx Global, which specifically targets the 0.5%Sglobal limit, is a streamlined scrubber optimised for open seas. Yet it uses the same proven technology asPureSOx ECA, which provides 0.1%S compliance in Emission Control Areas. For vessels whose sailing profile ismore varied, there is also PureSOx Flex, which offers both 0.1%S and 0.5%S compliance modes.

“All PureSOx systems are available in open-loop, closed-loop and hybrid arrangements, with either U-designor inline I-design scrubbers,” says Diks. “With such a complete range of compliance options and technicalpossibilities, Alfa Laval can secure a compact, cost-effective solution to help nearly any vessel secure fueleconomy. PureSOx is a clear route to competitive compliance, even after the 2020 global cap.”

LNG NOT THE ANSWER TO REDUCING GHGLiquefied natural gas is not a panacea to reducing greenhouse gas emissions and its increasing use as a marinefuel could be worse for the environment than burning heavy fuel oil.

In contrast to media reports claiming that the use of LNG as a marine fuel can reduce the industry’s CO2emissions by 75%, Ian Adams, the Chief Executive of the Association of Bulk Terminal Operators and theformer CEO of the International Bunker Industry Association, said: “Whilst it is well documented that LNG is anexcellent solution for reducing SOx and NOx emissions, I am dismayed to see it being promoted as a solution forreducing GHGs.”

Adams, a Fellow of the Institute of Marine Engineering, Science & Technology, said: “It is a completefalsehood to suggest that global efforts to cut carbon dioxide emissions will be key for the adoption of liquefiednatural gas (LNG) as a marine fuel.

“The energy content of LNG is slightly more than half that of fuel oil, so to extract the same energy outputwhen consuming LNG rather than fuel oil it is necessary to consume almost twice the volume of LNG. Whilst thechemical makeup of LNG will admittedly result in a slightly lower CO2 emission, it is certainly not a largemagnitude; but there is another important consideration: LNG is principally methane. With methanerecognised as a GHG and widely considered to be twenty-five times more harmful than CO2, it would onlyrequire a 4% slip through the supply chain to equal the CO2 emissions from the industry’s current consumptionof heavy fuel oil.

“If we, rather generously, accept that burning LNG will reduce CO2emissions by 20% over the current level it would require less than1% slip for there to be no gain from a GHG perspective. Taken overthe entire supply chain, 1% is not an unrealistic slip. Unfortunately,the LNG myth has progressed unchecked with very few challengingthose lobbying for a wider take up of LNG.”

Adams’ comments follow the recent decision by theInternational Maritime Organisation to adopt mandatory

requirements for ships of 5000gt and aboveto collect consumption data for eachtype of fuel oil they use in order toprovide information for futuredecisions on additional measures toreduce shipping’s greenhouse gasemissions.

BALLAST WATERBUNKER TANKERS BWM EXEMPTIt will be possible for states that are party to theBallast Water Management (BWM) Convention togrant exemptions for vessels operating within specificgeographical areas from the requirement to manageballast water under the same risk area (SRA) concept.

According to a statement posted on theInternational Bunker Industry Association’s website:“Such exemptions may benefit bunker tankers thatoperate in more than one country, but within a limitedgeographical range, if those coastal states agree todelineate a ‘same risk area’. This would require thecoastal states to demonstrate, based on a systematicand scientifically sound process, that there is no risk ofvessels operating within the SRA spreading invasivespecies.”

The International Maritime Organisation’s BWMConvention will enter into force on 8 September 2017.MEPC 70, however, concluded that no further guidanceon the matter is necessary and that Administrationsmay grant exemptions in accordance with regulationA-4 based on the SRA ‘conbunkerbargecept’, subject toconsultation and agreement between states that maybe affected by such exemptions.

It was also agreed to invite submissions to MEPC 71proposing minor amendments to Guidelines (G7), inorder to better clarify the relationship betweenGuidelines (G7) and the SRA concept.

As far as IBIA knows, no SRAs have as yet beenformally agreed, but Denmark and Sweden areworking on it, and Singapore has been undertakingstudies on potential SRAs with neighbouring countries.

ULF HELPS SEMB-ECO TYPE APPROVALEcospec announced last week that the success of itsUltra Low Frequency (ULF) wave technology was a keyfactor in the IMO type approval of the Semb-Ecoballast water treatment system.

Ecospec’s ULF driven BFC (Biofouling Control) unitis one of the critical components in the treatmentsystem developed in cooperation with SembcorpMarine, which according to Ecospec’s Senior General

Type Approvedto IMO MEPC227 (64)

CLARIMAR MF

Mark Beavis - Managing DirectorNádražni 72, CZ -15000 Praha 5,Czech RepublicTel: +420 257 217 990Fax: +420 257 310 718Email: mbeavis@acomarine.com

Priceless

ACO Marine's newClarimar MF advancedblack and grey wastewatertreatment system is themerchant shippingindustry's most effectivesolution for meetingIMO MEPC 227(64)rules, which enteredinto force in January2016.

Small andeconomicalwith thelowestrunningcosts of anysewagetreatmentplant, theClarimar MF rangeincorporates the ACO patented‘Bio-Sword’ technology.

Manager Tany Tay “is the only system in the world to provide non chemical treatment with the lowest powerrequirement and yet meet the CMFDA sampling methodology prescribed by the USCG.”

With ballast pump capacity of 500m3/hr, the Semb-Eco is claimed unlike other UV systems in that it needsonly 30% of the power normally used in such systems for effective treatment.

The system comprises a self-cleaning filter, the main biofouling control (BFC) unit and a supplementary UVreactor. The intake ballast water passes through the filter to remove the larger organisms and particles. Thefiltered water is then exposed to low intensity UV irradiation from low pressured UV lamps. In the final stage,the ballast water passes the BFC unit emitting the ULF wave. It is the synergistic effect of the ULF wave and thelow intensity UV light exposure that disrupt the living cell metabolic activity, DNA of microorganism cell, andinhibiting reproduction ability thus achieving the above mentioned challenges.

According to Ecospec, without the ULF wave (pictured), treatment will consume so much power that it ispractically prohibitive to use.

The Semb-Eco system has already achieved all consecutive passes for seawater cycle under the USCG acutemortality requirement for ballast water discharges

OPTIMARIN SECURES US BWT ORDERSNorwegian ballast water treatment (BWT) specialist Optimarin has secured a two-system contract with Fincantieri Bay Shipbuilding (FBS) in Sturgeon Bay,Wisconsin. The agreement, which will see two 500m3/h capacityOptimarin Ballast Systems (OBS) fitted on a single clean productsbarge, further underlines the firm’s segment leadership aheadof its imminent USCG approval.

“The ability to trade in US waters is key to globalshipowners who want flexibility for their fleets,”commented Optimarin CEO Tore Andersen.“Our success in satisfying all of USCG’sstringent testing requirementsdemonstrates that we are the clear choicefor businesses, like FBS’ valuedcustomers, who want compliant, qualityand care-free operations in nationalwaters and beyond.

“Our system is technically proven, withalmost 300 units installed worldwide, andnumber one for compliance. That is a keyselling point for owners and yards thatwant their vessels to meet all regulatorydemands now and into the future. We’re very pleased to confirm this latest contract with FBS and hope toannounce more agreements with shipowners trading in US waters soon.”

The two new systems will be installed aboard a 185,000 barrel capacity barge under construction forUS convenience retail chain Wawa. Delivery is scheduled for November 2017.Alternative Marine Technologies (AMTECH) of Stamford, Connecticut, will control project management and

construction supervision, with class by ABS and USCG inspection.Optimarin submitted its final documentation for USCG type approval in late September - a move that John

Mauger, Commanding Officer of the Coast Guard’s Marine Safety Centre (MSC), called “an important milestone”for protecting US waterways.

The firm, which has currently received orders for nearly 500 of its environmentally friendly UV-basedsystems, expects to hear confirmation of approval within the next few weeks.

This, Andersen confirms, is helping drive Optimarin to new heights within the industry. “We’ve focusedexclusively on BWT since our formation in 1994,” he said, “so our expertise is second to none and ourtechnology has a proven track record of success. The USCG development is really pushing awareness of ouroffer onto another level though, with sales up over 200% year-on-year and around 120 systems ordered in2016 alone.

“We’re having notable successes with yards, like FBS, while our partnerships with global engineering leadersGoltens and Zeppelin, alongside the flexible and modular nature of our system, means we’re the first choice inour segments for retrofit.

“With the recent ratification of the IMO Ballast Water Management Convention this is a crucial time for theindustry. We’re proud to be in a position where we can help shipowners solve compliance issues, and achieveproblem free BWT operation, worldwide.”

WATER TREATMENTACO MARINE’S ‘IKEA IDEA’ SAVES SPACE FOR BIBBY POLARISACO Marine has been awarded a contract to supply a Clarimar MF-10 wastewater treatment plant to the 8234tDive Support Vessel (DSV) Bibby Polaris.

The vessel’s current wastewater management arrangement will be converted to the Clarimar system duringa planned refit later this year at an undisclosed European shipyard. The contract was signed just prior toSeptember’s SMM exhibition in Hamburg, Germany.

Mark Beavis, Managing Director, ACO Marine, explained that the system will be gravity-based and designedfor treating black water only. However, in what marks a first for wastewater treatment system suppliers, theClarimar unit will be supplied IKEA-like and flat packed.

“Changing the vessel’s current wastewater management system to one capable of meeting new MEPC227(64) requirements was a challenge given the limited space available, so we decided to deliver the system asa flat pack for erection and welding onboard by a specialist team of welders. We have completed a number ofClarimar retrofit projects but this is certainly the first one where we will supply the complete unit in this way,”said Beavis.

“This novel approach to equipment supply means that we don’t have to cut holes in the side of the ship to getsystems in-situ,” said Alex Munro, Vessel Manager, Dive Support Vessels, V.Ships Offshore. ‘ACO Marine willdeliver the system sheet-by-sheet and then build the unit in the space we have available, reducing installationtime and costs. It makes perfect sense.”

Since 2014, when the new Clarimar MF range was introduced to the market, the German-headquarteredmanufacturer has supplied more than 100 units for installation to a wide range of offshore support vessels. Thedelivery of Acta Marine’s state-of-the-art windfarm vessel Acta Orion in September 2015 provided a firstoffshore vessel reference for the system.

“Despite current market conditions, the offshore and renewableenergy sectors remain important markets for ACO Marine,” saidBeavis. “We are seeing increased interest from offshore vesselowners, particularly those with operations in the North Sea, wherewater treatment solutions have to be capable of operating in high seastates without detriment to performance.”

The Clarimar MF range is manufactured entirely in the EU fromhigh performance materials which, unlike coated black steel, iscompletely corrosion resistant and light weight, the system’smodular design affords simple installation and requires only onepower connection. “From an operational perspective it is has thelowest running costs of any sewage treatment plant on themarket,” said Beavis.

WATER TEST KIT BREAKTHROUGHParker Kittiwake, the manufacturer ofcondition monitoring technologies, haslaunched a new water test kit, marking abreakthrough for testing the overallmicrobiological cleanliness of a vessel’s watersystem.

With a single sample, the HPC Water TestKit enables Heterotrophic Plate Counts (HPC)to be conducted easily and safely onboard,and provides the crew with an indication ofthe overall microbiological cleanliness of avessel’s potable and recreational watersystems.

Larry Rumbol, Condition MonitoringMarket Development Manager (Marine), said:“Outbreaks of illness due to contaminatedwater are a persistent challenge at sea, andwhen infectious diseases strike they can havea considerable impact on a ship’s operationalabilities. In extreme circumstances whenhealth and protective measures have to beimplemented, microbial risks can evenbecome impediments to international trade.By taking sensible and simple pre-emptivesteps it is possible to protect passengers andcrew from bacterial transmission.”

Under the Maritime Labour Convention2006 every ship is required to have a WaterSafety Plan (WSP) as well as onboard testing.Signatories – which include nine of the topten largest registries, and nearly 80 in total –must also facilitate inspections by Port HealthAuthorities (PHA) of any visiting commercialship over 500gt and PHAs may detain vesselsif testing finds that water is not of an acceptable quality.

Rumbol said: “Providing mariners with simple, intuitive tools that don’t require the provision of extensivetraining is the best way to ensure they have the right information to effectively manage the condition of theirvessels. The Parker Kittiwake HPC Water Test Kit provides an easy-to-use and effective tool for the routinemonitoring of potable and recreational water quality, as well as delivering an operational indicator of theeffectiveness of water disinfection, and its trends. In addition it is safe to use, with no risk of crosscontamination and the test level minima are far in excess of conventional dip slide tests.”

RUDDERSNEW MOBDOCK REDUCES RUDDER REPAIR COST

The introduction of a new underwater habitat for rudder repairsis saving shipowners thousands of dollars in emergencydrydocking costs, according to Hydrex Underwater Technologies’Production Executive Dave Bleyenberg.

Until recently, permanent in-water rudder repairs were notpossible as vessels had to drydock in case major defects werefound. A new version of Hydrex’s proven Mobdock concept,however, is gaining ground as a viable, cost effective rudderrepair alternative.

The equipment – a completely new and redesigned model ofthe company’s original Mobdock, introduced in 2002 to facilitatethe underwater repair of damaged stern tube seals – is alreadyfinding favour with shipowners.

“Since our R&D team developed the new Mobdock, it’s been inconstant use,” Bleyenberg said. “The equipment can be mobilised

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to any port in the world, enabling us to expedite permanent rudder repairs at a moment’s notice.”Recently the new Mobdock was used in the Port of Antwerp to effect repairs to the rudder of a 200m pure

car/truck carrier (PCTC) after shipboard engineers found it to be incorrectly balanced.A Hydrex dive team carried out underwater inspections of the entire rudder system, finding problems with

the seal. The new Mobdock was then set up so that further investigations could be carried out in a dryenvironment.

“The Mobdock allowed the rudder specialist to perform their inspections in drydock-like conditions, withpermanent repairs being undertaken. The existing seal was tightened and incorrectly-sized rings on the upperand lower casing of the rudder seal replaced with new, correctly-machined ones before reassembling thecomponents. Such a repair was hitherto impossible without a stint in drydock,” Bleyenberg explained.

“Major rudder defects often result in unscheduled, emergency drydocking, but class approved, permanentrepairs are now possible in-situ,” he said. “Engineering, welding and inspection teams can now perform theirtasks underwater in a clean, dry environment, reducing maintenance and repair costs without the loss of timeand money associated with drydocking and without disruption to a vessels operational profile.”

HEAVY LIFTSAL Heavy Lift’s Svenja has delivered a shipment of Damen Stan Pontoons and a number of ASD 2810 Tugs tothe Netherlands, following their construction in China and Vietnam.

Damen Service Coordinator Heavy Lift Rimmert Berlijn, said: “This was another successful shipment ofvessels. We encountered some heavy weather en route, but all the vessels have been safely and smoothlyunloaded here in Rotterdam. We would like to thank the crew of the Svenja for all their excellent work in theloading and unloading process and, of course, their seamanship skills.”

Transporting several vessels at once from its yards located in China and Vietnam is a strategy that Damenhas used on previous occasions with successful results. This efficient approach to vessel delivery means thatthe company can keep its own delivery costs to a minimum. Subsequently, Damen can deliver vessels at verycompetitive prices and within tight timeframes.

An important aspect of building vessels for stock is the need to know the requirements of various maritimemarkets. Discussing the role of the Stan Pontoon in particular, Damen Design and Proposal Engineer HugoHoekstra highlights that these vessels, available in a wide range of dimensions, can be used in numerousindustries. “From fish farming, contracting, dredging and construction, these Stan Pontoons can be mobilised asversatile and stable platforms.”

“We can fit them out with a variety of optional extras like spud poles, ramps, winches, pumps or navigationlights – whatever the client needs.”

When equipped with a crane, for example, Stan Pontoons can perform operations for construction andcontracting jobs; or install additional equipment for tasks such as delousing and net maintenance operationsfor the aquaculture industry.

For the dredging sector, the installation of a loading bridge can create a platform ideal for the relocation ofdredged materials. Furthermore, an excavator and DOP-Pump package enables operators to start dredgingimmediately.

Because the Stan Pontoon 4512 has below decks tank storage capacity (for both fuel and fresh water) inaddition to deck load capacity, they can also be used as a versatile service pontoon in remote areas.

Following the recent ratification of the IMO Ballast Water Management Convention, Stan Pontoons areexpected to be increasingly installed with ballast water treatment equipment. “Notably, in this situation, thepontoon’s own tanks can be used for temporary storage of ballast water to guarantee faster turnarounds,”explains Mr Hoekstra.

“It is the flexibility of the Stan Pontoon design that makes it so adaptable. We can deliver just the pontoon orcooperate with clients and suppliers to produce turnkey solutions. And, depending on the requiredspecifications, delivery takes place within a matter of weeks.”

COATINGSINTERSLEEK HELPS GRIMALDI WIN LARGEST NUMBER OF CARBON CREDITSThe application of International Paint’s Intersleek hull coating has helped the Grimaldi Group receive theshipping industry’s largest ever number of carbon credits.

AkzoNobel, International Paint’s parent, presented the Italian shipowner with a total of 109,617 carboncredits through its award-winning programme, which rewards shipowners for converting to sustainable hullcoatings. Each carbon creditrepresents the avoidance of oneton of CO2 being emitted to theatmosphere. The credits caneither be sold on the carbonmarkets – where they are valuedin excess of US$500,000 basedon current prices – or can beused to offset emissions fromother parts of an organisation.

Fourteen Grimaldi Groupvessels, including RoRos, PPCs,and passenger ships, werevalidated and verified within thecarbon credits programmeintroduced in 2014 byAkzoNobel, The Gold StandardFoundation and Fremco Group.

Each vessel was convertedfrom a biocidal antifoulingsystem to the biocide-freeIntersleek range, which is provento reduce fuel consumption andCO2 emissions on average by 9per cent.

Paul Kyprianou, GrimaldiGroup’s External RelationsManager (pictured), said: “Beingawarded the largest ever issue ofcarbon credits demonstratesGrimaldi’s commitment to itssocial and environmentalresponsibilities, and topioneering the market indeveloping transport andlogistics solutions that arefounded on sustainability. Theshipping industry is undersignificant pressure to improveoperational and environmental

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Most hull topcoats are designed to bereplaced once or twice every five years.The full hull coating scheme has to be fullyreplaced every 10 - 15 years down to baresteel. Over that time period, the coatingdegrades and becomes rougher until it’sno longer worth trying to patch it up. Andit costs you a fortune in fuel to compensatefor the additional hull friction.

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efficiencies and AkzoNobel’s carbon credits program is an initiative thatcan play a significant role in helping achieve this.”

André Veneman, AkzoNobel's Director of Sustainability (pictured),added: “Shipping needs to see more uptake in clean technology to improveits sustainability. Our carbon credits program proves that by making theinvestment, ship owners can benefit from both increased efficiency gainsand lower fuel costs. They also reap the additional financial benefits of thecredits, based on the amount of carbon that is reduced. Grimaldi has shownthat through championing sustainable shipping, it is creating a morecompetitive, efficient and successful company that will continue to pioneerthe industry for many generations to come.”

In total, 126,785 carbon credits have been awarded to shipownersthroughout 2016. Currently, more than 50 vessels are enrolled in thecarbon credits program, having converted from a biocidal antifouling toIntersleek technology, providing those ship owners with a share of anestimated $1.2 million of value in carbon credits. That number isanticipated to increase dramatically as the pioneering slime controltechnology Intersleek 1100SR nears the 1,000th application.

NEW PISTON RING COATING HAS ENGINEBUILDER APPROVALUK-based piston ring manufacturer Precision Products has received provisional approval for its new 'CM2'(ceramic metal) advanced coating technology, after a year of sea trials onboard container vessels running MANB&W main engines.

Precision Products is the first piston ring manufacturer to receive provisional approval from MAN Diesel &Turbo for CM2 technology. Further shipboard tests are expected to pave the way for the widespread adoptionof CM2 technology for a range two-stroke marine engine applications.

"This is a key development for PPUK," commented managing director Scott Rhodes. "It is an importantmilestone in our ongoing R&D programme which we undertake jointly with key partners, including MAN Diesel& Turbo. Our research has focused on CM2 which incorporates a more complex matrix of materials in its newformulation and is combined with an effective high velocity oxy-fuel (HVOF) application process. Thiscomplements the material itself in providing improved hardness, temperature performance, ductility andlongevity.

"The provisional approval reflects the exceptional results we've seen when comparing a lengthy period ofCM2 piston ring performance with CM1 in the same two-stroke engine. CM1 coatings are applied using plasma-spraying technology, whereas the latest HVOF application allows the coating powder to be applied using amixture of gaseous fuel and oxygen at more than one thousand metres per second. This provides a morecompact, harder coating with improved overall adhesion and durability."

Moves to increase piston ring time between overhauls (TBO) are a welcome development because openingup large marine diesel engines can be time-consuming, expensive and, in some cases, disruptive to futureengine performance.

Rhodes said provisional approval of CM2, and its likely full approval, will open up a significant new after-sales market in piston ring maintenance and replacement. Development of the new technology is also animportant step in its continuing strategy of developing closer and wider relationships with licensees,particularly in Asia, he said.

PPUK's ambitious R&D programme is continuing, with a focus on key challenges including moves to limit theimpact of sulphuric acid corrosion on piston rings, and new ceramic coating application technologies tosupersede the existing ceramic chrome application process which is potentially hazardous to human health anddamaging to the environment.

"Together with our partners, we will be announcing the next stage of our R&D programme within the nextfew weeks," Rhodes revealed.

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SAFETYENGINE FIRES INCREASE DUE TO LACK OF SAFETYBraemarSA has warned that a lack of maintenance has led to a significant increase in engine room firesaccording to its latest Asia Market Briefing.

Analysing the trends report, its author, Graeme Temple, Far East Regional Director at BraemarSA, said:“Engine room fires remain all too common a problem, and during the Summer we saw a dramatic increase.Since attending these casualties we found that typically these fires are being caused by volatile vapoursimpinging on hot surfaces from technical failures that are down to a lack of maintenance and basic routinevisual inspection.

“If we look at the trends recorded during the Spring, the Far East team for BraemarSA only attended two firecasualties, so the increase of 150% should be a wakeup call for owners and managers not neglect regularmaintenance, especially on aging vessels and for crews to remember basic watch keeping practice. It alsoremains the case that engine failures accounts for nearly 50% of what we do.”

In its Quarterly Asia Market Briefing, Braemar SA has analysed vessel casualties it has attended in thequarter June to August of this year.  Other notable trends compared to the Spring report, include a reduction inthe number of structural casualties and a decrease in the number of contact/collision casualties.

COMPANY NEWSSHELL RAMPS UP INDONESIAN LUBE PRODUCTIONOne year on since operations started at its lubricant oil blending plant in Marunda, near Jakarta, Indonesia,Shell has more than doubled production of its Shell Argina, Shell Gadinia, and Shell Melina marine cylinder oils.

The local production of these marine lubricants is in response to the increase in demand for marinelubricants, due to the growing domestic maritime sector in Indonesia. This came about as a result of theIndonesian government’s maritime highway programme, which involves developing the country’s maritimeinfrastructure by upgrading ports throughout the archipelago. To support the initiative, Shell Marine hasensured continuity of supply by providing stock point centres located in major ports in Indonesia to servedomestic and international marine customers with the product they need, when and where they need them.

The new plant has also enabled Shell to make the transition from importing its lubricants products fromoverseas to locally produced oils. Today, almost 70% of Shell’s lubricants in Indonesia are made in the country.

“We are pleased by the progress we have made in one year of manufacturing operations here in Indonesia.This local capability enables us to be close to our customers and nimbly react to market demand, including ourmarine lubricant customers. This plant also enables our business to expand its reach, and support our

customers’ needs in Eastern Indonesia, particularly in Kalimantan, Sulawesi, West Nusa Tenggara, East NusaTenggara, Ambon and Papua,” said Alex Marpaung, Lubricants Supply Chain Operations Manager for Indonesia.

From a safety perspective, the plant is also a great

THORDON OWNER ELECTED TO SNAME FELLOWSHIPGeorge A. (Sandy) Thomson, the owner and Chairman of the Board of Thomson-Gordon Group, the parent of Canada-based Thordon Bearings Inc, has been electeda Fellow of the Society of Naval Architects and Marine Engineers (SNAME).

According to the Society, the grade of Fellow is accorded exclusively to“individuals who have made outstanding personal contributions to navalarchitecture, marine or ocean engineering, or allied disciplines through significantachievements in design, research, production, operation, education or associatedmanagement.”

To be elected, a candidate must also have ten years of active practice followingthe candidate’s first professional membership in the Society.

Sandy attended Northrup University in California obtaining a MechanicalEngineering degree and eventually migrated back to Canada to work in the familybusiness in 1965. His passion for the marine industry redirected the familybusiness from distributing engineering supplies to manufacturing propeller shaftand rudder bearings – thus leading to the development of Thordon Bearings.

Having spent many years growing and developing the business around theworld, in 1989 Sandy purchased the steam powered tug Rudokops which he retrofitted it with Thordonbearings and seals then sailed the vessel as a floating showcase to 300 deep sea ports in Eastern and WesternEurope to illustrate the performance of Thordon products.

After the Rudokop sale in 2007, Sandy shifted the company focus to pursuing sales in the commercial shipand naval markets. Thordon currently supplies over 45 navies and has over 550 commercial ships running itsCOMPAC water lubricated propeller shaft bearing systems.

ROBUST IMPLEMENTATION KEY TO SULPHUR CAPThe Trident Alliance has welcomed IMO’s decision on introduction date of the 0.5% Global Sulphur Cap, butstresses the need for a robust implementation plan.

The Trident Alliance believes that effective enforcement of the Global Sulphur Cap promises to be even morechallenging than enforcing the ECA zones currently in effect.

For effective implementation, the signatories to Marpol Annex VI must adopt clear legal frameworks,together with a plan to ensure consistent implementation internationally, guidelines for robust enforcementand sanction schemes that are a real deterrent to non-compliance.

“Strong engagement by the IMO member nations on effective implementation of the Global Sulphur Cap is asimportant as the committee’s decision this week,” said Anna Larsson, Chair of the Trident Alliance.

As part of its decision to adhere to the 2020 implementation date, the MEPC also agreed to discuss measuresneeded to implement the 0.50% sulphur limit. Those discussions will begin at IMO’s PPR Sub-Committee whenit meets in January 2017.

“A lot of work remains to ensure a level playing field for the industry and before the 0.5% Global SulphurCap will begin to have the intended impact on human health and the environment. Trident Alliance memberswill contribute as much as possible in this process, sharing their experience and insights from theimplementation of sulphur regulations across the globe,” added Larsson.

The Trident Alliance coalition of 39 ship owners and operators have worked since 2014 to ensure robustimplementation of sulphur regulations across the globe.

ACO PARTNERS WITH ČERNÝ TO CREATE A NEW DIMENSIONThe successful installation aboard Royal Caribbean Cruise Lines’ Harmony of the Seas has resulted in anexpression of interest for a further order on the fourth Oasis-class vessel, due for delivery in 2018.

Only it’s not for a state-of the art wastewater management solution for which the company is typicallyknown: it is state-of-the-art on a much grander scale – another jaw-dropping, thought-provoking installationdesigned by controversial sculptor David Černý.

It was ten years ago that the awarding-winning artist first approached his friend – an employee at ACOMarine’s Prague facility – enquiring if the company could help engineer and build ‘Metalmorphosis’, themirrored sculpture that now takes pride of place in the Whitehall Technology Park in Charlotte, North Carolina,U.S. It was a success and ACO Art was born.

“We’ve completed about seven installations together, including ‘Metalmorphosis’, and ‘Head’ for RCCL,” saidČerný, who recently won the prestigious NordArt 2016 prize “We’ve also just completed the commissioning ofthe ‘Trifot’ sculpture in Prague.”

However, such has been the reception to the five-ton, three-dimensional stainless-steel ‘Head’ that greetspassengers as they meander around the Harmony of the Seas’ Royal Promenade, RCCL approached the artist todesign another showstopper. ACO Marine will once again manufacture and install the as-yet-to-be-revealeddesign.

“We also received a lot of thanks from RCCL, and there might be another collaboration in future, Černý says.Mark Beavis, Managing Director, ACO Marine revealed that the German-headquartered ACO Group has a

long history supporting contemporary art and artists.“When the Carlshütte foundry closed down in 1997, Hans-Julius Ahlmann, ACO Group’s Managing Partner,

developed the grounds and the historic buildings to create a very special venue for concerts and art exhibitions,

including the annual NordArt, which has grown into thelargest exhibition of contemporary art in northern Europe.”

“We are delighted that David won this year’s award andlook forward to working with him on the other artinstallations. David sends us his 3D computer designs andthen we set about turning his vision into tangible form. Wespecialise in manufacturing high-quality stainless steelproducts so using that experience and technology tomanufacture and install his artworks is a real privilege. Hisartwork is groundbreaking and truly thought-provoking.”

While the possible exact nature of the RCCL commissionremains  a  closely  guarded  secret,  Černý’s  maritimeinstallations are likely to be far less provocative than the workfor which the award-winning artist is renowned, some ofwhich can viewed on the artist’s website:http://www.davidcerny.cz.

SCHOTTEL LAUNCHES NEW TRAININGPROGRAMMEPropulsion systems innovator Schottel has unveiled a new training programme, where by the studentsthemselves determine the date, location and content.

The programme covers product- and application-oriented topics. In the product seminars, technical crewmembers and maintenance personnel acquire expert know-how on individual Schottel propulsion systems. Inaddition, three target groups can obtain further qualifications: specialists for electrical engineering in the fieldof automation, mechanics in the advanced workshop, and captains/skippers on a simulator or vessel; based onthe respective Schottel systems in each case. The training participants deepen their theoretical knowledge ofmechanical and electrical engineering in practical applications on state-of-the-art training equipment.

The common feature of all courses is effective learning in small groups. The course instructors are expertswith many years of experience who simulate practical scenarios with the participants in a training environmentwith fully functional equipment. Depending on interests and time availability, every arrangement regardingindividual key topics or on-site training is possible by prior agreement.

ABB AND WUCHANG TO DEVELOP DIGITAL SHIPSABB has signed a formal agreement with Wuchang Ship Building Group to deepen cooperation with anemphasis on developing greener ships and digital solutions. By utilizing ABB’s power and propulsion expertisealong with its focus on maritime software, the partnership will help Wuchang Ship Building Group manufacturehighly efficient and technologically advanced vessels.

Wuchang Ship Building Group is one of the most important shipyards in China with experience in buildingresearch and offshore vessels.

“ABB has been operating successfully in China since the 1970’s and we opened the Azipod propulsionfactory in Shanghai in 2011,” said Juha Koskela, Managing Director of ABB’s Marine and Ports business. “Thisagreement is a result of our commitment to the Chinese market and it will lead to a new generation of greenerand smarter vessels being built in China.”

MEM Marine Engineers MessengerEditor Patrik WheaterContributions: Charlie BartlettCommercial Director Simon GutteridgePublisher: Seaborne Communications LtdEmail: mem@seabornecomms.comWeb: www.seabornecomms.com

The information published in MEM does not necessarilyrepresent the views of Seaborne Communications Ltd. Thepublisher makes no representation or warranty as to theaccuracy or correctness of the information or acceptsresponsibility for any loss, damage or other liabilitypertaining to the information published in this newsletter.©2016 Seaborne Communications Ltd